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equipmentworld.com | November 2017

®

BRIDGE INVENTORY STATES TAKE LEAD IN FUNDING

26

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TRUCKS: P.35

Emissions regulations boost popularity of gliders N

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The VHD gets an all new interior. page 31

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Freightliner VOC #89956 VOC DD8 Construction Print Ad

4C Spread, Full Bleed 15.75 x 10.5

Equipment World

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1485. Specifications are subject to change without notice. Copyright © 2017 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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on the horizon of innovation The New TMAX速 Aluminum Body www.stellarindustries.com Stellar速 and TMAX速 are registered trademarks of Stellar速 Industries, Inc.

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Vol. 29 Number 11 |

Cover Story

table of contents | November 2017

2017 BETTER ROADS BRIDGE INVENTORY WHICH STATES HAVE THE BEST AND WORST RATED BRIDGES?

26

Photo: Washington State DOT

P.

Equipment 17

Marketplace

Products unveiled at ICUEE, including those from Toro, Ditch Witch, Hyundai and Volvo.

47 Small Tier 4 Final engines

71 Spotlight on trailers

Why smaller really is better when dealing with diesel emissions reduction.

These new products are designed to make it easier to haul your equipment.

EquipmentWorld.com | November 2017

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table of contents | continued

Features

®

35 Machine Matters

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World

64 Highway Contractor

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

Sweeping changes overtake the heavy-duty truck market.

Contractors’ fast action saves Houston tollway damaged by Harvey.

55 Contractor of the Year Finalist

Tom Sawyer, Sawyer Construction, Fremont, Nebraska

Media Sales Geoffrey Love: gdlove@randallreilly.com Pete Austin: paustin@randallreilly.com Drew Ingram: drewingram@randallreilly.com Patsy Adams: padams@randallreilly.com Jordan Arsenault: jordanarsenault@randallreilly.com Art Director: Tony Brock Advertising Production Manager: Leah Boyd production@equipmentworld.com

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com

Departments Record 9 On 2017 so far

13 Reporter Get certified with AED’s diesel equipment technician test.

Watch 59 Safety Failure to lock skid steer loader arm turns repair job into fatality.

Report 67 Product Shell Rotella announces lube, coolant products.

69 Technology Hilti’s new DX 5, TE 60 smart tools connect to your phone.

Word 78 Final The Electric Summer For subscription information/inquiries, please email equipmentworld@halldata.com. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices.

POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at equipmentworld@halldata.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/ or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2017 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

6

Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Audience Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault Vice President, Business Analyst: Joe Donald Director of Media Sales: Scott Maldonado Vice President, Strategic Accounts: Michael Newman For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Eddie award for B-to-B Series of Articles, 2016 Highways 2.0, Folio: magazine Editorial Excellence, Original Research, Silver Award, 2016 American Society of Business Publication Editors Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors

November 2017 | EquipmentWorld.com

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» Easy and Efficient Operation » Reliability and Productivity

super shot melters Super Shot melters are compact crack sealing units; suitable for many situations, including roads and parking lots. The ideal choice when a contractor or agency is ready to move to a higher volume production unit.

» Low Maintenance » Available as skid mount or trailer » Available from 60 gallon to 250 gallon

Learn more about our products: sales@crafco.com crafco.com 800.528.8242

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

2017 so far

I

f 2017 financed new equipment sales were of units being financed as shown in this chart, a track meet, compact track loaders would it underlines possible signs of trouble ahead for take the gold in the number of new fisome equipment types. If we extrapolate the curnanced units sold, with compact excavators in rent rate of buying over the final quarter of 2017, solid second place. then the total number of units financed among Financed new equipment sales are both conall eight compact and full-size machine types in tinuing previous trends and showing possible 2017 would be 7 percent below 2016 levels. signs of downturns ahead, according to inforLooking at forecast unit sales, CTLs and commation from EDA. pact excavators are again sitting pretty, with 4 The advance of the CTL, noted in this column percent and 3 percent gains, respectively, over before, continues in 2017. Narrowing the field 2016 totals. From that point on, however, the to the top three types picture gets murkier, of compact construcwith five types of Number of new financed units sold tion equipment sold equipment with 2017 2016 v 2017 2016 Forecast** via financing – CTLs, forecast double-digit YTD* Forecast compact excavators declines in the number CTL 22,983 17,984 23,979 4% and skid steers – the of financed units sold, Compact excavator 17,928 13,911 18,548 3% number of new CTLs compared with 2016.

Skid steer 13,843 8,485 11,313 -18% financed through They are wheel loaders Excavator 10,539 7,239 9,652 -8% September 30th of (-26 percent), artics Wheel loader 9,143 5,106 6,808 -26% this year are track(-24 percent), backBackhoe 3,585 2,105 2,807 -22% ing 9 percent ahead hoes (-22 percent), Dozer 4,550 2,923 3,897 -14% of 2016’s overall total skid steers (-18 perArtic 1,426 813 1,084 -24% in terms of market cent) and dozers (-14 Total 83,997 58,566 78,088 -7% share among the three *Through Sept. 30 **Does not include anticipated December increase percent). equipment types.

It should be noted Another big market share gainer this year in – and this is a big caveat – that this forecast compact machine types is compact excavators, does not take into account end-of-year buycurrently 7 percent ahead of the 2016 total in ing bumps that take advantage of the bonus number of units sold. Not so fortunate are skid depreciation or Section 179 tax incentives, so steers, currently tracking 13 percent lower than the end-of-the-year tally will likely not be so 2016 in compact equipment market share. dire for these machine types. This can be a When it comes to full-size equipment market significant correction since in the past two years share (comparing excavators, wheel loaders, there’s been a 22 percent increase in the numbackhoes, dozers and artics), excavators are ber of machines financed in December versus tracking 8 percent (again, through September the monthly average during the rest of the year.

30th) ahead of last year’s overall total.

This will be interesting to watch. We’ll keep However, when you look at the actual number you posted.

Editor’s note: EDA is a division of Randall-Reilly, which owns Equipment World.

EquipmentWorld.com | November 2017 9

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A declaration OF ENDURANCE.

THE INTERNATIONAL® HX™ SERIES SURVIVES AND THRIVES IN EVERY SITUATION. The HX Series was built with one goal in mind: stand up to North America’s toughest jobsites. Dual steering gears and a 40-degree wheel cut offer maneuverability in tight spaces, with a lightweight aluminum cab designed to endure severe conditions.

Now available with the Cummins® X15 engine under the hood, there’s nothing that

can stand in the way of the HX Series and a job well done.

InternationalTrucks.com/HXSeries

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Š 2017 , Inc. All rights reserved.

All marks are trademarks of their respective owners.

st

ns.

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EVOLUTIONARY

COMFORT

THE BEST CAB IS EVEN BETTER IN NEW R-SERIES EXCAVATORS. With R-Series compact excavators, operator comfort starts outside the cab. The redesigned exterior provides exceptional fit and finish, reducing vibration levels. Beneath the surface, enjoy a more spacious and comfortable cab, with increased glass for added visibility, keeping operators working productively all day. R you ready for the revolution?

Check out R-Series comfort features: Bobcat.com/NewR-Series 1.877.745.7813 Bobcat is a Doosan company. Doosan is a global leader in construction equipment, power and water solutions, engines, and engineering, proudly serving customers and communities for more than a century.

Bobcat Ž, the Bobcat logo and the colors of the Bobcat machine are registered trademarks of Bobcat Company in the United States and various other countries. Š2017 Bobcat Company. All rights reserved. | 1348

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reporter

| staff report |

ChrisHill@randallreilly.com

Get certified with AED’s diesel equipment technician test

I

f you know your way around a heavy equipment shop and want to polish your resume a bit, the Associated Equipment Distributors (AED) Foundation has a new Diesel Equipment Technician Certification.

The certification covers six core areas: diesel engines, hydraulics, hydrostatics, electric and electronics, power trains, air conditioning and heating, and safety and administration.

To qualify for the certification, applicants must earn a score of at least 70 percent on a 160-question assessment.

“The assessment has been developed by industry task forces with representation of technical experts from equipment dealers, equipment manufacturers and technical colleges,” says Steve Johnson, vice president of AED Foundation Operations.

Briefs United Rentals is reporting a 16.8 percent surge in total revenue for the third quarter, climbing to $1.7 billion compared to $1.5 billion for the same period last year. Within that, rental revenue is up by 16.2 percent to $1.5 billion. That’s compared to $1.3 billion for 2016’s third quarter.

The certification costs $150 for AED members, $300 for nonmembers, or $85 if you have already passed the AED Foundation Technical Assessment. Detailed information on the certification process can be found at http://bit.ly/AEDFoundation.

–Tom Jackson

Cat exiting “most severe downturn in 90-year history” B

etween 2012 and 2016, Caterpillar experienced its most severe downturn in its 90-year history, with profits dropping by 40 percent. Now under the leadership of Jim Umpleby, who took over as company president this year, Caterpillar is focused on what it calls its “Operating & Execution” model.

“Profitable growth will be at the center of everything we do,” Umpleby told Wall Street analysts recently.

Aftermarket services will be one key growth area, including an emphasis on the 500,000-plus assets (both machines and engines) now connected through telematics. “Our parts avail-

ability and coverage will continue to expand, and we will make it easier to buy Cat parts online,” Umpleby said.

Umpleby believes that a lean operational model will give Cat the ability to better weather the cyclical downturns in the construction, mining and energy industries. “We don’t want to depend on industry growth to maintain profits,” he said.

–Marcia Gruver Doyle

Kubota plans to build a $90 million logistics center for construction and agricultural equipment and parts in Kansas that will include the company’s largest ever warehouses – two at over 1-million-square-feet each. The center will hold 70,000 parts and be built on 180 acres the company bought in Edgerton, where it also opened a 450,000-squarefoot parts distribution center in 2015. Along with parts, the center will serve as a logistics center for its construction equipment.

ASV Holdings plans to add a parts distribution center at its corporate headquarters in Grand Rapids, Minnesota. ASV, which makes rubber-tracked compact track loaders and wheeled skid steer loaders, says the new center will allow it to better manage its aftermarket parts distribution to its dealers and will bring cost savings starting next year.

ALLU has opened a new facility in East Brunswick, New Jersey, to give the company more space for warehousing, offices and training. The facility allows the company’s North American subsidiary to remanufacture and recertify pre-owned buckets.

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

EquipmentWorld.com | November 2017 13

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reporter |

staff report

Kobelco to manufacture 4 more excavator models at SC plant B

y 2018, Kobelco plans to manufacture a total of 11 excavators at its plant in Spartanburg, South Carolina, with the addition of four new models, the company announced.

The 156,000-square-foot plant opened in June 2016 and has been increasing production rapidly, with the goal of producing 1,800 machines a year by 2018. It currently manufactures the SK210LC-10, SK210LC-10 Long Reach, SK260LC-10 Long Reach, SK300LC-10, SK300LC-10 High & Wide, SK350LC-10 and SK500LC-10.

This fall, the plant will add the SK500LC-10 with removable counterweight and the SK210LC-10 High & Wide, the company says.

Next year, it will add two more excavators to plant production: the SK170LC-10 and the SK260LC-10. –Don McLoud

New silica dust rules take effect companies Cduceonstruction are now required to rerespirable crystalline

Hyundai unveils new dealer look

A

s part of its transition from being a division of Hyundai Heavy Industries to being part of a stand-alone business focused on construction equipment, Hyundai Construction Equipment Americas is unveiling a new look for its North American dealers.

The new signage program incorporates what HCEA calls a “more streamlined version of the company’s logo, as well as a new graphic element that uses stylized letters to represent crawler tread marks,” says the company.

These graphic changes, as of now, will not appear on Hyundai machines.

The dealer rebranding is aligned with HCEA corporate objectives. “Our upper management is focused on growing its share of the construction equipment market,” said Corey Rogers with HCEA. “We have aspirations of being a top five worldwide manufacturer of construction equipment by 2023, so there’s a lot of push for us to grow.” HCEA now has 75 dealers and 150 dealer locations in North America.

–Marcia Gruver Doyle

silica dust on work sites by 80 percent, on average during an eight-hour shift, following new federal regulations that took effect Sept. 23.

The U.S. Occupational Safety and Health Administration gave companies a 30-day grace period to comply with the rules, which are designed to prevent illnesses linked to overexposure to silica, such as lung cancer and silicosis. OSHA said it would focus its attention on “Table 1” of the rules, which sets out required compliance options for specific tasks.

14 November 2017 | EquipmentWorld.com

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

Find out how Doosan strength can improve your productivity:

DoosanEquipment.com/Excavator 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. ©2017 Doosan Construction Equipment. All rights reserved. | 181

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MEET THE

TOTAL PACKAGE.

THE G SERIES WITH 360˚ TCO. • Patented SCR engine solution for unmatched fuel efficiency with no diesel particulate filters, no regen and no extreme exhaust temperatures.

• Improved hydraulics plus four power modes for best-in-class breakout force and faster cycle times.

• All-new cab with best-in-class visibility and redesigned HVAC system to maximize operator comfort and combat operator fatigue.

