Ew1215combined by Tony Brock

equipmentworld.com | December 2015

P. 20

DISTINCTIVE

DETAILS NOT ALL SKID STEERS ARE CREATED – OR OPTIONED – EQUAL

Construction Technology News NEW!

P.61

NEW

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The Group

Cover Story

Vol. 27 Number 12 |

table of contents | December 2015

MACHINE MATTERS:

DISTINCTIVE DETAILS

Details differentiate skid steer loaders

Equipment 15

Marketplace

Bobcat MT85 mini track loader, Skyjack TH telehandlers, Toro trencher attachments, Sellick S150 rough terrain forklift, Manitou America’s Mustang 550Z excavator, Pettibone Extendo 944B telehandler, JCB “myCHOICE” skid steer controls, BRON 490 and 590 mulchers.

35 Top Rollouts What caught our eye in road and bridge construction products and services this year.

2015

TOP

ROLLOUTS

EquipmentWorld.com | November 2015 5

table of contents | continued

Features 49 Fleet Management Safety Tips Six safety lessons from the real world

52 Road Science

Well-placed tack coats are the key for long-lived asphalt pavements and overlays

61 Construction Tech News

Caterpillar’s technology strategy, Komatsu drone-powered equipment, Bobcat Trimble 3D control system for M-Series, Topcon rotary wing UAV for data collection, Virginia Tech “smart vest”

69 QuickData: Compactors 71 Maintenance: Biocides and fuel polishing: Two treatments to ensure quality fuel

Departments 9 On Record

Intern awards showcase students who will shape this industry’s future

11 Reporter

Construction deaths up 10 percent in preliminary 2014 report; Terex changes leadership; No significant difference between the cost of gas tax and road user charge

75 Contractor of the Year finalist Tim Humerick Humerick Environmental Construction Nashville, Tennessee

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Senior Editor: Chris Hill Online Editor: Wayne Grayson Online Managing Editor: Bobby Atkinson Executive Trucks Editor: Jack Roberts Contributing Writer: Richard Ries editorial@equipmentworld.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: 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

85 Pro Pickup BrandMotion’s 360° Vision System for Ford F-Series 90 Final Word Who is paid more: operators or Navy SEALS? 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 ©2013 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 November 2015 | EquipmentWorld.com

Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association Robert F. Boger Award, 2002 Sept. 11th Feature Articles

When the other contractors saw the power of that excavator, their jaws dropped to the floor. Powerful productivity.

That’s our Ex Factor. – Glenn Korner, owner, Midstate Site Development

Midstate Site Development owner Glenn Korner says having Volvo on the job won them a school job by allowing them to propose a slide rail system. It required a machine powerful enough to drive the slide rail system into the ground. It saved the customer $250,000 — and got Midstate in, out, and on to the next job in just two months. Find tips to get the most from your excavator at volvoce.com/ExFactor.

on record | by Marcia Gruver Doyle

MGruver@randallreilly.com

Intern awards showcase students who will shape this industry’s future

hen contractors talk about the lack of skilled construction labor, they’re usually referencing laborers and equipment operators. But there’s another lack that is just as troubling to many of the contractors I talk with: the people needed to run a company, especially when there’s no apparent next generation. Which is why I found being one of the judges of the inaugural Construction Intern Awards, sponsored by software provider HCSS, so intriguing. Presumably some of the contest candidates here will find themselves in construction company ownership positions in the coming years, along with those who rise from the labor ranks. The candidates, all college upperclassmen (whether male or female) who had interned in a construction company this year, were asked to describe the main projects they worked on, and then answer four questions: • What results did you achieve on the projects, and what impact did they have on the company? • What real-life technical or business skills did you learn? • What did you learn from this internship that will affect your life in a positive way? • Where do you think technology will make the biggest impact in construction in the next few years? How will it do that? As I read through the answers of the 20 candidates that made it to the final judging round, I couldn’t help but be impressed. The contractors, as contractors are wont to do, truly put these interns to the test -- and even in one case, over a job. “Within the first couple of weeks, I had learned more than I have in three years of col-

lege combined,” said one candidate, a construction management major working for a multifamily builder out of Indianapolis. Several candidates cited equipment experience. One managed four intelligent compaction rollers on a 11-mile project in Oregon. Another became the heading engineer on a tunnel boring machine used on a Washington, D.C. wastewater treatment plant. And a third filled in for a foreman on a power plant job in Ohio, dumping Cat 631 scrapers and directing aggregate trucks. This in-field experience also benefitted the employers. An Ohio State intern, noting that a company surveyor had to manually convert coordinates from one GPS system into another incompatible system, devised a way to automatically convert each number in Excel. Voila: hours of work saved. One of my favorite comments came from a Texas A & M construction science major working on a schedule-intense Kyle Field project at his school. It reflects the work ethos I see in the contractors I meet: “The most important thing I learned from this internship is what it means to work hard,” he relates. “Working alongside a vice president of a multimillion dollar company with 40 years of experience at 9 p.m., peeling protective films off of food service equipment and sweeping kitchens, was unforgettable,” he relates. Congratulations to Chase Ekstam, a Missouri State construction management major interning for APAC-Missouri, winner of the $10,000 (yes, you read that right) grand prize. You can read Chase’s entry – along with all the others who entered at constructioninternawards.com. Beyond great reading, they’re also great resumes … perhaps for a position in your company.

EquipmentWorld.com | December 2015 9

reporter | by Equipment World staff

Construction deaths up 10 percent in preliminary 2014 report, putting the industry on top of all industries

early 4,700 people were killed on the job in 2014, according to preliminary data from the Bureau of Labor Statistics, with the construction industry accounting for nearly one-fifth of those deaths. The number of construction workers killed on the job increased by 10 percent in 2014 to 874, once again making the industry accountable for the highest number of worker deaths in the country. Early data from the BLS suggests a total of 4,679 Americans died on the job in 2014. The BLS releases two Census of Fatal Occupational Injuries (CFOI) reports each year: preliminary findings in the Fall and final numbers in the Spring. The CFOI pulls from multiple sources to tally construction deaths and must confirm each one in at least two ways, be it through a morgue report or investigation of the incident itself. The final number of deaths is usually higher than the preliminary report. Second to construction in 2014 was the transportation and warehousing industry, accounting for 735 deaths, followed by agriculture (which includes forestry, fishing and hunting) at 568. Construction’s death figure amounts to a worker death rate of 9.5 per 100,000, placing it as the fourth deadliest industry in the United States behind agriculture, mining (which includes quarrying and oil/gas extraction), and transportation. As has been the case for several years, falls were the leading cause of death in 2014 among construction workers, killing 349 workers. Second to falls were transportation incidents at 231. These incidents typi-

Number and rate of fatal occupational injuries by industry sector, 2014*

* Data for 2014 are preliminary. Source: U.S. Bureau of Labor statistics, Census of Fatal Occupational Injuries, 2015

cally involve vehicles in a highway work zone. Finally, exposure to harmful substances or environments killed 120 construction workers, followed by contact with objects and equipment at 114. Roofing was the deadliest craft among construction workers, claiming the lives of 81 workers in 2014. That was followed by electrical work at 78, plumbing, heating and cooling at 62 and highway work at 61. A total 206 jobsite laborers were killed in 2014 along with 38 equipment operators, according to the preliminary data. –Wayne Grayson

Terex changes leadership; DeFeo leaves after 23 years at the helm

DeFeo

Garrison

erex named John Garrison Jr. CEO and president Nov. 2, succeeding outgoing CEO Ron DeFeo, who will continue as executive chairman through December 31st of this year, after which he will continue as a consultant through the end of 2016. Garrison previously served as president and CEO of Textron’s Bell Helicopter business, and held former positions in the company’s industrial segment, E-Z-Go, and Case (now Case Construction Equipment). EquipmentWorld.com | December 2015 11

reporter | continued

Study: No significant difference between the cost of gas tax and road user charge

uel efficient cars have been a boon for the environment and the wallets of drivers, but they’ve had the side effect of bringing in fewer tax dollars to support roads in California and across the nation. As a result, some states are looking toward adopting a new road user charge (RUC) that taxes drivers based on how many miles they drive. Oregon has already begun testing such an alternative, and as California has more drivers than any other state, it too, is looking at an alternative to the gas tax. But would such a tax end up costing more for a household or put drivers in rural areas at a disadvantage? That’s the question that the Mineta Transportation Institute wanted to answer with its new peer-reviewed study, Household Income and Vehicle Fuel Economy in California. “The current per-gallon fuel tax is no longer keeping up with highway funding needs because vehicles can travel much farther on a single gallon of fuel. But it has been difficult to convince voters to increase that tax,” researcher Christopher Ferrell says in the study. “If revenue were based on a fee per mile traveled, it could be more realistic.” The findings from Ferrell and his research partner David Reinke might surprise some people. The Mineta Transportation Institute found that there is no significant difference in the cost between a gas tax or a vehicle-miles travelled tax for any income bracket. And

Graph: the Mineta Transportation Institute 12 December 2015 | EquipmentWorld.com

the tax burden wouldn’t be much different for rural and urban drivers. See the graph below for a more detailed break down. “It is important to note that other aspects to these alternatives should be examined to provide complete information for decision makers,” Ferrell said. “For example, a fuel tax is an across-the-board tax that applies equally to all vehicles, regardless of size or weight. On the other hand, a road user charge could be based on vehicle class, which would more fairly assess different vehicle classes for the actual wear and tear they impose on the road system.” –Bobby Atkinson

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marketplace

EDI T PICOR’S K

MINI TRACK LOADER GETS 35 PERCENT RATED OPERATING CAPACITY BOOST SKYJACK INTROS NEW TH SERIES TELEHANDLERS

Replacing the VR series, Linamar’s Skyjack division has debuted its four-model TH series telehanders. The SJ643 TH, SJ843 TH (pictured), SJ1044 TH and SJ1056 TH range from 4,000 pounds to 10,000 pounds in maximum lift capacity, and between 43 feet 4 inches and 56 feet 3 inches maximum lift capacity. Now equipped with 74-horsepower Tier 4 Final Deutz engines, the models have simpler rear axle stabilization, hydraulic systems, outriggers, engine servicing, electronics and option packages. A 107-horsepower Deutz engine is an option on the two largest models.