• The most comprehensive standard machine maintenance and protection coverage in the industry.

And that’s just for starters! When it comes to moving more material at the highest level of uptime, the G SERIES resets the standard for lowest total cost of ownership. Check out our easy-to-use, online TCO calculator now to get insight into your lifetime ownership costs. CaseCE.com/GSeriesTCO

©2017 CNH Industrial America LLC. All rights reserved. CASE is a trademark registered in the United States and many other countries, owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.

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marketplace

| by Don McLoud |

DonMcLoud@randallreilly.com

T

his month we’re featuring products unveiled at the International Construction and Utility Equipment Exhibition show, held Oct. 3-5 in Louisville, Kentucky.

For more stories and products from ICUEE, go to equipmentworld.com.

Faster rod installation and removal Vermeer’s new D40x55DR S3 40,000-pound thrust/pullback horizontal directional drill is designed to tackle challenging rock jobs and give contractors additional crew assignment flexibility. The drill uses Vermeer’s new dual rod technology, with a 1.666-inch inner rod that provides torque to the drill bit, and a 2 5/8-inch outer rod for steering and rotation torque.

The hollow inner rod design results in more drilling fluid flow to the drill head on pilot bores and the hole opener during pullback, says the company. With this rod design, Vermeer says, the time and steps required to add or remove a rod is cut by 30 percent compared to previous models. And contractors can run a variety of tools, including rotary, drag cutting and roller cone bits, as well as an air hammer.

Adding hauling capacity, maneuverability Toro’s new MB TX 2500 Mud Buggy is a tracked model that, with a capacity of 2,500 pounds and 16 cubic feet, hauls more material than the wheeled MB 1600 and offers more maneuverability. The MB TX 2500 features Kevlar-reinforced tracks capable of traversing hills, culverts, ditches, mud, gravel and snow.

The tracked buggy is aimed primarily at rental, general construction and landscaping and is designed for concrete placement, site preparation and material handling applications. The machine is powered by a 25-horsepower Kohler Confidant engine and can reach speeds up to 6 mph in forward and 3 mph in reverse.

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November Equipment World

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| continued

Less noise, more fuel efficient VMAC released its G30 air compressor with a new Honda GX390 gas engine that offers up to 30 cubic feet per minute at 100 percent duty cycle. In switching from the Subaru EX40 engine, VMAC says it was able to engineer several improvements, including a 23 percent noise reduction at high idle and a 75 percent noise reduction at low idle. The engine is also 15 percent more fuel efficient and offers improved operational performance in hot temperatures and at high elevations, according to the company. The lighter design enables trucks to save up to 4 percent in fuel, while the compact footprint allows users more space for tools and materials in the back of the truck.

More torque for hard rock The Ditch Witch AT40 horizontal directional drill – built on the same platform as the JT40 introduced earlier this year at ConExpo – features a new two-pipe All Terrain drilling system that the company says provides 33 percent more torque than competitive units to optimize drilling in hard rock. The All Terrain drilling system uses what Ditch Witch calls RockMaster housings that feature “a more robust bearing design, a higher-strength

door and high flow capacity,” says the company. The modular design makes the housing adaptable in two different sizes of drill bit, allowing a 2.85 and 3.5 regular API connection. The housing has a double-layer seal with high capacity bearings for increased life and reduced maintenance. Ditch Witch says this feature has allowed it to double service time intervals, compared to previous models.

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HEROES OF THE JOBSITE.

The precision engineered, ruggedly designed Kubota machines. Built upon a single-minded truth understood by operators on jobsites all over the world. Reliability comes in just one color.

Locate your dealer at KubotaUSA.com. Š Kubota Tractor Corporation, 2017.

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© 2017 Zoro, Inc.

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marketplace

| continued

Upping the push/pull force

Revving up cycle speeds Hyundai introduced its HX130LCR, a 13.5-ton compactradius excavator, and its companion, the HX130LCRD, which includes a dozer blade. The cab features an 8-inch touchscreen monitor with an optional 360-degree virtual operating view.

The hydraulic system offers Boom Float mode for better grading control and Fine Swing mode for improved load control when swinging. Cycle speeds are up to 13 percent faster and the Tier 4 Final 73.6-horsepower Perkins engine delivers 10 percent better fuel efficiency than previous models, the company says. The LCR model has a standard operating weight of 29,750 pounds; the LCRD’s standard operating weight is 31,290 pounds. The LCR has a max digging depth of 18 feet 4 inches, digging reach of 27 feet and bucket digging force of 22,860 foot-pounds.

American Augers’ new DD-240T will replace the company’s DD-220T horizontal directional drill, providing 20,000 more pounds of push/pull force for a total of 240,000 pounds.

The rig comes in at 52.6 feet long and 8.2 feet wide for easier transport. It boasts 30,000 foot-pounds of rotary torque at 50 rpm, with max rotary torque of 43,900 foot-pounds at 37 rpm.

The company is offering several options for the new machine, including a two-person or one-person cab, an onboard fluid pump, pipe loader and full-length runway. The cab can be set off-board to reduce vibration on the operator. The cab also features touchscreen control. The rig is powered by a 523-horsepower Mercedes Tier 4 Final engine, which requires no regen cycle.

Responding to hard-ground drilling concerns Melfred Borzall’s Black Diamond Blade is designed to handle the difficulty of horizontal directional drilling in hard ground. The company says the blade increases drilling efficiency but also addresses everyday issues such as blade drag, carbide wear and pullback efficiency. The blade has a single front-end domed carbide for blunt force and diamond-shaped carbides on front sides for hard ground. Low-profile diamond carbides near the rear reduce drag. The company says the blade is compatible with most OEM drill rigs.

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WHAT IS A PEER GROUP?

WHY JOIN?

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

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

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

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

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marketplace

| continued

More horsepower with less fuel Volvo’s L20H and L25H compact wheel loaders are powered

by Volvo D2.6M Tier 4 Final water-cooled engines using a diesel oxidation catalyst. Volvo says both models have 5 percent greater fuel efficiency and 8 percent more horsepower than their predecessor models. With two speed settings, the fully automatic hydrostatic drive has the ability to reach a maximum speed of 18.6 mph, featuring a 26-foot, 11-inch turning radius, the 8-foot, 1-inch machines can maneuver around tight jobsites. A single joystick lever in the ROPS/FOPS cab controls three functions, including a variety of hydraulic attachments. You can use either an SSL Attachment Bracket for skid steer attachments or an ISO coupler for Volvo attachments.

Compact compressor for the work truck Miller brought its new EnPak A28GBW air compressor-generator to ICUEE, designed to save weight and space on a work truck yet pack plenty of power. The EnPak delivers compressed air at 28 cubic feet per minute. It also features a 5,500-watt generator for electrical needs, battery charging and crank assist, the company says. It has versatile stick welding capabilities for field repairs. Millers says the EnPak can save up to 550 pounds on a work truck compared to a PTO-driven air compressor and engine-driven welder-generator. Its Kohler Tier 4, 23.5-horsepower engine reduces fuel consumption and allows trucks to cut idling time by 75 percent, the company says. It weighs 558 pounds, is 20.25 inches wide, 46 inches long and 24.25 inches high.

Making fluid changes easier Sage Oil Vac’s new NextLube monitor system makes dispensing and changing fluid as easy as a push of a few buttons. Among its features, the new touchscreen system, which is an option for the company’s lube trucks and trailers, displays the amount of fluid gallons inside the tanks, instead of the percentage of fluid. That makes it easier for the operator to know how much fluid is available. For further convenience, NextLube allows labeling of individual tanks, such as diesel exhaust fluid, hydraulic fluid, engine oil, etc. In sum, NextLube acts as a central control panel, giving operators automated fluid dispensing and monitoring, the company says.

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| by Marcia Gruver Doyle |

MGruver@randallreilly.com

Photo: Washington State DOT

bridge inventory

2017 Better Roads

S

BRIDGE INVENTORY

tates continue to take the lead on road and bridge funding, with eight states to date in 2017 either raising gas taxes or approving other funding. And once you factor in states that passed road funding during the past four years – 27 plus the District of Co-

lumbia, according to the National Conference of State Legislatures – then state trailblazing becomes even more clear.

In California, for example, Senate Bill 1 created the Road Maintenance and Rehabilitation Program, which included a 12-cents-per-

gallon increase in the state’s gas tax starting in November. The measure will fund “more than $52 billion in the next decade specifically for the maintenance and repair of the state highway system,” says Rita Gerlach, bridge maintenance information manager

26 November 2017 | EquipmentWorld.com

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Photo: Washington State DOT

Bridge coding ratings in transition for Caltrans. California completed 12 state highway bridges and started another 36 last fiscal year, while another five bridges are being planned.

The Idaho legislature passed a $320 million-plus road bill authorizing $300 million in bonds that allow the state to borrow against its future federal highway allocations to fund big projects now. In addition, the bill diverted 1 percent of state sales tax revenues – expected to be $15 million in 2018 – to roadwork.

In August, Oregon’s governor signed a bill authorizing $5.3 billion in transportation funding to be spread over 10 years, while incrementally increasing the state’s gas tax by 10 cents per gallon over seven years.

And in Tennessee, legislators increased the gas tax by 6 cents per gallon over the next three years.

The initial 4-cent increase started in July. The legislation will provide transportation funds in a threepronged approach: $250 million to the Tennessee Department of Transportation, $70 million to counties and $35 million to cities. “This dedicates funding to a specific list of priority projects on state and local roads,” says Ted Kniazewycz with the state’s DOT. Other states increasing funding this year include Indiana, Montana, West Virginia and South Carolina.

Transitioning from SD to Poor The Federal Highway Administration is transitioning from defining bridges of concern as “Structurally Deficient” (SD) to “Poor” under its newer Good/Fair/ Poor condition rating system. Also being transitioned out are the terms “functionally obsolete” and “sufficiency rating.” The definition of the term “fracture critical” (now classified as “a steel member in tension, or with a tension element, whose failure would probably cause a portion of or the entire bridge to collapse”) will be updated.

The goal is to eliminate “sometimes confusing, unclear, misleading or alarming terms from the language of bridge engineers,” said Joey Hartmann, FHWA director of the Office of Bridges and Structures, in a presentation to the American Association of State Highway and Transportation Officials in June. While this language served engineers well, FHWA now recognizes they do “not translate well in a transparent world,” Hartman said.

In addition, on May 20th, FHWA published the final rule establishing performance measures based on deck area for state DOTs to use in managing pavement and bridge performance on the National Highway System. This will require state DOTs to establish two- and four-year targets by May 20, 2018,

orking with the states, the Federal Highway AdministraW tion has assigned a sufficiency rating to each inventoried bridge measuring 20 feet or longer. The FHWA is now asking

states to transition away from rating bridges as structurally deficient/functionally obsolete (SD/FO) to classifying bridges as “Good,” “Fair” or “Poor.”

To reflect this, the 2017 Equipment World Better Roads Bridge Inventory questionnaire dropped the “Functionally Obsolete” question, which in the past indicated a bridge did not meet current designs and standards. Because not all states have transitioned to the newer Good/Fair/Poor classification system, in this year’s inventory we asked both about the number of bridges that are rated structurally deficient (SD) and also added questions about the incoming Good/Fair/Poor classification system. Next year, we will no longer ask about SD bridges and go entirely to the Good/Fair/Poor classification In the past, a bridge was given an SD rating when its components – including the deck, substructure, superstructure or culvert – showed advanced signs of deterioration. It did not imply that the bridge is not safe. As mentioned, the bridges formerly rated as SD will in the future be rated “Poor,” which means they received a rating of 4 or less on the following 0-to-9 scale: GOOD 9: Excellent 8: Very good – No problems noted 7: Good – Some minor problems FAIR 6: Satisfactory – Structural elements show some minor deterioration.

5: Fair – All primary structural elements are sound but may have minor section loss, cracking, spalling, or scour. May include minor erosion on bridge piers.

POOR 4: Poor – Advanced corrosion, deterioration, cracking or chipping. Also significant erosion of concrete bridge condition piers.

3: Serious – Loss of section, deterioration, spalling, or scour have seriously affected primary structural components. Local failures are possible. Fatigue cracks in steel or shear cracks in concrete may be present.

2: Critical – Advanced deterioration of primary structural elements. Fatigue cracks in steel or shear cracks in concrete may be present or scour may have removed substructure support.

Unless closely monitored, it may be necessary to close the bridge until corrective action is taken.

1: Imminent Failure – Major deterioration or section loss present in critical structural components, or obvious loss present in critical structural components, or obvious vertical or horizontal movement affecting structural stability. Bridge is closed to traffic, but corrective action may be sufficient to put the bridge back in light service.

0: Failed condition – Bridge is out of service and beyond corrective action.

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| continued

bridge inventory

HOW THE STATES STACK UP TOP 5 STATES (lowest percent Poor Condition bridges)

Total bridges

1 Texas* 2 Nevada 3 Arizona 4 Florida 5 Utah BOTTOM 5 STATES

53,488

653

1.2%

1,937

28

1.4%

7,822

117

1.5%

12,312

233

1.9%

2,997

60

2.0%

(highest percent Poor Condition bridges)

1 2 3 4 5

Total bridges

Number Poor %Poor

Number Poor %Poor

722

192

26.6%

Iowa

24,117

4,796

19.9%

Pennsylvania

22,711

4,141

18.2%

South Dakota

5,695

993

17.4%

West Virginia*

7,217

1,222

16.9%

Rhode Island*

*As reported by 2016 FHWA National Bridge Inventory

NATIONAL SNAPSHOT, BRIDGE CONDITIONS GOOD

FAIR

POOR

8%

47% 45%

*As reported by both the 2017 Equipment World Better Roads Bridge Inventory and the 2016 FHWA National Bridge Inventory

and report targets by Oct. 1, 2018, in a baseline performance period report.

Since the terminology is still in transition, and many states still use SD as a term, in our survey we asked for both the number of SD bridges and the number of Good/Fair/Poor condition bridges. In determining the ranking of states, however, starting on page 30, we opted for the incoming Good/Fair/Poor rating.

Lowering the number of SD/Poor bridges More than half of the states and areas responding to this year’s survey say they expect in the coming year to lower their rate of SD bridges – which again, would be termed “Poor” under the new classification system. The District of Columbia is one of them. “Since 2010, we have reduced the number of SD bridges from 23 to five,” says Terry Owens, District DOT public information officer. “In the next two years, we project all of the bridges currently rated SD will be under construction and design. And the American Society of Civil Engineers recently gave the District a B-minus rating for bridges in its infrastructure report card.”

Oklahoma expects to reduce on-system SD bridges by 80 this year, reports Walt Peters, assistant bridge engineer-maintenance, Oklahoma DOT. “We are on track to have less than 1 percent of our on-system bridges rated SD by 2020,” he says.

Paul Kulseth, bridge management engineer for the Kansas DOT, sees a steady course as the best path to reducing “Poor” bridges in the state. “We hope to achieve this by keeping our Fair bridges in Fair condition or improving them to Good condition.”

One deterrent to this plan: having to respond to traffic-induced needs – such as completing a major city bypass – which may include replacing bridges that are not rated Poor.

Kentucky is concentrating on keeping bridges from becoming SD, says David Steel with the Kentucky Transportation Cabinet. If instead the state has to use its maintenance budget to repair bridges damSTATES WITH THE HIGHEST PERCENTAGE OF GOOD CONDITION BRIDGES

STATES WITH THE LARGEST NUMBER OF BRIDGES 1 2 3 4 5

Total bridges*

%Poor Condition

Texas

54,154

1.2%

Ohio

27,304

5.5%

Illinois

26,770

8.1%

Kansas

24,883

5.7%

California

24,868

3.0%

* Includes Interstate, state and local bridges

% Good Condition

1 2 3 4 5

California

71.7%

Florida

69.3%

Utah

67.4%

Mississippi

64.7%

Minnesota

63.5%

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aged by oversized loads, “it reduces the number of bridges we can keep from becoming SD,” he says.

Nebraska expects to decrease its number of SD bridges through increased allocation to the County Bridge Match program that targets small SD bridges on local systems, says Kent Miller, assistant bridge engineer, Nebraska DOT. “However, the rate of deterioration appears to slightly exceed the rate of improving conditions overall,” he says.

Several of New Mexico’s SD bridges are scheduled for either replacement or repair, according to Jeff Vigil with the state’s DOT. “In addition, the DOT has also allocated specific funding for minor bridge rehabilitations and preservation projects,” Vigil says.

“Addressing the 67 SD state-owned bridges is a top priority,” says Maurice Agostino, deputy director of the Office of Structures with the Maryland DOT.

Photo: Washington State DOT

Impact of Atlanta’s I-85 collapse In March, the I-85 bridges over Piedmont Avenue in Atlanta were destroyed by fire, becoming the biggest bridge story of 2017 to date. It made us curious. How were DOTs responding to the lesson learned about storing combustible materials under bridges, one of

the contributing factors to the I-85 fire?

Almost half of the 43 entities responding to our survey said they had reviewed and/or changed how they store materials under bridges. Caltrans, for example, identified the need for a policy specific to material storage under bridges, which it expects to adopt by year’s end, says Gerlach. In Delaware, the DOT reviewed its bridge inventory to identify bridges with storage materials and worked with various entities that had stored materials to have the materials removed, says Jason Arndt, Delaware DOT. It’s also adopting an official policy.

In Kansas, the DOT updated its policy to include photos of stored materials during routine bridge inspections. “Regional DOT offices now review existing legal agreements or permits,” says Kulseth.

Other states also made changes. Kentucky bridge inspectors now note anything stored under a bridge and call out anything suspicious, Steele says. Pennsylvania revised two policy letters related to combustible material storage. “We also added an inspection input item to Bridge Management Systems to document the presence of these materials,” Winslow says.

Some states – including Maryland, Utah and Nevada

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bridge inventory

| continued

– had policies in place that prohibit storing materials under a bridge.

Accelerated Bridge Construction The I-85 bridge collapse also offered a showcase of Accelerated Bridge Construction (ABC) techniques, since the critical bridge was replaced and opened under emergency measures in 47 days. This prompted us to ask how many other states were using ABC processes and what techniques they were using.

Twenty-two of the responding states said they were using ABC techniques. Their processes vary, including heavy-lift and float-in, precast column cap and girders, longitudinal launching of bridge girders, ultra-high performance concrete connections and post-tensioned precast decked spread box beams.

And although the I-85 bridge replacement made headlines, Georgia DOT State Bridge Engineer Bill DuVall points to another ABC project: replacing the State Road 299 bridge over I-24 in Dade County.

“The contractor, Wright Brothers, built the superstructure adjacent to the existing bridge,” he says.

“During the weekend closure, they removed the existing bridge and placed the new bridge using self-propelled modular transporters. The total road closure lasted 81 hours.”

The Louisiana Department of Transportation and Development also used self-propelled modular transporters to remove a damaged portion of a curved steelplate, two-girder system on a U.S. 61 ramp over I-10,

How many bridges have been closed in your state in the past year due to deficiency, structural failure or collapse?

10

10+ 3

7 to 9

The five states with the lowest percentage of all bridges rated “Poor.”

1.TEXAS, 1.2 PERCENT In Texas, 1.2 percent of its 53,488 bridges are rated “Poor,” according to the 2016 FHWA National Bridge Inventory. The state has a total of 463,549,151 square feet of interstate/state bridge deck area, of which 0.97 percent is rated SD. In addition, there’s another 81,923,863 square feet of local bridge deck area, of which 1.2 percent is rated SD.

2.NEVADA, 1.4 PERCENT According to Troy Martin and Lisa Green with the Nevada DOT, 28 of the state’s 1,937 total bridges are rated SD. The state has 13,723,241 square feet of interstate/state bridge deck area, 0.63 of which is rated SD. There’s another 5,278,297 square feet of local system bridges, 1.2 percent of which are SD. The department anticipates completing 20 new bridges in the next fiscal year, starting another 10 bridges, and planning 10 more. When asked what one thing would help improve bridges in the state, they said, “Allocate more

How many of these bridges have been or were slated for repair in your state in the past year?

7 6

8

1 5 8

1 to 3 0

0 2 4 6 8 10 12 31 total responses

10+

4 to 6

1 to 3 0

POOR CONDITION BRIDGES: TOP AND BOTTOM STATES As mentioned, Equipment World opted to use the incoming Good/Fair/Poor condition rating in ranking states this year.

7 to 9 5

4 to 6

reports Bill Vaught, assistant bridge design engineer administrator.

7 0 1 2 3 4 5 6 7 8 9

29 total responses

30 November 2017 | EquipmentWorld.com

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bridge inventory

| continued

bridge maintenance staff and equipment to do more preventive maintenance.”

The five states with the highest percentage of all bridges rated “Poor.”

3. ARIZONA, 1.5 PERCENT

The Rhode Island DOT reports it has 6,680,195 square feet of interstate/state bridge deck, and 24.02 percent of this bridge deck area was rated SD. It closed and slated for repair one to three bridges because of deficiency, structural failure or collapse. The state expects to complete four new bridges in the next fiscal year, start 21 and plan another 27, according to Craig Nazareth with the department. Rehabilitation techniques used include superstructure replacement and strengthening.

1. RHODE ISLAND, 26.6 PERCENT.

Arizona has 4,809 interstate/state bridges, of which 66 are rated SD. Using the Good/Fair/Poor rating system, 63 percent of the interstate/state bridges in the state are rated Good, while 1.5 percent are rated Poor.

4. FLORIDA, 1.9 PERCENT With a total of 11,976 bridges in both interstate/state and local systems, Florida DOT says 244 of them are considered SD. The state is using several preventive maintenance techniques to prolong bridge life, says John Clark, state bridge maintenance and repair engineer, including installing deck overlays, sealing concrete decks and installing cathodic protection systems.

5.UTAH, 2.0 PERCENT “At this time, all but two state-owned SD structures are programmed for rehabilitation or replacement, including several that are under construction now or will be in the current year,” says Rebecca Nix, bridge management engineer with the Utah DOT. The state’s greatest challenge is staying ahead of its aging bridge inventory, Nix says. “More focus needs to be placed on extending the life of Fair condition bridges to prevent a rapid increase in Poor condition bridges,” she reports.

Asked what one thing would help improve bridges in the state, she mentioned a better understanding of the use of non-destructive testing for an accurate evaluation of bridge condition. This would help the Utah DOT to “better scope needed repairs and prioritize their treatments,” she says.

2. IOWA, 19.8 PERCENT Most of the problems with Iowa bridges rest in local systems, where 25 percent of the bridges are considered SD. If just considering interstate/state bridges, only 1.2 percent would be classified SD. Currently, 37.6 percent of bridges in all systems are rated Good, 42.6 percent are rated Fair, and 19.8 percent are rated Poor. According to Scott Neubauer, Iowa DOT bridge maintenance and inspection engineer, preventive maintenance techniques used by the state include washing/cleaning bridge decks or the entire bridge, installing deck overlays, and sealing and replacing leaking joints.

3. PENNSYLVANIA, 18.2 PERCENT When asked to rate the bridges in his state on a scale of 1 to 5 (with 5 being excellent), Michael Winslow with the Pennsylvania DOT said “2.” “We are near the worst in the country in terms of having the most SD bridges by count and percentage,” he said. The state is planning to replace 182 bridges this fiscal year. It closed more

Preservation techniques used Scour countermeasures

35

Seal/replace leaking joints

35 34

Deck overlay Seal concrete deck

31

Steel beam/girder end work

26

Wash/clean bridge deck

18

Cathodic protection Lubricate bearing devices 36 total responses

16 11 0 5 10 15 20 25 30 35 40

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than 10 bridges in the past year due to deficiency, structural failure or collapse, and slated another 10-plus structures for repair.

4. SOUTH DAKOTA, 17.4 PERCENT In comments to our survey, the South Dakota DOT gave itself a score of 3.5 on a scale of 1 to 5.

“State bridges are good, but local bridges are aging at a quicker rate than what can be replaced,” said the department. “The greatest

challenge for counties has been deciding which bridge to replace and which they can do without, which means closing or vacating the roadway and bridge.”

5. WEST VIRGINIA, 16.9 PERCENT According to the 2016 FHWA National Bridge Inventory, West Virginia has 7,712 bridges in all systems, 36.6 percent of which are rated Good, 46.5 percent Fair and 16.9 percent Poor.

Rehabilitation techniques used 28

Widening

23 24

Strengthening Superstructure replacement

36

Partial or complete deck replacement

0 5 10 15 20 25 30 35 40

36 total responses

Methodology Conducted since 1979, Equipment World’s Better Roads Bridge Inventory is an exclusive, award-winning annual survey that asks state bridge engineers 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 current data from FHWA’s National Bridge Inventory.

The Equipment World editorial staff would like to thank state department of transportation personnel for their continuing cooperation to provide current data, which was collected through October 2017.

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machine matters

| by Richard Ries

SWEEPING CHANGES OVERTAKE THE HEAVY-DUTY TRUCK MARKET

E

missions, technology and metallurgy have changed nearly every aspect of trucks used in the construction market.

Amid such wide-ranging changes, buyers need to become educated about the new features so when spec’ing trucks they take full advantage of the value those features can reap.

Emissions regulations increase demand for gliders, other work-arounds Each tightening of emissions regulations has resulted in increased cost and complexity of systems required to meet the standards, which has also led to a booming glider market for tractors, says Rick Barry, sales rep at Kenworth Northwest. Gliders are new trucks without engines or transmission. They can be fitted with a powertrain centered around a rebuilt, older engine that faced less-strict emissions standards.