At 850 pounds rated operating capacity, Bobcat’s MT85 mini track loader has a 35 percent higher ROC and a 12 percent increase in lift height compared with the company’s smaller MT55 mini track loader. The MT85 also has a 29 percent increase in lift arm breakout force and an additional 6 inches of track length on the ground. The loader has dual ISO joystick controls, with the drive function controlled by the left-hand joystick and the lift and tilt functions controlled by the right-hand stick. An operator presence/safety pedal regulates the auxiliary hydraulic flow for attachments. The pedal must be engaged when the operator is using an attachment that requires detent hydraulic flow, such as trenchers, snow blowers and augers. The ride-on platform gives visibility to the attachment and work area. A roller on the back of the loader frame helps reduce vibration, providing a smoother ride. The unit has a maximum forward travel speed of 4 mph and maximum reverse speed of 2.3 mph.

EquipmentWorld.com | December 2015 15

marketplace | continued TORO UNVEILS THREE NEW TRENCHER ATTACHMENTS

Three new attachments have been added to Toro’s riding trencher lineup, including a direct drive trencher for the RT 600 and a combo mount system and sliding offset feature for the RT600 and RT1200. Toro is also offering two trencher drive style options: the HD PowerTrench, which gives the machine the ability to overcome rocks or other obstacles in a wide range of conditions, and the hydrostatic direct trencher drive for cost-effective performance in less demanding conditions. The combo mount system allows both a trencher and a plow to be mounted on the back of a machine, eliminating the need to change attachments. The sliding offset feature lets attachments slide one way or the other, allowing utility placement without repositioning the machine.

ISOLATED OPERATORS PLATFORM REDUCES NOISE

Sellick’s S150 rough terrain forklift, offering 15,000-pound capacity at 24-inch load center, uses a fully isolated operator platform to reduce noise and vibration. The machine’s multi-function digital LCD screen gives on-board diagnostics. The machine offers a 74-horsepower, four-cylinder engine and a fully automatic power shift four-speed transmission.

ANGLE BLADE WITH FLOAT MINIMIZES REPETITIVE REPOSITIONING

The 5.5-ton Mustang 55OZ, manufactured by Manitou Americas, is equipped with a 47.6-horsepower Yanmar Tier 4 Final turbocharged diesel engine with an electronic throttle. The blade with float can be angled 25 degrees in either direction to eliminate repetitive repositioning during backfilling. A proportional auxiliary hydraulic rocker switch control allows the operator to adjust the hydraulic flow for optimal attachment performance. The operator can easily select standard ISO or an optional backhoe control pattern with a turn of a mechanical lever. A boom offset swing of 68 degrees in both directions allows for digging a square hole without repositioning the machine. An integrated digital display features recordable maintenance history with adjustable time intervals and reminders. The display also show hours used for the past 90 days and can be monitored without starting the engine.

16 December 2015 | EquipmentWorld.com

ENGINEERED TO WORK ONLY TWO SHIFTS. DAY AND NIGHT.

Reliable. Durable. Muscle-bound. The Kubota SVL Compact Track Loaders are model employees. And models of engineering. Featuring proven Kubota engines, best-in-class breakout force and a smooth ride, they show up ready to work, day in and day out. Locate your dealer at Kubota.com/Construction. ÂŠ Kubota Tractor Corporation, 2015.

marketplace | continued DISPLAY ADDS INSTANT DIAGNOSTICS

Pettibone’s Extendo 944B is the first model in its new generation of telehandlers, and uses a Parker IQanMD3 display for instant information on engine and aftertreatment diagnostics. With a maximum load capacity of 9,000 pounds, the 944B has a maximum forward reach of 30 feet, 3 inches. The machine has a turning radius of 12 feet 4 inches, and offers 4-wheel, 2-wheel and crab steering modes. Powered by a 117-horsepower Cummins ZSF 3.8 Tier 4 Final engine, the machine uses a three-speed Dana T12000 Powershift transmission. The unit has 24 degrees of frame sway (12 degrees left and right of center) and is equipped with a rear axle stabilization system.

JCB ADDS SKID STEER CONTROLS

JCB has added the “myCHOICE” controls to its skid steers and compact track loaders, which gives operators the ability to adjust travel and loader controls for optimal operation in a variety of job applications, ranging from fine, precise work to faster, high-duty cycle operations. Previously the machines had three control modes; myCHOICE increases the number of modes to six, with three modes for the transmission and three modes for the loader functions. The software update can be scheduled during a regular dealer preventive maintenance visit.

BRON DEBUTS MULCHER MODELS

The 490 and 590 Mulchers Models from Bron are powered by a 15-liter Cummins QSX Tier-3i engine. Both models have higher horsepower and increased speeds compared to the models they replace. Purpose-built frames incorporate oscillating track frames powered by heavy duty planetary drives. Air flow efficiency is maximized by two extreme service heat exchangers positioned to draw cool, clean air from the rear of the tractor and direct it alongside the engine.

18 December 2015 | EquipmentWorld.com

SOME MASTERPIECES HANG ON A WALL. OTHERS KNOCK WALLS DOWN.

Built precisely. Works relentlessly. The world’s No. 1 selling compact excavators* feature zero and conventional tail swing, 20% higher lift and finely tuned Kubota engines. They’re part machine, part masterpiece and all Kubota. Locate your dealer today at Kubota.com/Construction. *According to 2013 OEM Off-Highway Research, Kubota has the largest compact excavator market share in the world. © Kubota Tractor Corporation, 2014.

DETAILS

machine matters | by Richard Ries

DIFFERENTIATE

SKID STEER

LOADERS Skid steers have so much standard and optional equipment in common it may seem all machines are created equal, or nearly so. But look closely at the details and you’ll uncover real differences that will affect how well a machine fits your needs.

The similarities

he market has settled on a number of features shared among nearly all machines. Tier 4 Final compliance is one example. While flexibility in the EPA’s program allows some manufacturers to bring some models into compliance at a later time, for the most part skid steer loaders had to meet Tier 4 Final standards as of January 1, 2015. Another example is the configuration of optional cabs; they’re bigger, quieter, and cleaner. Controls are our third example: foot pedals, levers, and joysticks are offered. Joystick control patterns can be changed by flipping a switch or via an in-cab touchscreen monitor. With so much standardization, what besides paint color and decals separate one manufacturer’s machines from those of another? And do those differences matter?

20 December 2015 | EquipmentWorld.com

Terex Generation 2 loaders have more than 100 upgrades from the machines they replace. Examples include higher rated operating capacities, greater bucket breakout forces, an improved quick-attach pin profile, and a cylinder seal package with three additional sealing surfaces.

Wacker Neuson skid steer and compact track loaders are now produced at the company’s plant in Menomonee Falls, Wisconsin, and come with a two-year or 2,000-hour standard factory warranty.

The Kubota SSV75 has a 74.3-horsepower Kubota engine. Standard auxiliary hydraulic flow is 20.9 gpm; a high-flow option bumps that to 30.4 gpm.

Visibility has been promoted by manufacturers, but it’s hard to assess in any way other than taking a seat on the machine. Shown is the field of vision from the operator’s perspective on a Volvo MC60C.

Manufacturers have worked hard to provide easy access to daily service checks as well as preventive maintenance parts such as filters. EquipmentWorld.com | December 2015 21

machine matters | continued

Tier 4 Final

arketing materials and advertising often tout the simplicity of a machine’s emissions control system. The implication is that this machine from this manufacturer is simpler and therefore less costly and easier to maintain than a competitor’s. Emissions standards for machines of less than 75 horsepower, however, are different than those for machines of 75 horsepower and greater. The emissions control system on a sub-75 horsepower machine will likely be simpler than that of a more powerful machine. To be valid, comparisons must be made on machines in the same power class (under 75 horsepower or 75 horsepower and above). Skid steers are among the types of equipment powered by engines on either side of the 75 horsepower break point so their emissions control systems vary widely. Case’s new SR240 and SV280 models are rated at 74 horsepower. The new SR270 and SV300 are rated at 90 horsepower. “The Tier 4 Final solution on the 74-horsepower models is entirely maintenance 22 December 2015 | EquipmentWorld.com

New features on the John Deere 318E and 320E (shown) mid-frame skid steer loaders include connect-under-pressure auxiliary hydraulic couplers, courtesy lighting that stays on for up to 90 seconds after shutdown, and a sealed switch keyless start feature with an anti-theft system. free with no filter to maintain or fluids to add,” says Scott McElroy, product sales training manager, skid steer and compact track loaders, Case Construction Equipment. The system uses a combination of diesel oxidation catalyst (DOC) and high-efficiency flow-through filter. The 90-horsepower models use selective catalytic reduction (SCR), which requires the use of diesel exhaust fluid (DEF). The two emissions control systems are very different and support the different operating needs for medium and large skid steer loaders. OEMs seek to assure customers that the complexity created around off-highway emissions mandates don’t need to translate into complex solutions on the equipment with troublesome operating, repair and maintenance procedures. On higher-horsepower engines “owners and operators who get in the habit of topping off their DEF tank on the SCR systems when they refuel notice there’s no

Balancing hydraulic power among tools, travel, and boom is critical given the range of tools and attachments available for them.