Gliders with older engines mean that customers don’t have to contend with diesel particulate filters (DPF), selective catalytic reduction (SCR) and diesel exhaust fluid (DEF). There may also be a higher percentage of residual value if the truck is sold to another customer

Available on the Granite and other models, the Mack mDRIVE HD offers 12, 13 or 14 speeds as well as multi-speed reverse. This automated manual has two additional low gears for demanding work. Other available features include up to six combinations of PTO options, Grade Gripper hill-hold of up to three seconds after the brake pedal is released and Enhance Construction Shift to improve starting and shifting in rough terrain. A Mack Fleet shifter package is required with some options. wanting to avoid perceived issues with modern emissions compliance systems. At least one glider manufacturer, Fitzgerald Glider Kits, touts savings of up to 25 percent compared to a complete new truck.

Kenworth Northwest also offers gliders, and Barry says the cost varies depending on the specs and features a customer wants. Savings compared to a new truck vary, too, and there may be no savings at all.

The Kenworth T880 is available with MX optimized hood, standard hood and setforward front axle yielding bumper-to-back cab distances of 114 to 125.6 inches.

This allows flexibility in weight distribution and body mounting, so one model can serve multiple markets, from ready-mix to dump to crane. MX-13 and MX-11 engines offer up to 510 horsepower and 1,850 pound-feet of torque.

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machine matters

| continued

“But price isn’t the main reason customers buy gliders,” he says. “They pay what’s required to get a truck configured the way they want it.” And most want a truck with no DPF/SCR or DEF. Some may want a Caterpillar engine. But since Cat stopped producing new truck engines after 2009, rebuilts are the only option.

Another consequence of aftertreatment is diminished demand for dual exhausts, say Frank Miller, vice president, and Bill Burns, new truck sales manager, both with Kenworth of Pennyslvania.

The driver-side stack on a Kenworth is a dummy, there just for aesthetics.

SCR and DEF have also prompted a move away from PTO-powered accessories, says Andy deLivron, U.S. sales manager for Wilcox Bodies.

“SCR engines don’t like to idle, and when they do, it creates carbon and triggers regeneration,” deLivron says. “Even if the truck has a controller that brings the engine to high idle during heavy loads, that engine is at low idle between those loads.”

This has led the move to multi-function packs with their own diesel power that can be configured to the customer’s needs from a list of functions, such as welder, air compressor, generator, battery charger, AC power and hydraulics for a crane. A number of manufacturers provide these

International HX models are available with either a Navistar N13 or Cummins X15 engine for up to 600 horsepower and 2,050 pound-feet of torque. Transmission options include Eaton manual, Eaton UltraShift PLUS automated manual and Allison 4000 Series automatics. Available air disc brakes and electronic stability control enhance safety.

The Freightliner 122SD and 114SD (shown) are now available with the Allison 4700 RDS automatic transmission. Features include two reverse gears, enhanced PTO options and the durability required for severe applications. Other options include Bendix tire pressure monitoring systems (TPMS), LifeGuard RollTek seats to improve driver safety in the unlikely event of a rollover and improved routing and clipping for installation of electrical and plumbing harnesses.

36 November 2017 | EquipmentWorld.com

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Untitled-8 1

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machine matters

| continued multi-function packs, including VMAC, Miller Electric, BOSS and HIPPO Multipower.

And because SCR canisters and DEF tanks take up frame rail space, Barry notes that vocational body builders continue to seek creative ways to mount tool boxes, fuel tanks and other bulky components that once would have inhabited the frame space now occupied by aftertreatment.

The Peterbilt 567 features an aluminum cab structure and Metton LMR (liquid molding resin) hood for strength and weight savings. Alternative fuel platforms are CNG and LNG using a Cummins Westport ISX12 G with up to 400 horsepower and 1,450 pound-feet of torque. Both setback and set-forward axle models are available with steer axle ratings of up to 22,000 pounds.

38 November 2017 | EquipmentWorld.com Rubbertrax_EW0117_PG.indd 1

EW1117_Machine Matters.indd 38

High-tech chassis The chassis cabs on which bodies are built are also undergoing major changes, with automated transmissions taking over the market. Barry says 65 to 70 percent of his truck orders include some type of automated transmission, and 90 percent of those are Allison, which are full automatics with torque converters.

Automated manual, such as the Volvo IShift or Eaton UltraShift, are also used. Barry says that compared to a manual transmission, an automated manual may cost $6,000 to $7,000 more and an automatic around $12,000 more. As for the durability of these transmissions, he says, “We have lowboys pulling 850,000 to 1 million pounds with Al-

12/7/16 8:36 AM

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lison automatics with no problems.”

When citing the advantages of automated transmissions, our sources first mentioned the benefit to lessexperienced drivers who would have trouble with a manual transmission. While that’s true, improved fuel efficiency and reduced driveline shock are just as important.

Older products make a comeback Remember super single tires? They enjoyed popularity briefly before issues cropped up to kill the design. They’re back, now known as wide-base tires. Some of the earlier problems have been addressed.

Self-sealing models reduce the risk of having the one tire on an axle go flat, leaving no limp-home mode as duals offer. More tread patterns and longer tread life are available.

But the fact remains that one wide-base tire is heavier and more difficult to handle than a single tire from a dual setup, and there’s still uncertainty about bearing wear on axles retrofitted with wide-base tires, even when mounted on offset wheels. Wide-base tires are gaining acceptance at all wheel positions on line-haul tractor trailers, but construction is slower to return to the design, and some markets, such as forestry and demolition, will likely never be appropriate for wide-base singles.

Likewise, disc brakes, which made a brief foray into commercial trucks in the late 1970s and early 1980s, are also making a comeback. Early designs had lots of problems. Some had high hysteresis, which is the lag between a component’s movement and changes in force that create the movement. When brakes were released, the pads were slow to retract; they would apply well but release poorly. Also, pads were attached to the caliper, subjecting the caliper to clamp loads and brake torque. Singlepiston calipers did not yield balanced pad wear.

Current designs have none of the issues associated with the early models. Barry says today’s air disc brakes

(ADBs) stop 40 percent faster, have 40 percent longer service life and have no issues with fade. And swapping brake pads is much faster than changing brake shoes. “It takes less time to change pads than it does to pull the wheel,” says Barry.

The surging popularity of discs is due in part to the National Highway Traffic Safety Administration’s

mandate of a 30 percent reduction in stopping distance for large trucks and the ability of ADBs to meet that mandate. Drum brakes haven’t gone away and continue to benefit from advances in design and material, but Barry says once key players adopt ADBs, others will follow. He expects ADBs to be the dominant brake type on vocational trucks within five years.

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machine matters

| continued Adding safety features, reducing size Miller and Burns say that crash mitigation features are gaining in popularity, such as lane departure warning.

Two types of cruise control to avoid crashes are also gaining traction. Predictive cruise uses GPS to anticipate gear and throttle positions, while active cruise with braking enhances safety in traffic.

DeLivron says there’s been a size shift in cranes from large and small to medium sized. Of the mechanics trucks produced each year, 8,000 to 9,000 are spec’ed with cranes, so it’s a sizeable market.

“Some owner-operators still want the biggest, best and flashiest, but the vocational market in general is moving to medium-sized trucks and cranes,” says deLivron.

Abrasion tape is available on Western Star 4700 and 5700 truck models. The tape helps protect exterior harnesses in such applications as construction and road maintenance.

Western Star 4700, 4800 and 4900 models have sealed frame rails to prevent the intrusion of liquids and minimize corrosion from environmental factors and road de-icing products. An aluminum diamond plate tool box is available on the 4700.

High-tech electronics move to vocational trucks When the SAE J1939 was published in April 2000, it ushered in a standardized way for electronic control modules throughout a vehicle to communicate with one another. Every current electronic feature – every work mode, every return-to-dig function – has its roots in the original J1939 protocol. It spread from engines to transmissions to hydraulic systems and has now arrived in full force at the back of vocational trucks. The platform that carries all this electronic chatting is the controller area network, or CAN.

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There are two types of functions taking advantage of CAN. There are those that do not have their own electronics, such as outriggers. When outriggers are deployed, signals on the CAN bus lock down other functions so the vehicle can’t move.

And then there are those that have their own electronics, such as welders and cranes and a host of other equipment. Sharing information over the CAN bus optimizes these functions’ safety and performance.

Integrating the back of the truck with the chassis cab’s CAN bus has become so essential that truck OEMs are offering their own upfitter interface boxes, a place where upfitters can plug in the tools and accessories they’re adding to a truck. On a RAM truck, it’s the VSIM, or Vehicle System Interface Module. On Ford, it’s the Upfitter Interface Module, or UIM. Aftermarket suppliers also provide interface modules. For example, InterMotive, Auburn, California, makes modules for multiple markets, and offers more than a dozen products for work trucks. InterMotive offers an upfitter interface module (they say theirs was the first), as well as specialty modules designed to serve specific functions. Their design parameters highlight key considerations for these products.

Wherever possible, upfitters should avoid cutting and splicing wiring. InterMotive modules come with connectors to minimize the

need for splices. In some instances, InterMotive has had to 3D print or mold connectors, depending on the volume required. Marc Ellison, director of InterMotive, says connectors are more reliable, speed up installation and make it far easier to decommission a vehicle. “Unplug our ‘T’ harness connections, plug the OEM connectors back together

and you’ve returned the vehicle to its OEM state,” he says.

As with all electronic data systems, CAN has gotten better and faster over the years with more bandwidth. But the demands on the system have grown, as well. There are two ways of gathering information from the CAN bus, active data acquisition (ADA) and passive data

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EquipmentWorld.com | November 2017 43 Untitled-1 1 EW1117_Machine Matters.indd 43

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machine matters

| continued acquisition (PDA). ADA is used by many systems; they ping the bus at specific intervals. Greg Schafer, president of InterMotive, says their modules use PDA. “We’re like a decoder ring, monitoring information but not adding to bandwidth demands until we need to execute a command, such as shift lock or high idle.”

With so many choices for sophisticated control modules on heavy-duty trucks, Ellison offers this tip to help customers get what they need and make the most of it: “The more technology features that get added to trucks, the more you have to think about how quickly technology changes and what the ROI should be before you outgrow it. Just make sure you are going to get full use and value out of the technology you invest in.”

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Aluminum invasion Another change for the vocational market has been the influx of aluminum. Weight savings, which result in greater payload, and corrosion resistance are the key advantages, says deLivron, and “85 percent of what we do is aluminum.” He lists multiple other benefits of aluminum: • It eliminates the need for spray-on liners, which can hold oil, water and chemicals and

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LOADRITE X2350 Excavator Scales 44 November 2017 | EquipmentWorld.com Trimble_Equip1117_PG44.indd 1

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But there are trade-offs with can trap water between the liner aluminum: and bed if voids develop.

• It uses up to 90 percent recycled • It is not suitable for extremematerials. duty applications or those with • It maintains the image of the vehigh twisting loads, such as hicle longer and lends itself well cranes rated over 10,000 pounds. to second life on another truck Engineering aluminum structures when the first one is replaced. requires design elements specific Reconditioning and reusing a to the material. According to debody can save half the $60,000 to Livron, some body builders use $85,000 cost of a new body. an aluminum skin over a steel Wilcox Bodies uses diamond structure for crane towers to skirt plate aluminum on top of side this issue. packs. “It’s unsafe to walk on top • It is prone to galvanic corrosion of side packs, but we know workwhere it contacts other metals, ers do it anyway,” says deLivron. and provisions must be made to “And the diamond plate provides control this effect. Wilcox Bodies protection as tools and parts are uses stainless steel strap hinges dragged up and over the side.” He to mount aluminum doors to says they use extruded aluminum steel bodies; nylon insulators are instead of diamond plate on floors used between the hinges and the to reduce the risk of oil canning. body structure.

(This occurs when a heavy load deflects the floor beyond the ‘If they want to know, they know’ metal’s ability to rebound, resulting With so much to know, how’s a in a lowEW_HALF_20172.pdf spot that traps 2fluids and 3:09truck customer to keep up?

12/16/16 PM debris.)

With social media, trade shows,

websites and other informationsharing platforms, it’s fairly easy for customers, says Barry.

“If they want to know, they know,” he says.

Miller and Burns recommend getting a good consultant, someone who understands trucks but also has knowledge of the laws in your operational area. They cite the example of a customer who came to them after buying a truck on the advice of an out-of-state consultant. The truck didn’t meet Pennsylvania code.

“It all came down to a two-letter word,” says Miller. “If you’re going to operate on this class of roads or the interstate.” The truck met code for only one of those conditions.

“It wasn’t a situation that would prevent him from using the truck,” says Burns, “but if he were in a crash, the opposing attorney would leap on the fact that the vehicle didn’t comply with state law and use it against him.”

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maintenance

| by Tom Jackson |

TJackson@randallreilly.com

For Tier 4 Final engines under 75 hp, smaller really is better events several times throughout the combustion cycle in all operating conditions,” says Rob Shailes, strategic business development manager for Kubota Engine America.

“This methodology allows for the cleanest possible raw emissions from the engine prior to introduction into the engine aftertreatment device.”

DOCs and DPFs

Deutz TCD 3.6

W

ith the emergence of the Tier 4 Final era, most of the big changes in diesel engines have been on those above 75 horsepower. They required new emissions reduction systems using selective catalytic reduction (SCR) and diesel exhaust fluid (DEF).