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machine matters | continued additional attention required,” says McElroy. “It’s that easy.” One way to get under the horsepower threshold is to de-rate an engine that had been rated slightly higher. “By doing only that, however, you get a machine that feels heavy, sluggish and unbalanced,” says Gregg Zupancic, product

IHI is among the manufacturers with flex credits; their machines won’t have to meet Tier 4 Final until 2017. The AS34 has an 82.2-horsepower Yanmar engine. 24 December 2015 | EquipmentWorld.com

marketing manager for skid steer and compact track loaders with John Deere. “Taking advantage of advances in hydraulic system design closes that gap and the net effect could actually be improved performance, even with the reduced horsepower.” Zupancic says. Improving hydraulic efficiencies or adding more expensive, higher-performing hydraulic components can help offset the reduction in overall machine horsepower. Brian Rabe, senior product manager for skid and track loaders with Gehl and Mustang, notes while some models have decreased horsepower, they also have increased torque. “The 85-horsepower models produce 207 to 220 pound-feet of torque while the 74-horsepower models produce 210 to 250 pound-feet,” says Rabe. “Typical engine operating speed

is 1,300 to 1,700 rpm. Peak torque occurs at 1,600 to 1,700 rpm but peak horsepower is at higher engine speeds. So performance during most applications is as good as or better than with the older, higher-horsepower models because there’s more torque available.” Rabe says there are a few instances where peak engine speeds are attained during operation but even then the decreased horsepower is hard to notice due to low total machine load; he says roading is one example. “But breakout, lift, and tractive effort are 3 to 4 percent higher than with previous models. Customers need to think beyond simple peak horsepower to other facets of operation, such as horsepower, torque curves and fuel consumption, to appreciate efficiencies and performance of the Tier 4 machines.”

machine matters | continued

Cabin pressure

ustomers have been demanding better working conditions for operators and manufacturers have obliged by improving the design of their cabs. Interior space on Volvo C Series skid steers is 27 percent greater than on previous models. There’s ample storage space under the left armrest for an operator’s keys, wallet, phone and other personal items. There’s also a 12-volt outlet in that storage compartment. Two instrument consoles, one in the upper right corner of the cab and one in the upper left, are easy to see and use yet don’t intrude into the operator’s line of sight for most loader operations. The consoles provide immediate access to such features as

high flow and boom suspension modes through touch screens. A and B Series Volvo skid steers had the traditional dual lift arm design. When the C Series was introduced in 2011, Volvo moved to a single arm design, as manufactured by their skid steer partner JCB. The single arm design leaves the left JCB says in addition to safety, their side-entry design side open for cab access. makes entrance/exit 17 percent quicker on jobs re“Entering and exiting the quiring operators to get on and off the machine more. cab from the side is safer and more natural,” says product manager Kevin Scotese. “The operator doesn’t have quicker in applications requiring multiple entries and exits than dualto contort to climb over the attacharm models. There are visibility benment or perform an uncomfortable efits, too. The single arm, low-profile body turn to get seated.” JCB claims the side-entry design single loader tower, and absence of a rear torque tube contribute to the makes their skid steers 17 percent

REACH OUT AND CONQUER

To see it work visit Bobcat.com/Extend1

EquipmentWorld.com | December 2015 25

machine matters | continued 270 degrees of visibility on JCB skid steers. The company claims this range of visibility is 60 percent better than with competitors’ dual-arm models. “Visibility, ease of entry and exit, and other distinct advantages are why JCB has used the single-side lift arm exclusively since our entry into the skid steer market in 1993,” says Ashby Graham, global product manager, skid steers and compact track loaders, JCB. Brent Coffey, loader product manager at Wacker Neuson, says there are two components of productivity – machine and operator – and that there are two components to operator productivity: comfort and visibility. The cabs on both Wacker Neuson skid steers are isolated pods that reduce noise and vibration and pressurized to keep out dust. The automotive-style HVAC has multiple adjustable louvers to minimize window fogging and maintain operator comfort. Options include an air-ride seat and AM/FM radio with dual speakers. The cab-forward design employed by several OEMs is obvious on Wacker Neuson models. Near-vertical arms pull buckets and other tools toward the front of the machine. The net effect is that operators have excellent visibility of leading and cutting edges of buckets; that improved visibility improves productivity not only with buckets but also with other tools and attachments. A large top window, low side windows, and curved front glass give a panoramic view of the work site. “It’s not enough to provide comfort,” says Coffey. “You also need design elements and features that promote confidence in the operator.” Although cabs have become more comfortable, many customers still opt for an open machine rather than enclosed. “Our sales are 80 percent open and 20 percent closed because the rental market is a big part of our customer base,” says Kendall Aldridge, vice president of sales and operations at IHI Compact Excavator Sales, the U.S. distributor for IHI products. “Rental shuns enclosed loaders because of the cost of replacing broken glass.” The TS80R2 and TS80V2 skid steers from Takeuchi feature an all-new, multi-informational LCD display with menu navigation. Typical information is shown, including coolant temperature, fuel level, oil pressure and engine RPM. Beyond those the menu provides access to four areas: basic set-up, diagnostics, screen set-up, and system set-up. Contrast and brightness, language preference, time of day, and units of measure are among the common user-settable parameters that are easily accessible. “Screen set-up allows custom configuration of the gauge screens so operators can see the information that matters most to them,” says David Caldwell, product and training manager, Takeuchi U.S. “Each screen can have two to four windows, and the operator can select from 15 items to display.” 26 December 2015 | EquipmentWorld.com

Cabs comprise a large percentage of a skid steer loader’s form factor.

Although cabs are larger, as on Bobcat M Series skid steers, there’s still a lot of hardware packed into a confined space.

Because so much information can be displayed on in-cab screens, it’s important the display be configurable by the user so that the information the operator needs most is always available. Shown is the Bobcat Deluxe Instrument Panel. Cab-forward design, as on this Mustang 1650R, positions the operator for the best visibility of the bucket or tool. Note how low the door glass goes to further enhance line-of-sight.

Ready whenever and wherever you are. Equipment World Magazine makes it easy to keep up-to-date while you are on the go. Get the latest news in the construction industry, along with insight from our award-winning editorial team, through our mobile version of equipmentworld.com.

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machine matters | continued

Subtle control

s skid steers have evolved, so have their control methods. That evolution, however, has bypassed many operators who have a strong preference for one type of control. By providing the preferred (and therefore familiar and comfortable) controls, owners help ensure maximum productivity and safety. For this reason, manufacturers offer a variety of control packages. The Bobcat Standard Controls setup has dual steering levers for drive functions and dual foot pedals for loader lift and tilt. The Bobcat Advanced Control System offers a choice between Bobcat Standard Controls and H-pattern hand controls using the left and right handles. The Selectable Joystick Controls (SJC) setup provides low-effort joystick control of all workgroup functions and the ability to use an ISO or “H” pat-

tern, selectable with a dash switch. “Much has been made about how younger workers prefer joysticks because they were brought up with video games,” says Mike Fitzgerald, loader product specialist, Bobcat. “But older employees also appreciate the reduced effort and enhanced control afforded by joysticks. It’s less a matter of age than experience, and once workers have experience with joysticks they generally prefer their use, regardless of the worker’s age.” Bobcat also offers Radio Remote Control to allow loader operation in environments where you would rather be operating outside of the machine. Radio Remote Control requires SJC. The system is available for Bobcat skid steers and compact track loaders; it’s also compatible with Bobcat all-wheel steer loaders. Radio Remote Control in-

Hand and foot controls are typically standard equipment on skid steer loaders with joysticks an option. General Construction & Site Maintenance Scraper Systems

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2015 | EquipmentWorld.com 30 December Land-146B.indd 1 Untitled-3 1

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stalls and removes in minutes and can be moved easily from one machine to another. Operating range is about 1,500 feet and requires line-of-sight between the operator and the loader. The transmitter (without shoulder straps) weights 8.5 pounds. Caterpillar just announced it, too, will offer hand and foot controls as well as joysticks, but with a difference. “Cat hand and foot controls offer multiple control response modes that allow operators to tailor the drive and implement functions to match their skill or task,” says Kevin Coleman, senior marketing engineer. Cat went with single-axis joysticks instead of mechanical levers. The joysticks allow operators to drive the machine while using the arm rests. “Operators can fully use the armrests for increased comfort and reduced fatigue.” Loader armrests are attached to seats and joysticks are attached to armrests; when the seat is raised or lowered or moved fore or aft, the joysticks stay in the same position relative to the seat. Armrests and joystick pods on Cat skid

steers can be adjusted independently of the seat to provide a wide range of comfortable positions for operators in a wide range of sizes. Joysticks on the two models of Kubota skid steer loaders provide immediate access to essential operating parameters such as the standard two-speed drive, proportional auxiliary hydraulic flow, and continuous auxiliary flow. There are also four auxiliary electrical switches that can be configured to meet the owner’s needs (three available switches if one is used to operate turn signals). A dial-type hand throttle control is handy in applications requiring a constant engine speed, such as cold planning and trenching. “Starting in 2016 the SSV Series skid steers will offer Kubota’s Hydraulic Pilot ISO pattern drive and loader control system,” says Paul Manger, Kubota product marketing director, construction. “This responsive and precise system will provide improved control and even greater operator comfort and efficiency.” “Not all joysticks are proportional,”

says Aldridge, “and not all that are proportional have the same proportionality. Some act like on/off switches. Operators want smooth and responsive operation and proper joystick function is essential.”

Even with the addition of HVAC systems, radios, and large-screen instrumentation, OEMs have found ways to make skid steer cabins relatively roomy. Shown is the cab from the Kubota SSV75.

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EquipmentWorld.com | December 2015 31 Untitled-36 1

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machine matters | continued Room for improvement

Radial, vertical

here are two types of lift arm styles, radial and vertical. Each has advantages in certain applications. Here’s a quick overview from Gregg Warfel, district sales manager, Terex Construction Americas. A radius lift path skid steer loader has only one pivot point at the rear tower, allowing the loader to have a radius arch from ground level to full height when raising the boom. This configuration works better for ground engaging applications such as digging and grading. A vertical lift path skid steer loader has more than one pivot point at the rear tower which changes the geom-

While vertical lift machines are better at some types of lift and load functions, radial lift machines such as this Mustang 1650R are perfectly capable of handling materials on most job sites. 32 December 2015 | EquipmentWorld.com

Takeuchi now offers the large frame TS80 skid steer, available in both vertical lift and radial lift. Note the single pivot loader arm on the radial lift TS80R2 and the multiple pivots points on the arm of the vertical lift TS80V2.

etry of the loader arm to lift higher, lift heavier and reach farther when raising the boom to full height. A vertical lift path skid steer loader is better at lift-and-carry applications, such as lifting pallets of heavy material such as pipe, rebar, blocks and pavers. They are also better at production loading because they reach farther into the box of a dump truck, allowing the loader to center load the truck better.

The deeper reach of vertical lift arms is helpful for both loading and unloading dump trucks. Here a Case SV280 loads asphalt out of a truck to bring to a paver.

“If you can see it, you can service it,” says Mustang’s Brian Rabe of the company’s swing-out cooler, which makes it easier to see – and service – more components.

hile current models are sophisticated and offer great value and performance, there’s still room for improvement. “A true plug-and-play design would be helpful,” says Rabe, “where the machine would identify a compatible work tool or attachment and automatically configure performance parameters to match the need.” This feature, sort of a machine-equivalent USB port, would maximize performance and also reduce risk of damage. One example would be restricting hydraulic flow to the maximum recommended for that tool. Zupancic cites the plethora of zerk fittings as something that should be addressed. He says a vertical-lift machine may have 16 zerks. A central lube system or bushings that do not require grease would ensure maintenance is simplified, but each brings issues of cost, space requirements and ways of protecting from damage. Zupancic also says there’s risk in adding features. “Machines from a decade ago were comparatively primitive but also straightforward in their operation. Machine operation can become less intuitive as you add features.” It’s something manufacturers will have to consider as they continue to pad the list of loader features and options.

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highway contractor | by Chris Hill

ChrisHill@randallreilly.com

2015

TOP

ROLLOUTS The top products for road and bridge construction this year.

Here’s what caught our eye as we reviewed road and bridge construction equipment, products and services throughout 2015. These offerings are selected for several factors including their ability to fill a market need, technological advances, innovations and general industry significance. INTELLIGENT COMPACTION

Volvo CE Density Direct Volvo Construction Equipment introduced the industry’s first intelligent compaction (IC) system that measures density in real time. Dubbed Density Direct, the Android-based system’s user interface features a 10-inch touch screen with multitouch capabilities much like a smart phone or tablet. The Density Direct interface displays a map with color-coded density readings in addition to the numerical reading for density, the number of passes and temperature. Volvo IC with Density Direct is available right now in North America on the DD110B, DD120 B, and DD140B asphalt compactors, with plans for aftermarket retrofits to come later. EquipmentWorld.com | December 2015 35

highway contractor | continued Atlas Copco Dyn@Lyzer Atlas Copco Dyn@Lyzer intelligent compaction system offers a touchscreen tablet interface that is wireless and has a 12-hour battery life. Atlas Copco’s CC2200 through CC6200 asphalt rollers and their CA2500 through CA6500 soil rollers can be outfitted with the system. The company’s dealers also are providing free training for contractors. The system provides real-time stiffness measurements of soil and asphalt via a drummounted accelerometer, while front-and rear-mounted sensors provide asphalt temperature readings that help in providing consistent stiffness measurements. Pass counts also are measured. The system keeps up with the number of completed passes via GPS and crossreferences this information with how loose the material is, which helps determine when compaction is complete. The operator is alerted at that point, which in

turn minimizes over compaction. Data collected can be saved and used for analysis later, or for Federal Highway Administration inspections.

ROLLERS/COMPACTORS

BOMAG Tier 4 Final BW11RH-5 BOMAG’s Tier 4 Final BW11RH-5 pneumatic roller is designed for asphalt compaction work on highways, in addition to chip and seal work. The machine features a dramatic redesign that provides excellent visibility. Enhancing that visibility, and representing the biggest design change, is the reversal of the engine and ballast placements. They are essentially reversed from the previous design, with the Kubota engine now positioned in the back, and the water- or sand-fillable ballast compartment placed in front. While the unit has a more contoured and sloping hood, the placement of the lower ballast compartment in the front line of site gives the operator a drastic field of vision improvement. Switching the engine and ballast positions also reversed the offset pneumatic tire configuration, moving the set of five tires to the front, and the

set of four to the back. Other design changes with the cab option are dual cab entry with doors on both sides, a swivel seat and a mini control knob steering wheel. This seat allows the operator to move for better views when needed and the smaller steering wheel removes both a physical (when entering and exiting the cab) and visual obstruction without affecting control. With the new engine design comes easier maintenance. The lower profile places the engine lower to the ground, so operators can stand while working on it. The polymer composite hood, while reducing weight, also offers sound reducing insulation. Other features include brakes that automatically apply when the engine shuts down or with loss of transmission system hydraulic pressure, a three-speed hydrostatic transmission, 10-foot inside turning radius via 35-degree centerpoint articulation and 10-degrees oscillation.

Atlas Copco Dynapac CC1300 The Atlas Copco Dynapac CC1300 articulated compact tandem roller comes in a dual-steel vibratory drum configuration (front and back), or a combination option of one vibratory drum and four rubber tires. In addition to being used for asphalt compaction, the 45-horsepower CC1300 can also be used for compacting sub-bases and base courses. The rollers feature water tanks made of corrosion-resistant recyclable polyethylene plastic. They also have three separate filters to prevent clogging in the sprinkler nozzles, and the sprinkler system can be drained without the use of special tools. Operators can compact materials close to high curbs because of the high clearance of the drum’s edges. On the combination models, the rubber tires are driven in pairs by separate drive motors, a feature the company said cuts down on marring during sharp turns on fresh asphalt. The machine offers a sideways sliding seat and dual front and reverse controls. 36 December 2015 | EquipmentWorld.com

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highway contractor | continued Hamm Tier 4 Final H 5i and H 7i Powered by a 73-horsepower, Tier 4 Final Kubota engine, the Hamm H 5i and H 7i compact rollers have operating weights of 4.5 tons and 8 tons, respectively. Hamm notes that the H 7i is the shortest compactor in its weight class at 14.4 feet, and says a redesigned traction drive for these rollers gives them high climbing capacity and ground clearance. The machines’ wheels are no longer driven by a rear axle, but by wheel motors. Helping matters more in climbing situations and rough terrain are the machines’ three-point swivel joint and short wheelbase. Available options include the Motor Stop system for reducing fuel consumption, an air conditioner, telematics interface, electronic battery-cut-off switch and LED lighting.

Hyundai Series 9 Hyundai Construction Equipment’s lineup of new Series 9 rollers includes two compact tandem-drum models for asphalt paving and maintenance. The models deliver 360-degree operator visibility, up-to-date compaction technologies, quiet and fuel-efficient engines and easily accessible maintenance points. The engine and other components are easily accessible through a wide opening engine hood that provides 270-degree front and side access. The HR25T-9 and HR30T-9 tandem-drum roller models are specifically designed for aggregate paving applications, however, the machines also can be used for soil compaction. Both models have front and rear scrapers to prevent material build-up on the drums. The 5,400-pound HR25T-9 model has a drum width of 40 inches, and the 6,600-pound HR30T-9 model has a 50-inch drum width.