But in most cases, engines below 75 horsepower hit their air quality targets by upgrades from

mechanical to common rail fuel injection and electronic control.

This technology has been featured in larger engines for more than a decade. It’s proven, well-known and not nearly as expensive or as complex as SCR and DEF systems.

“Electronic control paired to the high-pressure common rail fuel system allows for extremely precise control of the fuel-injection

Many of the smaller engines also can, as a general rule, absorb and chemically convert contaminants in the exhaust using a diesel oxidation catalyst (DOC), rather than needing the larger diesel particulate filter (DPFs). More common on engines above 75 horsepower, DPFs require regular regeneration, or “regens” as they’re sometimes called, to turn trapped soot particles into ash.

Some of the first generation (Tier 3 and Tier 4 Interim) of these big engine DPFs required periodic cleaning to remove the ash, but manufacturers have tuned the performance of the engine so that today’s DPFs last the life of the engine with no maintenance requirements and perform the regens automatically and invisibly to the operator.

DOCs are also zero-maintenance devices. But some smaller engines still use DPFs depending on the size constraints on the equipment, application requirements and how the OEM tunes other elements in the exhaust reduction system.

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maintenance

Kubota V2607-CR-TE4

| continued “It is important when a DPF is used that the engine is running at a sufficiently high duty cycle in order to effectively burn off captured particulates,” says Shailes. “A DOC has the advantage that it is a non-capture, chemical conversion device and as such is not subject to performance sensitivity associated with a low duty cycle.”

Engines that run hard at high loads generate enough heat to maintain a DPF, while machines that run at idle or at low rpms most of the time are better suited to DOCs. Deutz characterizes it’s less than 75-horsepower engines as “space optimized” or “performance optimized,” says Alec Hurley, at Deutz. While this typically involves a choice between DPF or DOC, the real difference is in the engine software. “Let’s be honest about

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it,” he says. “The technology today is not in the pistons and combustion systems. Those are important, but the software, electronics and data sets are where it’s all done today.”

Perkins Syncro 3.6

The 75 hp barrier As you might expect, the SCR systems on engines greater than 74 horsepower brought a substantial price increase, plus additional maintenance for the owner.

“For many OEMs, there is a big incentive to keep engine power below the threshold where SCR is required,” says Oliver Lythgoe, product concept marketing manager, Perkins Engines.

And that threshold is 75 horsepower.

“It is not only the cost of the DEF tank, lines, pumps, injectors and aftertreatment, but also the need for the operator to top up the second (DEF) tank,” says Lythgoe. “This can be a particular challenge in rental machines where operators may not be familiar with these technologies.”

So, it may come as a surprise when you go to replace that skid steer or backhoe you bought five or 10 years ago to find it’s no longer powered by a 90- or 100-horsepower

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maintenance

| continued

engine, but instead runs on a 74-horsepower diesel. Should you be concerned? Must you pony up the big bucks to get the horsepower you used to enjoy?

Manufacturers say no. In fact, in the Tier 4 Final era, you’re getting a better engine and machine all around with little or no sacrifice in performance.

Less horsepower, more torque “What you’re starting to see is the 100-horsepower machine, the premier machine, with very little compromise, giving the same performance at 75 horsepower,” says Hurley. “OEMs realized with some adjustments to their transmissions or hydraulics, they could manage it.

Most operators can’t tell the difference.”

Hurley cites Deutz’s work with a rough-terrain crane manufacturer to adjust the torque curves and minimize the continuous loading of

the hydraulics at certain points to achieve what he calls “near zero” changes. “Maybe the only com-

“

The technology today is not in the pistons and combustion systems.

Those are important, but the software, electronics and data sets are where it’s all done today.

”

– Alec Hurley, Deutz promise was 1 or 2 miles per hour on the top speed. That was immediately seen as totally acceptable,

and as a result, there has been a huge product line coming out at 75 horsepower.”

“Multiple manufacturers including Kubota have developed 74.4-horsepower versions of their engines with a high-torque performance feature,” says Shailes.

“The increased costs and application complexity associated with the 75-horsepower-plus aftertreatment led OEMs to accurately evaluate their actual power/torque requirements and led them, in many cases, to be able to use a 74.4-horsepower engine with enhanced torque characteristics. I personally know of OEMs that field tested machines with 74.4-horsepower, high-torque engines where 100-horsepower engines had been previously installed without telling the operators. Almost exclusively the operators did not notice any significant reduction in machine performance.”

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Torque is what gets the work done, says Lythgoe. A 74-horsepower engine with huge amounts of torque at low speeds will be very productive. “On the Perkins Syncro 3.6, we have a special curve that delivers flat 74 horsepower all the way back to 1,200 rpm,” he says. “So, max torque would be 312 pound-feet or 192 percent of the torque at its nominal rated speed.”

Engines below 25 horsepower have changed little and generally retain their mechanical fuel injection systems. “In the same way that many OEMs dropped below the 75-horsepower threshold in order to reduce the costs brought about by mandatory aftertreatment components, OEMs are, where feasible, reducing their power requirements below 25 horsepower to use mechanical engines with no aftertreatment devices,” says Shailes.

lash adjustment.”

As with any engine using highpressure common rail injection with electronic timing, fuel quality is important. “It makes sense to use a fuel supplier you trust. Most operators these days pay attention to their fuel supply,” says Lythgoe.

“Genuine brand filters are also

probably a good investment. Why risk a lost day’s work, and a $1,000 fuel-system repair for the sake of $5 on a filter?”

Hurley agrees.

“If anything, the biggest issue is still bad fuel,” he says. “You have to minimize human error. You’re not going to change that.”

Tier 4 Final advantages “Fuel consumption should be noticeably better,” says Lythgoe. “And while the engine helps, machine integration is the key to the biggest fuel economy savings. That’s why so much of our focus goes into working on collaboration around machine integration.”

Noise is also reduced, Lythgoe says. “Operators can expect a more comfortable environment.”

Care and feeding Thanks to their advanced design, Tier 4 Final engines do not require much maintenance, says Hurley, other than changing fluids and filters. “We have engines coming back with up to 15,000 hours on them that have never been opened up until we do the rebuild. In the old days, if you remember, the worst place to find an oil leak would be the valve cover because somebody had been in there adjusting valves. But hydraulic-valve actuation eliminates the need for EquipmentWorld.com | November 2017 51 Untitled-5 1 EW1117_Maintenance.indd 51

12/10/15 10:21 AM 10/25/17 1:30 PM

PA R T N E R S O L U T I O N S / F R E I G H T L I N E R

Smart solutions for finance road blocks Part 1

W

hen it comes to vocational equipment, finance solutions can range in complexity, especially when you consider the finance structure needs to support the truck, body and additional equipment. Glenn Inzinga, vocational/ TEM national sales manager, and Carrie Kohout, small business credit manager at Daimler Truck Financial, talk about some of the common misconceptions about financing vocational trucks.

‘If I can, I should pay outright.’

Seasonality, business downturns and economic changes are road blocks that many vocational companies and owners face, making liquidity a primary concern. While it’s in our mindset to pay outright for equipment when we can, it’s not always considered sound financial advice.

“This is why many customers opt to finance vocational equipment,” Inzinga says. “By choosing to finance, cash

Freightliner Partners Solutions_EW1117_PG52-53.indd 1

reserves remain intact for emergencies, slow business periods or for other investments in the business.”

‘Financing is too expensive.’

Vocational vehicles and their bodies are big investments.

There’s no doubt about that. “When we work with customers we spend a lot of time understanding their business and their equipment needs because of the cost and complexity of vehicles within the vocational industry,” Inzinga says.

“Factors that can impact their business such as seasonality, contract approvals, economic dips, and production lead time, can help us determine a finance solution that makes business sense.”

Financing the equipment means the investment is paid in smaller installments, making it easier on your bank account. “This can also free up cash reserves,” Inzinga says. “Since we’re specialized in the commercial vehicle industry, we have access to information to show custom-

10/25/17 2:25 PM

ers the benefits of newer, more productive equipment, which may far outweigh the interest costs associated with financing.”

‘I need perfect credit.’

These days, entire companies are dedicated to helping consumers understand and know their credit score and credit history. Credit is part of your financial blueprint and a key piece of information that gives lenders one view into your financial background.

“Although good credit often translates into better terms, businesses or owners in the lower credit brackets can still have access to great financing plans,” adds Kohout.

“Because of our industry knowledge, we take into account all aspects of your vocational business and work with our sales organization to determine a solution that makes sense both for you, the customer; and us, the lender.”

Freightliner Partners Solutions_EW1117_PG52-53.indd 2

‘Financing is too inflexible for me.’

There is no “one size fits all” vehicle in the vocational industry. Equipment varies to support the needs of each specialized segment. “Knowing this is why we are able to tailor a finance program ideally suited to each customer’s business,” states Inzinga. “Whether it’s a skip payment program for slow seasonal times or structuring a line of credit, we can craft a financing plan that allows you to acquire equipment in a way that stabilizes cash flow and encourages profit.”

With so much vocational financing experience, nobody does more to deliver the right financing solution with all the necessary vocational customer requirements than Daimler Truck Financial. No matter what vocational segment you are in, we provide financing that works for you.* *Eligibility for credit will be determined by DTF’s Credit Team based upon the creditworthiness of each customer.

10/25/17 2:25 PM

CONGRATULATIONS

to the 2017 Contractor of the Year winner and finalists IN

R

E

N

W

Roy Chipley

Raymond de Vre’

Carl Jones

Hiram DuRousseau, II

Chipley Company Florence, South Carolina

Blacktop Paving Homewood, California

Carl R Jones Excavating & Hauling Fredricktown, Missouri

HD Truck & Tractor Lake Charles, Louisiana

Jim Hutzel & Charity Bennett

Leo Livengood

Matthew Whaley

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

Livengood Excavators Walnutport, Pennsylvania

Whaley and Sons Kodak, Tennessee

Richard Preston & Claudia Preston McCord

Joseph Palmer

Tom Sawyer

Marshall Flowers

McKinnley Excavating Chattanooga, Tennessee

Sawyer Construction Fremont, Nebraska

Sun Construction Darlington, South Carolina

Preston Construction Johnson City, Tennessee

Kerry & Belinda Trest

Sponsored by:

SP13010_2017_COY_Congrats_Ad.indd 1

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Untitled-46 1

4/18/17 9:15 AM

contractor of the year

| by Marcia Gruver Doyle |

MGruver@randallreilly.com

Family heritage runs deep in growing Nebraska firm M

arka Sawyer tells a story about her son, Tom: “When we put him on a bus to go to his first day of kindergarten, he got upset. ‘I don’t want to go to school,’ he said. ‘I want to stay and work with dad!’”

For Tom Sawyer, it’s always been about construction. His grandfather and father were in the business.

“It’s all I ever knew,” he says, “and there wasn’t any doubt about what I was going to do.”

He went from working summers in high school to working full-time after he graduated, “doing what-

ever needed to be done,” he says, adding with a laugh: “I ended up being the boss, whether I liked it or not.”

Tom Sawyer, Sawyer Construction City, State: Fremont, Nebraska Year Started: 1955 Number of 20 employees: Annual revenue: $4 million to $5 million

Concrete paving, Markets served: grading and utility installation

That work ethic inevitably led to his taking over the reins of Sawyer Construction from his parents Tom Sr. and Marka Sawyer in 2005. Throughout the generational changes, the family firm has stayed at the same location in Fremont since 1955, adding on to the building on Cloverly Road three times.

The $4 million-to-$5 million company now does concrete paving, grading and utility installation for both governmental and commercial clients within a 100-mile radius.

“We want to get everyone home every night,” Tom says.

EquipmentWorld.com | November 2017 55

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contractor of the year |

[

Sawyer Construction kept busy – even grew – during the Great Recession.

continued

]

Love for the equipment Part of the attraction of construction for Tom was his love for the equipment. “I’d operate anything,” he says.

The Sawyer fleet includes excavators, backhoes and skid steers, and Tom uses a mixture of new, used and rental acquisition strategies.

For instance, he tends to buy compact equipment new. “It gets more abuse and you get the warranty,” he explains. “But we’re buying bigger equipment than we used to because our growth has led to larger jobs.”

On the other hand, Sawyer tends to rent compactors. “We’ll need different sizes on different jobs, and it’s not a machine we can use throughout the year,” he explains.

He relies on dealers for both major repairs and preventive maintenance, finding that approach helps the company stay on top of things. “We were not getting things done in-house because it was too easy to say, ‘We’ll do it tomorrow,’” he says.

That dealer support was critical one winter when a Sawyer Construction motor grader broke down one night – in a blizzard. “They came out to help us get going. The fuel pump had gone out, and Nebraska Machinery had the part in the next morning,” he says.

He appreciates the technology available on today’s equipment. “We wouldn’t be where we are today without GPS,” he says. “It’s allowed us to grow tremendously and has significantly upped our production. It was a major decision to get it, because it cost so much, but it was worth every penny.”