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38 December 2015 | EquipmentWorld.com ATI_Equip0115_PG073.indd 1

9/18/15 10:10 AM

PAVERS

Gomaco Next Generation Commander III The Next Generation Commander III paver includes the companyâ&#x20AC;&#x2122;s G+ control system, which controls hydraulic fan speed, a pivoting operating console, and all other electronic and hydraulic controls. Telematics can be accommodated to allow for remote engine and machine monitoring, and the G+ Connect can interface with 3D guidance systems. The integrated connectivity of the Commander III is achieved through CAN ports positioned throughout the machine, and an optional on-board camera allows for monitoring from a portable display at ground level. The camera is a first for the Commander III. It can be placed in any spot on the machine and of-

fers a live feed to the G+ display on the main console or to the portable displays used at ground level. The GBox controller makes it easier to access, service and troubleshoot issues with the machine and provides a new location for the proportional valves and slave control, and creates a central location for the hoses and wiring to feed through.

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highway contractor | continued Roadtec RP-195e Roadtec’s RP-195e paver is now powered by a 230-horsepower Cummins QSB 6.7-liter engine. The paver features Roadtec’s antisegregation design and hydraulic swing-out operator stations that give a side view of the machine. It features Roadtec’s Guardian telematics system, which allows contractors and fleet managers to remotely monitor equipment diagnostics in real time by logging into the system’s website. Guardian updates owners on each machine’s electrical and hydraulic systems as well as the engine, pressure transducers, grade/slope control and fuel consumption. The system also sends email alerts on fault codes and reminders for maintenance.

Wirtgen SP 25i slipform Wirtgen America’s new SP 25i slipform paver offers Tier 4 Interimcompliant emissions, an update for the current SP 25 line. The new model features a 154-horsepower Deutz TCD 4.1 L4 engine, and offers the same 12-foot-wide paving capacity, ability to place barriers and/or parapets up to 6.5 feet, and can quickly convert from left-side pouring or right-side pouring. The machine has a maximum operating weight of 44,000 pounds, depending on the application and configuration, and features a modular design that supports threeor four-track applications. Other features include Eco mode, which matches engine rpm to power requirements; quick conversion onsite to inset or offset configuration; and precision pouring via electronic steering and control system.

Caterpillar SE50 VT, SE60 V Caterpillar’s two new pavers are equipped with its quick-heating screed system that cuts heating times by more than half. New screed platforms are available for the pavers including the vibratory-only SE50 V and SE60 V as well as the SE50 VT that offers vibration and tamper bars. The SE50 V offers a maximum paving range of 21.3 feet, while the SE50 VT offers 26.3 feet and the SE60 V 25 feet. Cat says the engine, a now-standard Eco mode and an integrated generator in the machines’ new screed heating system combine for substantial fuel savings over previous pavers of the same size. The generator is connected directly to the machines’ engine and, in combination with the heat distribution of the SE50 and SE60, heats to the appropriate temperature in only 15 minutes, down from 30 to 45 minutes. 40 December 2015 | EquipmentWorld.com

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highway contractor | continued Atlas Copco Dynapac F800T The new Dynapac F800T tracked paver has dual, swingout operator platforms for an unobstructed view from the side of the paver. Adding to the improved operator experience are the updated and more ergonomic controls, which group switches by their purpose and frequency. Under the hood, the Dynapac F800T features a 6-cylinder Tier 4 Final Cummins that Atlas Copco says will need less maintenance than its 4-cylinder counterparts. Atlas Copco also gave the new paver the Dynapac feed control system to eliminate material segregation and keep the material flow uniform with four ultrasonic sensors and the thinnest center chain box auger system on the paver market. The augers also have 17-inch diameter flights to get rid of centerline segregation. The Dynapac F800T also comes with the Carlson

EZIV08-15 front-mounted electrical screed that gives the operator 8 to 10 feet of working width and a 1-inch mat. The screed has a 34-kilowatt, hydraulically driven generator that heats it without sticking and keeps the frequency control at 60 hertz no matter the load or speed of the engine.

WEB APPLICATIONS

ACPA WikiPave The American Concrete Pavement Association (ACPA) has created a Wiki site for information about the concrete pavement association – WikiPave.org. While the information on WikiPave is freely available, ACPA said, all editing rights and content development is limited to its members and affiliates. Development of the site has been an 18-month process, including developing the platform and populating it with new information, as well as content from the association’s web site, particularly its Concrete Pavement Resource Center.

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42 December 2015 | EquipmentWorld.com Untitled-1 1

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Grimmer Softwareâ&#x20AC;&#x2122; RoadBump Road maintenance and engineering professionals can now get objective data cost effectively with RoadBump, an Android application from Grimmer Software that measures the roughness of a road using a smartphone. Using the Android deviceâ&#x20AC;&#x2122;s GPS and accelerometer, the app displays a map of the road and enables zooming, rotating and aligning to graphs, as well as switching the path driven between street and satellite views. The map is color-coded with red sections to indicate rough segments, yellow for normal roughness and green for smooth segments. Tested at the National Center for Asphalt Technology at Auburn University, RoadBump produces estimated International Roughness Index graphs and an accelerometer graph that shows individual bumps, dips and waves. The road data is collected and stored on the device, eliminating the need for a network connection when recording or reviewing data, which can be exported as a CSV file via email, Google Drive, OneDrive or Dropbox.

EquipmentWorld.com | December 2015 43 Untitled-16 1

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highway contractor | continued MATERIALS

Lafarge Tarmac Topmix Larfarge Tarmac’s Topmix Permeable pavement can take on huge amount of liquid, touted at 600 liters per minute per square meter, or roughly 15 gallons per minute per square foot. This is a drastic increase over what the National Ready Mixed Concrete Association states at perviouspavement.org as a typical rate of 5 gallons per minute per square foot for permeable/pervious concrete pavement. The company recommends the product for low volume residential roads and parking lots, bike and pedestrian paths, driveways and road shoulders.

Unique Paving Materials’ Ravel Check Unique Paving Materials says Ravel Check, its new liquid asphalt pavement preservation product, can extend pavement life by three to five years. The product is designed to penetrate the asphalt surface and rejuvenate the liquid asphalt binder, while protecting the surface against contaminants such as fuel, oil, water and de-icing agents, says the company. Ravel Check is applied at warmer than 50 degrees, does not need to be heated and can be applied via brush, spray, or distributor trucks.

MATERIAL TRANSFER/MILLING/PLANING

Vögele MT 3000-2i MTV Vögele’s Tier 4-interim MT 3000-2i material transfer vehicle offers high capacity, expanded maneuverability and low operating costs. The machine features a 215-horsepower water-cooled Deutz engine, has a storage capacity of 18 tons and can move 1,300 tons per hour. The receiving hopper offers active remixing with two 16-inch diameter conical augers, and the paver hopper features passive remixing with an optional 17-ton or 22-ton receiving insert. The primary and secondary conveyor belts, measuring 43-inches wide, are heated to eliminate warm up loads and to keep material from sticking to the belts. Also aiding in keeping the belts clean are heated scrapers. The secondary conveyor has a swing capacity of 55 degrees to left or right, a feature new to the North American version.

Wirtgen W 35 Ri The new Wirtgen W 35 Ri, the latest in the company’s lineup of compact milling machines, has a working width of 350 mm (13.78 inches) and a tight turning radius for work on small jobs in tight spaces, such as milling around manholes. The machine features a Tier 4 Final 60-horsepower Deutz engine, which the company says provides a 7 percent increase in engine output. Three variably selectable milling drum speeds are available, and three milling depths are possible, with a maximum depth of 110 mm (4.33 inches). The W 35 Ri also can be outfitted with a 500 mm (19.69 inches) milling drum as well. Wirtgen has added the Level Pro Plus leveling system to the machine, which provides precise milling. 44 December 2015 | EquipmentWorld.com

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THE ALL-NEW F-650/F-750 /// FORD.COM Vehicle shown with aftermarket equipment. *Class is Class 6 and 7 Conventional Chassis Cabs based on Ford segmentation. **Vehicle will be equipped with the standard factory fuel system. This package does not include compressed natural gas/propane fuel tanks and lines, etc. See your dealer for details.

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maintenance | by Tom Jackson | TJackson@randallreilly.com

SAFETY LESSONS

FROM THE REAL WORLD AEMP PANEL HIGHLIGHTS SMART IDEAS ANYONE CAN ADOPT

re your crews bored with safety talks? Do the topics seem stale, obvious or theoretical? Here are six real-world examples of small but significant safety improvements made at construction companies. These tips were shared as a part of a panel discussion on safety at the Association of Equipment Management Professionals 2015 Asset Management Symposium, held this Fall in Cleveland, Ohio.

RFID CARD READER PREVENTS UNAUTHORIZED MACHINE ACCESS.

im Truex, midsize equipment and electrical manager for Kokosing Construction, Columbus, Ohio, wanted a way to prevent unauthorized operators from starting equipment, especially cranes, aerial work platforms, forklifts and CDL vehicles. When site supers get in a rush to move something, there is a temptation to let untrained workers get in the crane or telehandlers for a quick lift, Truex says. “They can be a danger to themselves, other operators and equipment.” Kokosing wanted to eliminate any chance of this ever happening. Some OEMs offer electronic keypad access on some machines, but an unqualified operator can easily get the code from a qualified buddy and he’s up and running. The solution was to issue every operator a RFID (radio frequency identification) swipe card and code the card to reflect which pieces of machinery each operator was qualified to run. “If he doesn’t have the train-

ing, he can swipe his card to his heart’s content, but he can’t start the equipment,” Truex says. The program was coordinated between Kokosing’s fleet managers and the company HR department and cost about $1,200 per machine with six to eight man-hours for each installation.