Although the GPS learning curve still has its challenges, the technology allowed Sawyer Construction to take on bigger jobs without adding people. “It takes some labor out of the equation,” he says.

Work all winter The key to keeping highlevel labor in Fremont, Nebraska, is offering work all winter long, Tom says.

“We don’t have a lot of turnover. We keep our people.

If you’ve got good people, even when some winters have been pretty tough, things always get better.”

This attitude helped Sawyer Construction weather the Great Recession. In fact, the company was able to grow each year. Fortunately, Fremont was somewhat insulated from the hard hits other areas took. The local hospital built a $50 million addition, and there were projects at the Hormel plant in town.

Repeat clients Tom believes he has repeat clients because he tells them how it is, and many times, that’s not exactly what they want to hear. It’s something his clients have noticed.

“Tom always takes the high road when there are conflicts,” says Steve Dodd, with Dodd Engineering.

“I’ve been present when he’s had to deal with difficult customers. He’s always shown great composure and

56 November 2017 | EquipmentWorld.com

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[ restraint in those situations.”

Adds Kevin Peterson, with NMC Cat: “I think Tom could teach other contractors how to work with engineers and other subs on a site, especially when they run into problems.”

Says Paul Gifford, with Gifford Realty: “In the past five years, Sawyer Construction has grown each month in equipment, employees and jobs. They have a bright future… He shows that aggressive growth is possible

Tom Sawyer uses a mix of equipmentacquisition strategies, but tends to buy new compact equipment.

]

with good management.”

As for the future, Tom says the company is on a steady course of growth. “We’ll keep the same mentality we now have moving forward, continuing to grow a bit each year,” he says. “We’re just a little more visible now than we used to be.”

In 2005, Tom took over the reins of Sawyer Construction from his mother and father, Marka and Tom Sawyer Sr.

EquipmentWorld.com | November 2017 57

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Some manufacturers promise 24-hour parts delivery if their machines go down — but are you 100% certain they’ll arrive on time to get you back up and running? At Volvo, we guarantee your parts will be in hand within 24 hours.* We push boundaries in service, so you can push boundaries on the job.

Contact your local dealer, or visit volvoce.com/parts24 for complete details. *Guarantee applies to Class 1 parts orders. 48-hour parts guarantee for Canada and Hawaii.

See website for complete details.

Untitled-7 1

10/2/17 2:06 PM

safety watch

| by Tom Jackson |

TJackson@randallreilly.com

I

Illustration by Don Lomax

Hydraulic guillotine

n many construction and landscaping companies, equipment operators often serve as their own mechanics – despite having limited skills and knowledge on how to safely repair and service the machines.

Such was the case one cold January morning when a 38-year-old company veteran’s lack of knowledge proved fatal. With 19 years at this landscaping company, the victim was a jack of all trades. He and the company owner did most of the maintenance and repairs on the machines.

The task that morning was to find and repair a hydraulic leak in an 18-year-old skid steer loader. The loader had a mechanical loader arm lock consisting of two pins that popped out of the sides of the loader when the lock was manually engaged from the operator’s seat.

Interlocks connected to the operator seat belt and a pressure switch in the seat served as a backup.

Date of safety talk: Attending:

These were both working. In the standard procedure to lock the loader arms, the operator raised them, engaged the locking lever and lowered the arms onto the pins to keep the arms and bucket elevated safely.

For the first step in the repair, the victim moved the loader into a heated shop, engaged the locking pins and lowered the arms onto them. Next, he opened the engine cowling at the rear of the machine.

Unable to see the leak, he removed the belly pan and drove the machine back outside to pressurewash the debris under the machine.

With the debris washed away, he drove the loader back inside, raised the arms again and turned off the machine. But he apparently did not engage the lift arm lock. He got out of the cab and removed the seat from the front of the machine to access the hydraulic line. But when he disconnected the hydraulic line, the loader arms fell and crushed

Leader:

him against the front of the loader.

He died from his injuries.

How could this accident have been prevented?

• Ensure that skid steer loader arm locks are engaged before any maintenance or service tasks requiring them to be raised.

• Develop, implement and enforce lockout/tag-out procedures for skid steer loaders that include use of lift arm support devices during maintenance.

• Provide training for operators on maintenance tasks that they may encounter and ensure that only trained employees perform this work.

• Develop, implement and enforce a safety and health program that addresses hazard recognition and avoidance of unsafe conditions.

For more information and details on preventive measures see: https://www.cdc.gov/niosh/face/ pdfs/15ma004.pdf

_____________________ EquipmentWorld.com | November 2017 59

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| por Tom Jackson |

n muchas compañías de construcción y jardinería, los operadores de maquinaria se convierten con frecuencia en sus propios mecánicos, pese a tener habilidades y conocimientos limitados en cuanto a hacer reparaciones y dar servicio de manera segura.

En este caso, la falta de conocimientos de un veterano de la compañía de 38 años resultó fatal. Con 19 años en esta compañía de jardinería, la víctima sabía hacer de todo. Él y el dueño de la compañía realizaban casi todas las labores de mantenimiento y reparación de las máquinas.

La tarea en aquella fría mañana de enero consistía en localizar y reparar una fuga hidráulica en un minicargador.

La máquina contaba con una traba mecánica del brazo del cargador consistente de dos barras de sujeción que sobresalían de los lados del cargador cuando la traba estaba enganchada manualmente desde la silla del operador. Cerraduras interconectadas al cinturón de seguridad del asiento del operador y un interruptor de presión en el asiento servían como sistema de respaldo. Ambos estaban operativos. Para trabar los brazos del cargador, el operador los elevaba, enganchaba la palanca de traba y luego bajaba los brazos sobre las barras.

Como primer paso en la reparación, la víctima llevó el minicargador al interior de un taller con calefacción, enganchó las barras de la traba y bajó los brazos hacia ellas. Luego, abrió la compuerta del motor en la parte trasera de la máquina. Ya que no podía ver la fuga, retiró la cubierta de debajo del chasis y luego manejó la máquina otra vez afuera para lavar a presión los desechos bajo la máquina. Una vez ya limpio de desechos, la víctima manejó el minicargador de regreso al interior, elevó los brazos nuevamente y apagó la máquina, aunque aparentemente no enganchó la traba del brazo de elevación. Salió de la cabina y retiró el asiento de la cabina para poder tener acceso a las mangueras hidráulicas. Pero cuando desconectó la

Fecha de la charla de seguridad: Asistentes:

TJackson@randallreilly.com

Guillotina hidráulica

Illustration por Don Lomax

E

alerta de seguridad

manguera hidráulica, los brazos del cargador cayeron y aplastaron a la víctima contra la parte frontal del cargador. El trabajador falleció a causa de sus heridas.

¿Cómo pudo haberse prevenido este accidente?

• Asegúrese de que las trabas de los brazos del minicargador estén enganchadas antes de cualquier tarea de mantenimiento o servicio que requiera tener los brazos elevados.

• Desarrolle, implemente y haga cumplir procedimientos de traba/etiquetado para minicargadores que incluyan el uso de dispositivos de soporte de brazos de elevación durante el mantenimiento.

• Brinde capacitación a los operadores en tareas de mantenimiento con las que probablemente deban lidiar, y asegúrese de que sólo los empleados capacitados realicen este trabajo.

• Desarrolle, implemente y haga cumplir un programa de seguridad y salud que se enfoque en el reconocimiento de riesgos y cómo evitar condiciones inseguras.

Para mayores detalles e información sobre medidas preventivas, revise: https://www.cdc.gov/niosh/face/pdfs/15ma004.pdf

Líder:

60 November 2017 | EquipmentWorld.com

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PARTNER SOLUTIONS | KUBOTA

Kubota SSV75 Skid Steer

WHEELS OR TRACKS: What to consider when deciding between a skid steer or compact track loader

T

he 2016 compact track loader market delivered results of more than 13 percent over the previous year; both of Kubota’s models, the SVL75-2 and the SVL95-2s, exceeded expectations as well. The fact that the skid steer market was down almost 6 percent is ample evidence to suggest that some buyers are opting for tracks rather than wheels.

For the second consecutive year, skid steer sale volume was lower than compact track loaders industrywide. Gains on specific markets for compact track loaders over skid

Kubota Partner Solutions_Nov.indd 51

steers can be seen in residential construction and agriculture. However, both of these markets still need wheeled vehicles because wheeled units are a better choice for hard or aggressive surfaces.

There is a price gap for similarly sized wheel and track units, favoring the wheel units. Kubota offers two models in each product line, covering the largest portion of each market.

Though the migration to compact track loaders continues, there are several applications for which skid steers are better suited than compact track loaders. Kubota ­offers

two skid steer models and two wheel models, along with a good complement of compact excavators to satisfy a range of needs.

The two main variables to consider include: Job surface. Harder and abrasive surfaces are not very rubber track friendly, therefore the rubber tire machine versus the rubber track machine is better suited for those conditions.

Ground disturbance. Consider the application where ground disturbance may be important. Nurseries and golf courses, for example, lend themselves to rubber tracks where the lower ground pressure would cause less ground disturbance. On the other hand, highway roads and bridges where road speed and the use of grinding attachments are essential, it is the wheel machine that should be considered first.

It’s important to understand that track units are more expensive, albeit that gap is lower than it used to be. Customers should also be careful to choose the correct machine size. Unlike wheel units, CTLs are rated at 35 percent of tipping load, although most manufacturers list both 35 percent and 50 percent of tipping load, so make sure you read the right value. Contractors should expect that maintaining a CTL takes a little more time and effort than a wheel unit with proper daily cleaning of the undercarriage. Most importantly, I always stress to those looking to make a purchase, make sure you get everything you need from the start. We continue to enhance our product offering with new features including a high flow option on our SVL75-2 compact track loader and seven new attachments including 4-in-1 buckets, a skid grader, scrap grapples, root grapples, and a 4-inch rotary cutter.

10/6/17 12:59 PM

Features to look for on compact track loaders

2017 New Product Highlight:

Manufacturers have been making improvements on their undercarriages to extend the life of the machine. A welded undercarriage that is integrated into the lower chassis, for example, is something Kubota engineered on its compact track loaders since their inception. New models with higher horsepower and higher lift capacity have also been introduced into the market. Some of these may displace small dozers and compact wheel loaders in the near future.

Features to look for on skid steers

A unique feature on Kubota’s skid steer is the rollup door. This innovative door design allows it to be locked in the open position so that the operator can continue to operate without removing and storing the door. The door can be opened at any point of loader arm travel. Furthermore, the versatility of skid steers continues to grow with hydraulic and non-hydraulic attachments. At Kubota we’ve seen growth in attachments as multipliers in our customers’ workforce.

Our recent launch of Kubota branded attachments is ample evidence that we believe customers are investing more in hydraulic and non-hydraulic attachments for skid steers and compact track loaders, minimizing their need to purchase other dedicated ­equipment.

Another unique feature of Kubota skid steers is the rear door mounted fuel tank. It is quite a revelation when you open the rear door and find the fuel tank mounted on the inside of it. No need to worry since the fuel tank is well protected by the solid, heavy duty door and an additional inch of void between them.

By taking that volume out of the engine compartment, the free space makes daily maintenance checks less intimidating and easier to perform.

Jorge De Hoyos, Kubota senior product manager, skid steers and compact track loaders For more information visit KubotaUSA.com

Kubota Partner Solutions_Nov.indd 52

Kubota SVL75-2 with High Flow: IIn early 2017 Kubota Tractor Corporation introduced the new SVL75-2 with High Flow compact track loader to its SVL series which also includes the SVL95-2s. The new SVL75-2 with High Flow offers increased hydraulic horsepower, expanding multitasking capabilities for a wide variety of attachments on the jobsite. Boasting a 74.3 gross horsepower, four-cylinder, direct injection, turbo-charged Kubota diesel engine, equipped with Common Rail Fuel Injection and a Diesel Particulate Filter (DPF) system, the new SVL75-2 with High Flow meets Tier 4 emissions standards and matches reduced exhaust emissions with enhanced fuel economy.

10/6/17 12:59 PM

highway contractor

| by Don McLoud |

DonMcLoud@randallreilly.com

CONTRACTORS TO THE RESCUE Road crews, agencies move fast to repair Houston sinkhole, tollway after Harvey

J

oe Harper had just hit the road to work September 7 when his mobile phone went off at 6:30 a.m.

The Harris County Toll Road Authority (HCTRA) wanted to know if he could immediately mobilize enough workers and equipment to fix a giant sinkhole at the Sam Houston Tollway in Houston.

Tropical Storm Harvey’s rains had sent the nearby Buffalo Bayou to record flood levels, leaving the tollway and the Beltway 8 frontage road at Boheme Drive underwater for almost two weeks.

Flooding from the storm had covered much of the country’s fourth-most-populous city, rendering major highways and roads impassable and stranding thousands of residents. Repairing the flooded section of the tollway and filling the sinkhole at the frontage road that led to and from nearby flooded neighborhoods were the top priorities for the tollway authority and the Texas Department of Transportation’s Houston District.

After seeing the damage, the agencies immediately got on the phone with their contractors.