INFORMATION CAMPAIGN STOPS AIR HORN DANGER.

t Traylor Bros., Evansville, Indiana, Jason Ruggles, shop manager, heard that in winter truck drivers were putting frozen air horns on the dash of their pickup trucks to warm them up. This can cause the gas in the can to expand to the point where the can explodes. Not only would this tear up the cab, it had the potential to be fatal. There was no OEM solution, nor was there any MSDS sheet on these cans, only a warning in fine print on the label. So Traylor decided the best solution was to launch a massive information program to warn drivers. A safety bulletin was issued to all employees, comEquipmentWorld.com | December 2015 49

maintenance | continued panies, partners and projects, and a safety stand down was conducted. Ruggles estimated the total cost to be around $1,000. During the hazard investigation the company also learned that the potential for unexpected release of stored energy existed in other places and devices not normally considered. This is the kind of information that has to be passed around peer to peer, says Ruggles. “Tell your buddies. Don’t be shy about sharing this stuff. It might save lives,” he says.

DRIVER’S TIP LEADS TO LIGHTING OVERHAUL OF YARD.

ero-dark thirty is a time of day all too familiar to construction workers. And at Schlouch Incorporated, Blandon, Pennsylvania, when the day begins in total darkness, the equipment yard is an area where dozens of vehicles and people may be rushing around to get the day started. When a truck driver casually mentioned to Kevin Reimert, fleet coordinator for Schlouch, “Somebody’s going to get run over in this yard,” Reimert didn’t waste time rectifying the situation. He made it mandatory that everybody wear reflective safety gear in the yard, instituted a 5-mph speed limit and commissioned a lighting plan that eliminated any dark spots in the area.

EQUIPMENT MODS CUT RATE OF SLIPS, TRIPS AND FALLS.

alls from equipment are the No. 1 source of injuries in the heavy construction arena. Traylor Bros., Evansville, Indiana, wanted to do something about it. Despite good access systems on most OEM equipment, Traylor fleet managers thought they could do better. The company researched the relevant regs in the OSHA 1926 standard, says Adam Ralph, fleet maintenance engineer. Starting with its cranes, Traylor applied the most rigorous interpretation of the recommendations in OSHA 1926. They beefed up the handrail systems, put fiberglass grip strips on platforms and painted all the leading edges of platforms yellow. “We drew attention to the hazards if we couldn’t get rid of them,” says Ralph. The total cost per machine was $3,320 and about six hours of labor, says Ralph. Since implementation the incident rate has gone down and the program has improved morale among the operators, he says, because they know now their incident reporting isn’t falling on deaf ears. The company will continue to study the feasibility of access point upgrades for other models of equipment.

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COMPLACENCY ON ARTIC ROLLOVERS GETS A RUDE AWAKENING.

he bodies of articulated trucks, because of their design and the uneven terrain they work, can too easily roll over. Don Swasing, chief operating officer at Schlouch, knew this, but was bothered by the fact that these rollovers were seen as inevitable. There was a lot of complacency, he says. When told that X-number of rollovers could be expected in a year, he thought: that’s unacceptable – that number needs to be zero. So Swasing started doing root-cause analysis of the rollovers that had occurred at jobs where Schlouch ran artics and found that the problem was bigger than just complacency. There were a lot of gaps in operators’ knowledge. There was an attitude that artics were disposable machines. There was also a culture of fear among operators who didn’t want to be accused of being a screw up and so didn’t report near misses. “We had to eradicate that process,” says Swasing. The company engaged Cat Safety Services and the consulting firm Graham Company to provide qualified instructor partners. Together they put together a re-education program aimed at changing the culture and attitudes. “We found a lack of consistency and personal accountability,” says Steve Nester, Schlouch’s estimator/ project manager and department coordinator. “The key was to use setbacks to train other people and slow down and share the information,” he says. “We learned not to get hung up on the accident and play the blame game, but to use it as a learning tool. Don’t manage by fear. Inspire people as a leader,” he says. In addition to further safety audits, the company also beefed up its general safety awareness with a Speak Up-Listen Up campaign for all employees. Key leaders took the OSHA 30-hour construction-training course and personnel were also certified in the Safety Trained Supervisors Construction (STSC) course put on by the Board of Certified Safety Professionals. Additional investments in safety training planned for 2016 include the OSHA 30-hour course for all foremen and crew leaders and additional field safety audits. The program to date has resulted in a 14 percent reduction in accidents and employee engagement in safety issues has consistently increased, says Swasing.

THREE QUICK SAFETY BREAKS EACH DAY UPS AWARENESS, SLASHES INCIDENTS

lthough there were no injuries, excessive equipment damage and rising safety incidents had begun to take away from the bottom line at AECOM’s

Black Thunder Mine in Wright, Wyoming. Management convened a group to investigate the incidents and when they did, one fact stood out prominently, says John DePoorter, equipment manager. Almost all the incidents were happening at the same time of day: midmornings and mid-afternoon to quitting time. So the mine’s safety committee came up with a 10-24 plan where all the operators would stop during their shifts at 10 a.m., 2 p.m. and 4 p.m., and get on the radio for a quick safety talk. During that time operators could update each other on problems with mine site or haul roads, things like icy patches on the road or a missing berm or just safety in general. The strategy not only gives workers real time safety information, but it fights off fatigue and discourages complacency. “It just seemed to wake everybody up,” says DePoorter, “and we have good conversations back and forth between the operators.” Responsibility for convening the safety break is assigned to different employees to ensure participation and engagement, he says. The only cost has been 10 minutes of labor time per operator per shift. The benefit is that the company has decreased incidents by 50 percent or better, says DePoorter. “It’s worked out well for us.”

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EquipmentWorld.com | December 2015 51

1/27/14 2:30 PM

road science | by Tom Kuennen

BONDED

FOR LIFE

Experts agree: For long-lived asphalt pavements and overlays, bond them with a well-placed bond or â&#x20AC;&#x153;tackâ&#x20AC;? coat. But in practice, theyâ&#x20AC;&#x2122;re not applied consistently, compromising the long-term performance of the bituminous surfacing. Understanding and correct placement of bond or tack coats is essential for long-lived asphalt pavements. New research underscores the importance of bond coats, and new materials are changing how these essential placements are formulated. 52 December 2015 | EquipmentWorld.com

Image: Tom Kuennen

Bond or ‘tack’ coat is applied evenly, with spray nozzle overlap, across the width of the lane to be paved.

Why the bond coat? hey’re better known as of asphalt concrete to the old one,” tack coats, but “bond the Cornell report says. “A tack coat coats” better describes replaces the worn-away asphalt their function. The purand promotes bonding with the old pose of a bond coat is pavement.” to “glue” an asphalt overlay to the But many local road agencies don’t asphalt layer below. provide detailed tack coat specs, or Today – according to the Asphalt don’t make them a “pay item.” They Pavement Alliance – some 94 percent just leave it up to the contractor, who of America’s roads are surfaced with may see the bond coat as one more asphalt. But if a strong bond is not expense he doesn’t need. Others apcreated between the layer on which ply them, but do it imperfectly. the asphalt driving course is placed, Well after the contractor has debe it asphalt or parted the scene, concrete, the poor bonding new asphalt between two layers surface is at risk of hot mix asphalt of failure. becomes the cause Bond, or “tack” of many pavement coats provide headaches. “Pavethe adhesive that ment bonding is binds the asphalt essential to quality layer to the pavement perforsubstrate, addmance,” says Dave ing strength the Johnson, regional same way flimsy, engineer, The Asthin laminates of phalt Institute. “Selumber are glued lection of an aptogether to create propriate tack coat Image: NCAT strong plywood material, applied in Multiple layers – each with its own boards. the recommended function – comprise the modern asphalt “Normally, ranges, provides pavement; bond or tack coats are the when a new the glue necessary ‘glue’ that bonds the layers together. layer of hotto the pavement mix or cold-mix for bonding.” asphalt is placed, Like plywood, the surface of every rock and grain of asphalt pavements are built of layers, sand is uniformly coated with a film and their bonding is critical to good of asphalt,” reports the Cornell Local performance. “Building asphalt paveRoads Program in New York State. ments in layers provides a number “The initial film thickness is only a of advantages, [as] each layer can be couple thousandths of an inch thick. engineered to have specific characOver time, sunlight hardens the surteristics and properties,” reports the face film and makes the asphalt less National Center for Asphalt Technolsticky. Traffic abrades the surface, and ogy (NCAT) in spring 2015. water helps to remove the coating. In For example, surface layers may one or two years the asphalt film is be designed to provide high levels of worn off the surface, leaving the agfriction, be porous to drain water and gregate exposed. eliminate hydroplaning, and opti“From that point forward, there is mized to provide a low levels of tire/ nothing there to bond a new layer pavement noise, NCAT says. Other EquipmentWorld.com | December 2015 53

road science | continued

Bond coat application A tack coat is sprayed on the surface of an existing asphalt or concrete pavement by a distributor truck immediately prior to placement of an overlay. The goal is to achieve uniform coverage over the entire surface to be paved. Once the tack coat is in place it should be given time to cure and become tacky. Normally this would only require a few minutes. To preclude getting dust and dirt on the surface, traffic should not be allowed on the surface; in fact doing so will lead to residual asphalt being tracked onto adjacent surfaces, removing it from the path of the overlay and 54 December 2015 | EquipmentWorld.com

Image: Tom Kuennen

examples of specific layer designs include those that are highly crack resitant and others that provide structural stiffness. Regardless of function, if the layers are not bonded together, the interface between layers becomes the weak link in the system, and the pavement will not perform as intended. “Although we can design, construct and rehabilitate each layer independently, the layers must be bonded together for the pavement to respond to loads as intended,” NCAT says. “That is the purpose of tack coats.” If layers are insufficiently bonded, the driving or friction course may begin disintegrating. A commonly observed problem related to poor bond between layers is slippage failure, which may occur at locations where traffic accelerates, decelerates or turns, reports NCAT. Other ills include delamination and a type of alligator cracking. “Alligator cracking may be perceived as a bottom-up fatigue distress, when in fact the damage may have initiated at the poorly bonded interface,” NCAT advised. “Highway agencies should routinely core pavements in need of rehabilitation to determine if poor bonding is contributing to pavement deterioration.”