That’s why Harper, president and chief financial officer for Harper Brothers Construction, got the call at 6:30 a.m.

“We’ve really got a big problem,” the HCTRA official said.

“OK, we’ll be there,” Harper responded.

‘The water had so much pressure’ HCTRA and TxDOT engineers were aware that the longterm flooding at the tollway and the frontage road had caused damage and a sinkhole, but the extent of that damage was still unknown because the water was so high – as much as 14 feet in some sections.

TxDOT engineers even tried to hitch a boat ride with a team of Oklahoma fire and rescue workers in the first few days of the flooding. The rescue workers were driving their boats over the flooded Beltway 8 to help residents, but it was still too dangerous to get the engineers close enough to assess the damage. So they had to wait for the water to recede enough into the bayou to get a good look.

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Source: TxDOT

Tropical Storm Harvey flooded a section of the Sam Houston Tollway West and a Beltway 8 frontage road at Boheme Drive for nearly two weeks. A sinkhole had also formed beside the frontage road. (The sinkhole can’t be seen in this photo, but it is located just behind the white truck in the left background.)

Source: TxDOT

E

This 20-footdeep sinkhole formed beside the Beltway 8 frontage road just above the Sam Houston Tollway.

Eventually, on September 6, TxDOT and HCTRA crews could start pumping. After 22 hours, the water was gone from the roadways, and the damage could be assessed.

Fortunately, the sinkhole was not directly under the frontage road, which is elevated above the tollway. The hole had opened about 20 feet deep and 50 or more feet long in a grassy area by the road’s retaining wall.

Below the frontage road, though, the tollway’s southbound lanes had buckled and were raised about 4 feet.

The lanes are in a depressed area that had been filled with an estimated 70 million gallons of water. What engineers didn’t know until the pumping ended was that water had also been rising underneath the toll road.

“The water had so much pressure, it was actually shooting up through the longitudinal joints in our pavement in the depressed section,” says John Tyler, HCTRA deputy director of engineering. “It was just an incredible amount of pressure coming in that hole.”

That left a five-lane section about 650 feet long in the southbound tollway lanes needing excavation and

replacement of both the base and pavement.

At first, HCTRA engineers thought the drainage system under the road might have failed. So they desilted the drains and ran cameras down the lines. No damage was found.

The next concern was making the area safe for workers. The retaining wall on the above frontage road at the sinkhole had to be shored up.

“We’re working up above; they’re working down below,” says Karen Othon, public information officer for TxDOT’s Houston District. “We had to place bracing on the retaining wall from down below on the toll road facility so that any of the work that we were doing would not cause any safety hazard to the people that were working down below.”

‘We worked day and night’ Less than three hours after the 6:30 a.m. call, Harper arrived on the site with equipment and crews ready to go to work.

He found a crowded scene with TxDOT and HCTRA staff, a TxDOT contractor and another HCTRA contractor. The transportation agencies had called on contractors working on other projects for them and issued change or purchase orders to speed up the road-repair process.

Harper soon learned the job had changed.

Harper Brothers would not be filling the sinkhole. That would be the responsibility of the TxDOT contractor, Williams Brothers.

By virtue of having its subcontractors on site first, Harper Brothers’ job would be to secure the tollway’s side of the retaining wall and tear out the damaged pavement and road base on the tollway. His crews would prepare the section for the other HCTRA contractor, ISI, to replace the concrete and complete the roadwork.

Up above at the frontage road site, Williams Brothers had cut into the pavement and determined that no damage had occurred beneath that road. Its next task was to fill in the sinkhole, but it had to do so in stages.

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highway contractor

| continued

Source: TxDOT

Source: TxDOT

Work gets underway to repair a Beltway 8 frontage road where a sinkhole had formed beside it.

Road crews repair the southbound lanes of the Sam Houston Tollway, a section covered by an estimated 70 million gallons of water from the rain-swollen Buffalo Bayou. Crews had to first brace the retaining wall (at left), which backed up to a large sinkhole, to make the work area safe.

“They couldn’t fill it up completely at one time Tyler says having the toll road back in action by because they were concerned about the pressure that September 11 was a big boost for the city’s mobility. It would be placed against that retaining wall,” Othon says. couldn’t have come any later, either. It opened around They also had to contend with drivers wanting to 5 a.m. September 11, the day that students returned to travel through the area and those who just wanted to get school after being out for two weeks because of the a selfie with the sinkhole. storm.

“A lot of people were curious,” she says. “… They “With having these two contractors working together were getting too close to the work that was going on.” as well as they did,” Tyler says, “I was impressed by So the contractor put up orange fencing around the how quickly it happened. … They did a great job with entire area to keep gawkers out. getting everything done and opened.”

Harper said his crews worked around the clock to Othon also cited TxDOT’s contractor as playing a crusecure the retaining wall on the toll road with braces. cial role in reopening the frontage road.

“We worked day and night,” he says. “We got the wall “The fact that they came out there on a Thursday braced so that when they filled that sinkhole up with morning, and by 10 a.m., had crews and equipment onconcrete it wouldn’t bust out.” site – it’s a good example of the relationHarvey by the numbers ship we have with our contractors that Then Harper Brothers crews began excavating the pavement and subgrade we work with on a daily basis,” she said. on the southbound lanes. ISI came in Reopening the frontage road also Top rainfall report in inches; to grade and replace the concrete on provided much-needed access to nearby recorded in Nederland, Texas the tollway. The tollway’s northbound flooded neighborhoods. lanes were deemed to have no damage “By us being able to open up this and were reopened the day after being frontage road as quickly as we were able Top mph wind-gust report; pumped out. to, that helped those local residents who recorded in Port Aransas, After the sinkhole was filled in, Wilwere trying to get in and out of their Texas liams Brothers rebuilt the frontage road neighborhoods to start that demolition pavement and had two lanes back open process on their homes,” she says.

September 12, Othon says. All lanes were Harper says he was honored his comNumber of roads closed at peak flooding in the state open three days later. pany could help and was particularly of Texas proud of his employees, some of whom ‘Incredibly large impact to traffic’ had home damage of their own.

“Everything along this bayou was “To have people and equipment workCubic feet of debris removed closed,” says Tyler of the flooded Bufing within a couple of hours of the call,

by TxDOT crews, as of falo Bayou, which runs east through the I felt like the reaction time was there.

October 16 city of Houston.

Everyone had a great attitude,” he says.

“If you lived north of the bayou and “We had not discussed anything in terms worked south one mile away, it was takof payment; that was not a priority.

Estimated damage to Texas ing you three hours to make the whole “It was just, ‘Tell us what you need, road infrastructure, signs, loop around to get to your office. It was and we’ll get out there and get ’er signals, buildings and ferry operations, as of October 2 an incredibly large impact to traffic.” done.’”

60.58 132

500-plus

10 million

$134 million

66 November 2017 | EquipmentWorld.com

EW1117_Highway Contractor.indd 66

Source: The Weather Channel, TxDOT

10/25/17 1:38 PM

product report

| by Tom Jackson |

TJackson@randallreilly.com

Shell Rotella announces lube, coolant products; sells DEF and oil filters in stores; wins approval for Ford diesels

E

very year Shell Lubricants rounds up the construction and trucking press to talk about diesel engine lubricants. Last year there was one big news story – the industry’s new oil specs CK-4 and FA-4, almost 10 years in the making. See what we wrote about it here: http://bit.ly/2wHJpWP (www.equipmentworld. com/how-the-new-pair-of-heavy-duty-diesel-engine-oilformulations-will-impact-contractors/) But with the CK-4/FA-4 story behind us, Shell unveiled a number of new products this year, including:

Shell Rotella T6 Multi-Vehicle 5W-30 Providing a single oil for all a fleet’s needs, from pickup trucks with gasoline engines to dieselpowered, heavy-duty vocational trucks and off-road equipment, is a tall order. But that’s the big selling point of Shell’s new full synthetic Rotella T6 MultiVehicle 5W-30. It meets both the API CK-4 spec for heavy-duty diesel engines and the API SN spec for gasoline engines with no restrictions or waivers, says Jason Brown, global technology manager.

Diesel lube oils are formulated with a higher percentage of performance additives than gasoline engines, says Brown. But high levels of phosphorous, a key anti-wear additive for diesels, is bad for automotive catalytic converters. Shell’s solution was to keep phosphorous levels low but boost supplemental anti-wear additives conducive to gasoline engine requirements, thus satisfying the needs for both gasoline and diesel engines.

Shell Rotella ELC correction fluid Coolants need occasional topping off due to normal evaporation and small leaks. In a busy company with multiple drivers or operators running a single truck or machine, the chances of that machine’s or truck’s coolant being diluted or contaminated are high. To combat this, Shell’s Rotella ELC Correction Fluid will restore additive levels and corrosion inhibitor levels so you get the same benefits of the original Shell Rotella nitrite free and of ELC coolants. The correction fluid can also be used to convert cooling systems to Shell Rotella ELCs in cases Rotella ELC correction fluid

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product report

| continued

when a complete drain of the system is physically impossible.

Shell Rotella DEF and oil filters You can’t run a modern diesel without diesel exhaust fluid, or DEF. So, Shell now sells DEF in 2.5-gallon containers at retail outlets under the Rotella brand. This size provides the optimal level for top-up of many smaller DEF tanks and emergency filling of larger DEF tanks, says Chris Guerrero, global heavy-duty diesel engine oil brand and marketing manager.

And while you’re picking up your DEF at your favorite retail outlet, you may want to check out the new high efficiency Shell Rotella oil filters for diesel pickup trucks. The offerings include six of the most common diesel engine oil filter sizes, covering about 99 percent of the market, says Dan Arcy, global OEM technical manager.

Ford diesel spec Shell also announced in September that Ford Motor Company has approved three CK-4 spec Shell Rotella heavy-duty engine oils for their diesel vehicles. These include the T-4 15W-40, Triple Protection, T5 10W-30 Synthetic Blend and T6 5W-40 Full synthetic.

Shell Rotella DEF

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10/9/17 2:05 PM

10/25/17 1:41 PM

technology

| staff report

Hilti’s new DX 5, TE 60 smart tools connect to your phone

H

ilti has introduced three power tools equipped with Bluetooth and Near Field Communication sensors, allowing users to quickly identify and find resources for each tool on smartphones and tablets.

The new DX 5 powder-actuated tool and the TE 60-AVR and TE 60-ATC/AVR combihammers all feature Hilti Connect Easy ID. The tools use the integrated sensors to connect to smartphones and tablets running the Hilti Connect app to provide all sorts of useful information, including tool use history, last synced location, manuals and how-to videos.

The app also allows users to schedule maintenance, request repairs and order fasteners and cartridges.

“We believe this is only the start,” says Hilti North America CEO Avi Kahn. “Tools that can do some of the work for you. Tools that report back.”

Hilti’s smart tool offerings include tool tracking, which allows users to set geofences to keep track of when and where tools enter jobsites, tool identification and tool reporting, where tool data is extracted from the field to the office to generate insights and help improve process efficiency. – Wayne Grayson

Cat’s fleet of autonomous mine trucks about to get bigger

T

he number of mining trucks driving themselves on Caterpillar’s autonomous Command system will soon more than triple through the expansion of a deal with one of the world’s largest iron ore producers.

Australia’s Fortescue Metals Group has ordered 100 mining trucks be retrofitted with the autonomous mine truck platform at its Chichester Hub along with an unspecified number of trucks at its Solomon Hub. Both operations are in Western Australia.

Since 2013, Fortescue has put 56 autonomous Cat 793F trucks into operation at the Solomon Hub. The new deal with Cat will activate more 793Fs there, while Chichester will see the infusion of 793F and Komatsu 930E models operating on the platform.

Cat says the autonomous trucks at Fortescue’s EquipmentWorld.com | November 2017 69

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technology |

continued

Solomon operation have achieved 20 percent greater production than manned trucks working in the same mining complex. These 56 trucks interact with more than 150 manned vehicles – graders, loaders, water carts, light vehicles and dozers – managed through the Cat MineStar System.

In 4.5 years of operation, Cat says, its autonomous trucks have hauled 400-plus million metric tons of material with greater than 99.95 percent system availability, all without a lost time injury. And because there are no shift changes, breaks or lunches, the trucks put in an average of 2.5 hours more work a day more than manned vehicles. – Wayne Grayson

Volvo reports breakthrough in density mapping for asphalt compactors

V

olvo Construction Equipment says its new Compact Assist for asphalt compactors offers “the industry’s first real-time density mapping technology.”

Customers can choose one of two packages, Volvo Intelligent Compaction or Intelligent Compaction with Density Direct, both of which contain density mapping. Both packages also include Volvo Co-Pilot, the company’s onboard display that depicts the density map, as well as real-time surface temperature and pass mapping data, which captures each compactor pass and drum overlap.