Delamination of friction course – underlain by weak bonding and precipitated by freeze/thaw cycles – results in a shallow pothole that represents gateway for water to enter pavement structure and cause further damage.

contaminating nearby areas. Careful surface preparation is stressed by the Virginia DOT in its Asphalt Field Certification Study Guide. “For mix laid on top of existing asphalt layers, that surface should be properly prepared, [with] potholes filled, cracks sealed, and the surface cleaned,” the guide says. Virginia requires the use of a tack coat to ensure a

bond between the existing pavement surface and the new asphalt overlay, unless exempt per specification. The bond coat should not be used in lieu of removal of dust and dirt by brooming, or by flushing with air and water, the commonwealth states. It adds the tack coat material – which is normally asphalt emulsion but can also be liquid asphalt cement – must be

placed by a pressure distributor, and all nozzles on the distributor must be fully open and functioning, and should be turned at the same angle to the spray bar, approximately 30 degrees. In addition, Virginia requires the spray bar should be at the proper height above the pavement surface to provide for a double or triple overlap of the sprayed material. “The result will be the proper amount of overlap between the nozzles, and a uniform application of the tack coat to the road surface,” says the state agency. “The tack coat material should be heated to the proper temperature, so that it is fluid enough to be sprayed uniformly from the nozzles instead of coming out in strings.” The coat should be uniform from edge to edge, but some pavement may show through. “If the correct amount of tack coat is sprayed on the surface, some of the existing surface will still be visible through the tack coat,” says Virginia DOT. “Not all of the existing pavement surface will be covered.” Available materials and existing site conditions will help determine the application rate and required amount of ultimate residual asphalt.

Materials for bond coats Bond or tack coats are placed using either straight liquid asphalt, cutback asphalt, or asphalt emulsions. emulsifiers, water, and sometimes petroleum diluent to produce emulsified asphalt. 56 December 2015 | EquipmentWorld.com

Image: Tom Kuennen

road science | continued

After 2000, there has been a shift from using “cutback” asphalts to using asphalt emulsions or liquid asphalt for tack coats. More recently, asphalt emulsions have been introduced that are engineered for higher performance, such as not tracking by tires onto adjacent surfaces. Cutback asphalts: Liquid asphalt may be thought of as the viscous goo that remains after lighter hydrocarbons like naphtha, gasoline and kerosene are removed from raw crude oil at a refinery. A cutback asphalt is made by mixing the liquid asphalt with a lighter hydrocarbon diluent – such as kerosene – so the liquid asphalt is more fluid and suitable for placement as a tack coat. While they still are commonly used, there are environmental concerns with their use, since they cure via evaporation of the lighter hydrocarbons and introduce volatile organic hydrocarbons to the atmosphere. Because of this, most DOT specs specify tack coat materials, application methods and payment – usually requiring the use of diluted asphalt emulsions.

This application of bond coat on private drive awaiting overlay has quality issues Cutbacks are classified according to the speed of evaporation of the petroleum diluent, as in rapid curing (RC), medium curing (MC), and slow curing (SC) cutbacks. Emulsified asphalts: On the other hand, an asphalt emulsion for bond coats or surface treatments is a homogeneous mixture of two insoluble substances, oil and water. In it, particles of liquid asphalt (the dispersed phase) are surrounded by molecules of water (the continuous phase). Compared to hot liquid asphalt, asphalt emulsions have greatly reduced viscosity, are safe to use at lower temperatures, and allow expensive liquid asphalt to be spread more thinly, perhaps saving money. Emulsified asphalt is produced by dispersing tiny globules of asphalt cement into water treated with a small quantity of emulsifying agent. The dispersion takes place in a powerful blender, called a colloid mill, where spinning blades break

L E A R N M O R E A T W W W. D R I V E A S P H A LT. O R G

The APA is a partnership of the Asphalt Institute, National Asphalt Pavement Association and the State Asphalt Pavement Associations.

road science | continued or shear the liquid asphalt into suspended microdroplets, making emulsions as fast as 28,000 gallons per hour for asphalt emulsions, or 15,000 gallons per hour for polymer modified asphalt emulsions. The emulsifier – commonly a surfactant (detergent) or surface-active agent – maintains the microscopic asphalt droplets in a stable suspension within the water, keeping them from recombining. Emulsifiers also control the “break” time following placement on a road, in which the water evaporates, leaving the asphalt behind. These are categorized as rapid setting (RS), medium setting (MS), slow setting (SS) and quick setting (QS) emulsions. To make sure the asphalt adheres to the surface on which it’s placed, the emulsifier must be matched to the right aggregate. Igneous rock of silicate mineralogy like granite, trap rock or basalt generally are negatively charged, and react best with a cationic (positive) emulsion; posi-

tively charged sedimentary rocks of carbonate mineralogy like limestone or dolomite react best with an anionic (negative) emulsion. “The anionic grades are slightly preferred where limestone and dolomitic aggregates are exposed on the old road surface,” reports the Cornell Local Roads Program. Cationic grades would be preferred for all other aggregate types. Either way – whether cutback or emulsion – once the liquefied asphalt cement is applied during road construction, the diluent petroleum solvent (in the case of asphalt cutbacks) or water (in the case of asphalt emulsions) evaporates, leaving the residual asphalt cement to do its job.

Modified bond coats A new generation of modified bond coats is resulting in better-performing pavements, or bond coats that are easier to work with in the field, albeit at a higher price.

Lab devices have been developed that measure the degree of bonding that different bond coats achieve between lifts of asphalt, and the asphalt or concrete substrate, and have documented the better performance of modified emulsions. For example, using a direct shear test device, researchers for the Illinois Center for Transportation found use of a polymer modified binder tack coat increased the number of cycles to failure in the laboratory tests. Manufacturers have stepped into the fray. For example, an “enhanced bonded pavement” has a uniform application of a modified tack coat beneath an overlay, providing a high bonding capability and other enhanced mix properties. The tack may be conventional but is usually a polymer modified asphalt emulsion. In addition to higher bonding potential, this value-added bond coat can even result in a placement of a thinner asphalt layer, with as-

Email: info@mobilebarriers.com

www.mobilebarriers.com

58 December 2015 | EquipmentWorld.com BaileyBridge_BR0513_PG14.indd 1

4/23/13 9:32 AM

Image: NCAT

sociated savings, with performance equal to or superior to a conventional overlay due to the superior bond. “By increasing bonding by 25 to 75 percent, lift thicknesses can be decreased by 0.5 in., and [will] result in increased pavement life by 21 percent,” says Todd Thomas, Colas Solutions, in his 2011 presentation, Tack Coat Materials and Methods for Optimizing for Thin HMA Applications. Tracking of tack coats by tires from the paving lane into adjacent lanes or streets, or by shoes into places of business, has been a bane of asphalt overlay projects. But the advent of value added “track-free tack” products has reduced this problem. One such product is UltraFuse Bond Coat, from Blacklidge Emulsions, Inc. It’s a hot-applied (300+ degree), polymer modified, nontracking asphalt bond coat that is designed to be applied with conventional asphalt distributors at rates of

0.08 to 0.18 gallons per square yard. This high application rate becomes trackless to the touch in less than 20 seconds and is immediately ready for a hot or warm mix asphalt overlay, the manufacturer says. “The trackless behavior avoids pick-up on vehicles and construction equipment, keeping the heavy application in the intended area for

Slippage of asphalt overlay can be attributed to weak or nonexistent bond or tack coat. overlay construction,” Blacklidge says. “When overlaid with HMA, the heat from the new asphalt layer reactivates the coat and creates the strongest possible bond between the new and old pavement layers.”

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CONSTRUCTION TECHNOLOGY NEWS

Caterpillar’s technology strategy: embrace the change and counsel the customer

ive years ago hardly any of Cat’s heavy equipment was connected with telematics, says Paolo Fellin, vice president of construction and infrastructure industries at Caterpillar. Today, he says, the company has more than 300,000 connected machines worldwide. “Two years ago, when I visited customers and talked about technology, sometimes they would get a glazed look in their eyes,” Fellin says. “Now when I visit customers, the first half hour all they want to talk about is technology.” We had the chance to talk one-on-one with Fellin and his colleague, John Carpenter, construction technology and solutions manager with Caterpillar, about their company’s strategy in this dynamic environment and how it will affect the industry and their customers.

by Tom Jackson

tors scrambling to adjust to new realities, find the best value, and decide on the right technologies and the best path forward into an uncertain future. Uncertainty and questions abound for contractors, dealers and OEMs.