The packages are available on new Volvo asphalt compactors DD105, DD110B, DD120B and DD140B. – Don McLoud

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trailer supplement

| by Don McLoud |

DonMcloud@randallreilly.com

Moving into place made easy Felling says no right of way or easement will prevent the operation of its FT-10 R Turret Reel Trailer, with its 360-degree rotating turret assembly. And maneuvering it into place won’t require operators to block the road, pull off into a ditch or jackknife the trailer. Drivers just need to pull to the side, disengage the lever actuated locking pin and ro-

tate the reel to the direction needed, the company says. The turret locks into position in 15-degree increments. Options include 16-inch Bronze Tensioning Brake, Hydraulic Take-Up and Payout Assembly, and Hydraulic Power Pack. The reel is powered by a Honda GX 390 gas engine with electric start and recoil backup.

Handling hard-to-load equipment XL Specialized Trailers’ XL 80 Power Tail features a hydraulic fold-under flip tail ramp for quick loading and unloading of hard-to-load equipment. The trailer is designed for transporting medium-duty construction equipment, such as man lifts, rollers, forklifts and paving equipment. It is rated at 80,000 pounds overall, and the tail has a lifting capacity of 25,000 pounds for loads centered on the main platform. Standard features include a hydraulic pop-up ramp connecting the deck to the gooseneck, an 18,000-pound hydraulic winch with a two-function wireless remote and an air kick-out for hauling inoperable equipment or static loads. It is available in two lengths: 48 feet or 53 feet.

Loading and unloading in tight spaces Talbert’s new 35CC-HRG lowbed trailer is designed to load and unload construction equipment in tight spaces with its beavertail and ramp. The beavertail and spring-assisted ramp, which can be raised and lowered, allow operators to drive equipment over the back of the trailer without having to detach the gooseneck. The company said it identified a market need for the incline on the back of the trailer for work in confined areas, such as urban job sites. The two ramps weigh about 75 pounds each and can be easily lowered and raised.

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trailer supplement

| continued

Designed to fight corrosion Platform lowers at flip of switch Advance Metalworking’s new 16,000-pound capacity Lo Riser trailer hydraulically lowers the platform to ground height with the flip of a switch. The built-in ramp with 4-degree load angle is designed for smooth drive-on access and quick loading and unloading of cargo and equipment. The company says one person can load and transport cargo. Other features include a four-position ball hitch, a low gross vehicle weight rating and a 4-to-1 payload-to-trailer weight ratio.

Corrosion-resistance was deemed a top priority for Trail King’s Commercial MG-HG detachable gooseneck trailer. The company designed the structure with no moisture-trapping areas and primed and painted the entire trailer before adding air, hydraulic and electrical lines and decking. For further corrosion-resistance, an optional lightweight aluminum version of the trailer is available, including aluminum I-beam or box beam cross members, outer rails, decking and front and rear channels. The trailer comes standard with a full-width mechanical gooseneck, and it can handle four interchangeable gooseneck styles. Goosenecks can be ordered in either full or narrow width and mechanical or hydraulic.

EXPERIENCE YOU CAN TRUST, QUALITY THAT IS PROVEN. You know what you need to haul, Felling has the trailer to get it there.

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WEIGHT REDUCTION AS ONE OF THEIR BIGGEST CHALLENGES.

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10/18/17 8:53 AM

10/23/17 4:35 PM

Take it to Dock Height Dock Height

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Circuit Court of Pope County, Arkansas Notice of Class Certification

Defendants, and you will not be able to pursue your own claims against Defendants outside of this lawsuit. You may also enter an appearance and participate in person or through counsel if you so desire.

This Notice is being provided by the Circuit Court of Pope County, Arkansas. It is not a solicitation from a lawyer.

a. If you wish to stay in the Class, you do not need to do anything. By choosing not to “opt-out”, you are considered a member of the Class.

A lawsuit is pending in the Circuit Court of Pope County, Arkansas (the “Court”) against Justin Baker, individually and d/b/a Bridge Point Capital, LLC, USA Business Capital, Colonia Working Capital, Yosemite Working Capital, Founders Working Capital, and Patriot Business Capital and Bridge Point Capital, LLC, individually and d/b/a USA Business Capital, Colonia Working Capital, Yosemite Working Capital, Founders Working Capital, and Patriot Business Capital (“Defendants”). The case number is 58CV-16-590. The Plaintiff in this lawsuit claims Defendants violated the law by sending unsolicited commercial faxes without including certain information required by law.

Defendants have denied all liability for the claims asserted by Plaintiff.

A Class has been Certified The Court has decided that this lawsuit should proceed as a class action on behalf of a “Class,” or a group of people and entities, that could include you. As defined in the Court’s Order certifying the Class, the Class is comprised of All persons, natural or otherwise, in the United States and its territories who, during the period from January 17, 2013 through the present, received one or more unsolicited facsimile transmissions from BRIDGE POINT CAPITAL, LLC advertising goods or services which fail to include a notice that the sender’s failure to comply within 30 days to a request to stop sending such faxes is unlawful.

Excluded from the Class are: (1) BRIDGE POINT CAPITAL, LLC and any entity in which BRIDGE POINT CAPITAL, LLC has a controlling interest, and their legal representatives, officers, directors, assignees, and successors, and any co-conspirators; and (2) any judge or justice to whom this action is assigned, together with any relative of such judge or justice within the third degree of relationship, and the spouse of any such person.

Decision You Must Make Now (1) Stay in the Class. If you stay in the Class, you will be permitted to share in any recovery that may occur in this Class Action. You will be bound by court rulings or judgments on, or settlement of, the claims against

Class Notice_Equip1117_PG75.indd 1

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(2) Exclude yourself from the Class. If you wish to exclude yourself from the Class (meaning you say in writing that you do not want to be in the Class) the Court will allow you to do so. If you exclude yourself, you will NOT be entitled to any recovery that may occur in this Class Action against Defendants and will not be bound by any rulings against Defendants. You will also not be able to object to any settlements that may occur in this Class Action. Once you exclude yourself, you are no longer a member of the Class affected by this Class Action and you may pursue, at your own cost, your own claims against Defendants outside of this lawsuit if applicable and if you wish.

EQUIPMENT INFORMATION

The Lift-a-Load® Elevating Platform Trailers can be hydraulically lowered to ground height or raised to dock height or any level in between while remaining level throughout the procedure. They are available with straight tongue or gooseneck hitch, single or dual axle with capacities from 4,400 to 15,000 lbs. Plus they provide:

a. If you wish to have the Court exclude you from the Class, you must send a written “Request for Exclusion” to counsel for the Plaintiffs which must be postmarked no later than December 7, 2017. Your written request should include: • Your name, address, telephone number, and a request that you be excluded from the Class; and • The case name and number: Blackstone Construction, LLC, et al vs. Justin Baker, individually and d/b/a Bridge Point Capital, LLC, USA Business Capital, Colonia Working Capital, Yosemite Working Capital, Founders Working Capital, and Patriot Business Capital and Bridge Point Capital, LLC, individually and d/b/a USA Business Capital, Colonia Working Capital, Yosemite Working Capital, Founders Working Capital, and Patriot Business Capital Case No. 58CV-16-590 • Opt-out requests must be sent to one of the following law firms who represent the class: • BRANSTETTER, STRANCH & JENNINGS, PLLC, The Freedom Center 223 Rosa L. Parks Avenue, Suite 200, Nashville, Tennessee, 37203 (615) 254-8801 • STREETT LAW FIRM, P.A., 107 West Main St., Russellville, Arkansas, 72801 (479-968-2030) If you have any further questions, please contact either of the above law firms representing the class. Please do not contact the Court or the Judge.

10/20/17 8:59 AM

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equipmentworld.com | November 2017

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AD INDEX Equipment World November, 2017

BRIDGE INVENTORY STATES TAKE LEAD IN FUNDING

26

P.

Advertiser

Web URL

Page

Advance Metalworking Co.

advancemetalworking.com

AEM WOA

worldofasphalt.com

70, 75 61

AEMP

AEMP.org/CEM

76

ATI Level Best

level-best.com

46

ATSSA

atssa.com

Bailey Bridges, Inc.

pioneerbridges.com

Beka World

beka-lube.com

BKT Tires

bkt-tires.com

Bocat

bobcat.com/newR-series

CASE Construction

caseCE.com/GSSeriesTCO

CAT

cat.com/visionaries

CDK Global

cdkglobalheavyequipment.com/voiceconnect

37

Clearspan

clearspan.com

73

Crafco, Inc.

crafco.com

Dominion

depparts.com

Doosan

doosanequipment.com/excavator

18

Eberspacher

eberspacher-na.com

51

Equipment World Peer Group

equipmentworldpeergroup.com

24

Felling Trailers

felling.com/eq-world

Freightliner

freightliner.com

IFC-1

Freightliner Partner Solutions

freightliner.com

52-53

Geith

geith.com

HCEA 2018 Calendar

hcea.net

International

internationaltrucks.com/HXSeries

KAB Seating

800-459-SEAT

Kenworth

kenworth.com/Drivers

24-25

Kubota Partner Solutions

kubotaUSA.com

62-63

Kubota Tractor Corp

kubotaUSA.com

20-21

Mack Trucks

macktrucks.com/newinterior

40-41

Mobile Barriers

mobilebarriers.com

Montabert

montabertUSA.com

43

PENGO

pengoattachments.com

75

Progressive Commercial

progressive.com

33

RAM Commercial

ramtrucks.com/commercial

15

Rubbertrax

rubbertrax.com

38

Shantui America Corp

shantui.com

79

Stellar

stellarindustries.com

Sullair

sullair.com

70

Texas Truck Tuning

texastrucktuning.com

48

Towmaster Trailers

towmaster.com

73

Toy Trucker

toytrucker.com

74

Trail King

trailking.com

Trimble

loadritescales.com

44

Vacuworx

vacuworx.com

45

VMAC

vmacair.com/HYD

74

Volvo Construction Equipment

volvoce.com/parts24

58

Volvo VHD

volvotrucks.us

31

Wirtgen Group

wirtgen-group.com/america

BC

ZORO

zoro.com

22

34

TRUCKS: P.47

72

Emissions regulations boost popularity of gliders

74 N

IO AT

RM

D

RE

SO

ON

SP

FO

IN

42 12 16

The VHD gets an all new interior. page 31

9

8 49

72

39 68 10-11 50

75

4

7

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10/25/17 1:58 PM

final word | by Tom Jackson

TJackson@randallreilly.com

The Electric Summer 1967. I was a teenager. The Summer of Love.

Fast forward four decades to 2017, and it appears we just experienced the Summer of Electric drive vehicles, or EVs. No less than GM, Volvo, Daimler, Honda, and even Dyson – yes, the vacuum cleaner people – have announced a coming EV in the last few months.

Lest you think these are all flyweight vehicles, Cummins in collaboration with Rousch has developed a prototype Class 7 hybrid electric “urban hauler tractor,” the Aeos. Cummins also recently bought Brammo, a company that makes electric storage technology for mobile applications. Tesla will debut an electric drive semitruck this year. More on these here: bit.ly/2i1BkGl and bit.ly/2h5RnDB In three years’ time, we’ve gone from a handful of Teslas and Nissan Leafs to every major manufacturer committing to ambitious EV programs. And there are dozens of smaller companies and start-ups fighting for a piece of the market.

As much as I enjoy debunking environmental pipe dreams, I’m having no luck finding one here. Extraction of lithium, the key material in most of these EV batteries has a few minor environmental challenges. EVs also present some logistical difficulties: a shortage of charging stations, battery life, vehicle range and the cost of the electric “fuel.”

Skeptics in the media holler a good deal about these problems. But there are no engineers among the skeptics, and from what I see, some of the best minds in the country are working overtime to solve all these problems. Today’s EV development in many ways resembles the early 20th century when Thomas Edison and Nicola Tesla battled for supremacy in the coming electrification of the county. The stakes are that high.

Nobody has done side-by-side environmental comparison of EVs and internal combustion vehicle systems yet, but as best as I can estimate, the negatives created by lithium battery-powered EVs pale in comparison to the costs of pumping crude oil out of the ground and burning it up in a couple billion cars around the planet. The thing that has me sold on lithium is that it can be recycled out of spent batteries and put back into service in new batteries. That’s huge.

This revolution has profound consequences for our industry. Since EVs are lighter and smaller than vehicles with internal combustion engines, roads will last longer. Less asphalt and concrete will be required for repairs and future roads. Governments will need to figure out new ways to fund roadbuilding, since the gas tax will become obsolete. But there should be plenty of construction work rebuilding infrastructure to accommodate these lighter footprints and putting back a little greenspace into the concrete jungles of cities like Houston and Los Angeles.

We went into some detail about these trends in our cover story “Highways 2.0” for the March 2016 issue of Equipment World. You can still find it here: www.equipmentworld.com/future-highways/ The iPhone destroyed the market for Blackberries. Kodak had multiple patents on digital camera technology but kept them secret and went bankrupt for fear of hurting its film business. When Bob Dylan plugged in his first electric guitar in 1965, folkies booed. By the Summer of Love, folk music was gone, finished.

Do not be like them. If your work involves transportation infrastructure – in any capacity – you need to get out in front of the changes EVs will bring in the next 10 years or risk a similar fate.

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