Disruptive technology During our talks Fellin showed us two slides. The first featured logos of the heavy equipment manufacturers Caterpillar has always competed against: Komatsu, Deere, Case and others. The second slide showed the logos of companies Cat considers future threats. There was not a single heavy equipment manufacturer on it. Instead, they were data, technology and service companies. Some are big – like Google – and some you’ve never heard of. Caterpillar is not thinking that these technology companies will suddenly start making bulldozers. Rather, these non-traditional comThe “smart boom” on Caterpillar’s new 336F L XE excavator The boom is here petitors, by virtue of their uses GPS signals to tell the bucket where to dig and exactly unique digital capabilities, The boom in heavy how deep, so there’s no over digging and nobody has to jump in the trench to measure the depth. can create a lot of value for equipment technology is contractors. They may even reshaping the industry, alter the fundamental dynamics of the changing the role of partnerships selves marginalized as their tech and redefining competitors. For the savvy competitors continue to drive industry, and Caterpillar has no intencontractors who have the desire down costs and boost productivity. tion of being left out of the process. and the means to deploy this techThe industry has just emerged Partnerships and acquisitions nology, it is creating double-digit into the first stages of what will gains in productivity, cost efficiency prove to be a decades-long revoluIf you’re keeping up with the news and fuel economy. And those who tion. And this fast pace of change you know Caterpillar has entered resist technology may find themhas OEM’s, suppliers and contracinto several technology-related EquipmentWorld.com | December 2015 61

acquisitions and partnerships in just this year including Yard Club, a peer-to-peer equipment rental service and Uptake, an analytics firm that develops predictive diagnostic technology for equipment. The company also established an analytics and innovation division headed by an officer-level executive and formed a strategic alliance with Modustri, which makes ultrasonic equipment inspection and measurement hardware.

The new digital reality It’s not just about the iron anymore, Fellin says. It’s telematics, connectivity, data analysis, software, financing, online rental and auction technology. Those all offer solutions and opportunities for contractors. Small companies that don’t manufacture much of anything other than sensors and small black boxes – the hallmark of many disruptive technologies, are providing many of them. The iron isn’t going away, but Caterpillar is betting that the OEM that gets the sale is going to be the one that helps its customers manage their equipment with the best available technology and serves as the customer counselor and advisor on technology. “People used to ask us about dig depth and lift capacity,” says Fellin. “Now it’s: ‘How can you help me set up the jobsite so it is more productive? How do I know if my machines are working at full capacity? How do I know if an operator is using my machine well?’ We’ve gone from a customer wanting a machine to a customer wanting a solution.” Informed sales force “Even before technology came along, most Cat dealers and salesmen knew they couldn’t just flog iron,” Carpenter says. “There’s was a time when you didn’t have to 62 December 2015 | EquipmentWorld.com

the customer needs. They may not need all the tools in our arsenal, or they may want to go to a complete digital ecosystem for their product or enterprise.”

A mobile application that takes the paperwork out of the inspection process, Cat Inspect offers downloadable, machine-specific forms to capture all the data you need for inspections, reports and PMs. worry about financing, and now there isn’t a salesperson worth their salt who can’t qualify a customer on financing. The same holds true for salespeople and technology today. It is new and represents a change to their selling approach, but it will quickly become an integral part of their everyday sale,” Carpenter says. “A salesman who isn’t doing that isn’t going to survive,” Carpenter says. “If you don’t know what’s weighing on the customers mind, if you can’t go in and understand the processes that are keeping that customer in business or up at night, he may never give you the business. You have to become a confidante to that contractor.” Every contractor faces different challenges, Carpenter says. “We need to be able to scale to what

Coming soon to jobsite near you In addition to big data and telematics, Caterpillar is looking further down the road for the next big thing. And as it turns out there are a lot of next big things, including: Autonomous machines. “We’re going to leverage what we’ve learned on the mining side and bring autonomy to the jobsite,” says Carpenter. “We have semi- autonomous dozers operating today and autonomous mining trucks.” Augmented reality. In the service environment, augmented reality might mean that a technician approaches a machine with his tablet computer. The tablet recognizes the machine and reads a telematics feed that pinpoints the problem. It could give him a virtual reality image of a schematic showing where the problem is, show him how to take care of the problem and enable him to order the part all on one screen, Carpenter says. Similar systems could provide benefits to operators in the cab with heads-up displays that show progress against plan. Drone technology. “We’re looking at drone technology or any collection of 3D data, cameras included,” Carpenter says. “There are companies today that can do a 10 minute fly-over a quarry analyze the data in a simple way for the customer to see and have the detail available to analyze. The ability to process camera data is so good they can tell aggregate stock pile types, when haul roads are becoming to narrow for safe passage or how much material has been removed to where since the last fly over. We can combine this data with our machine data in real time and analyze performance,” he says.

CONSTRUCTION TECHNOLOGY NEWS continued

Komatsu’s drone-powered automated equipment service eliminates 20-30 percent margin of error in soil volumes

uch like here in the United States, Japan is experiencing a severe lack of skilled construction workers, now being amplified as Japan prepares to host the 2020 Olympics and is building several stadiums. This is one impetus behind Komatsu’s new Smart Construction service, which seeks to automate pre-foundation work on jobsites by combining drones and smart heavy equipment. The service was unveiled in January, but Komatsu and Skycatch, the manufacturer of the drones being used, recently revealed a bit more information on the service. Smart Construction pairs Skycatch drones with Komatsu machines equipped with the company’s intelligent Machine Control technology. While iMC currently offers operators semi-automatic control on a range of dozers and one excavator, Smart Construction seeks to remove the operator almost completely from the equation. Instead of selling these machines to customers, Smart Construction leases the machines and drones to customers and handles their operation. “Through this connectivity, our objective is to optimize the entire construction process from beginning to end,” says Ryoichi Togashi, the chief project manager in Komatsu’s office of the CTO, in a new Skycatch video. (To view the video, go to equipmentworld.com and search for “Komatsu automated equipment.”) Using the drones, Smart Construction performs an initial terrain

by Wayne Grayson

The D155AXi-8 is Komatsu’s largest semi-automatic dozer. survey, which is compiled into 3D data. That data is sent along to the iMC-equipped machines wirelessly, giving the machines all the information they need to accurately prepare the site. “We provide customers with extremely accurate terrain survey data,” says Kenichi Nishihara, a Smart Construction project manager. “And the customers provide a 2D completion plan. We connect the two. … If customers want to make changes during the process, our support center assists and sends update information to the (machines).” In January, Komatsu told the Wall Street Journal the machines would move on pre-programmed routes, taking humans out of the cab and leaving them to program the routes, initiate work, monitor their progress and hang around in case of an emergency in order to

take the controls. Part of the optimization Togashi was talking about is Smart Construction’s goal of eliminating the “20-to-30-percent margin of error in soil volume” Komatsu says is the result of human-conducted terrain surveys. Plus, a terrain survey can be completed in one day – or evan as little as 30 minutes – with the drones, compared to up to two weeks using traditional methods, Komatsu says. Komatsu hasn’t released any case studies or customer testimonials, so we’ve yet to see a real world example of a successful Smart Construction project. But the partnership with Skycatch doesn’t appear to be going anywhere as Skycatch recently announced that Komatsu “is one of the principal investors in a new $25 million round of funding,” according to The Verge. EquipmentWorld.com | December 2015 63

Bobcat unveils Trimble 3D machine control system for M-Series compact loaders

by Tom Jackson

n big earthmoving jobs 3D GPS machine control on dozers and motor graders has proven its worth. Now Bobcat is bringing that same precision and performance to the compact end of the equipment scale with its new 3D grade control system. The company announced in October it is adding the option of using a Trimble GCS900 grade control system with its heavy-duty grader attachments when paired with their M-series loaders, including the S750 through S850 skid steers, the T650 through T870 compact track loaders and the A770 all-wheel steer loader. The grader attachment comes

factory-equipped with the mounts needed for the sensors. The sensor kits and harnesses are installed at the Bobcat dealership. That said, the Trimble GCS900 can also be installed on existing machines as long as the machine is an M-series with a deluxe instrument panel and the heavy duty grader attachment is 96 or 108 inches; however, this may require an upgrade of the machine and attachment software. With this system, as you maneuver around the site the lift cylinders on the grader are controlled by GPS signals so that the elevation of the cutting edge of the blade exactly matches the topographical design

17 th Annual

programed into the machine’s computer. The operator still maintains control of side-shift on the grader as well as blade rotation to control how he manages the excess material. But otherwise the machine and grader attachment dial in the elevations automatically to finish-grade accuracy. There are multiple ways to get a 3D topographic designs programmed into the machine. You can create simple designs in the field from the cab such as single and dual slopes, crowns and culverts. For more complex contours and jobsites you can upload the design to the cab-mounted

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CONSTRUCTION TECHNOLOGY NEWS continued CB450/460 unit with a memory stick. And these designs can be created in Bobcatâ&#x20AC;&#x2122;s Business Center HCE software. The system also has the capability to connect to a server remotely and download designs that have been assigned to that machine through the cloud using the Trimble Connected Community. According to the company, the value of this technology is independent of the value of the machine. There are different configurations available that significantly lower the cost compared to the systems used on larger earthmoving equipment. For example, with the integration of the Bobcat Sonic-Slope system, Trimble GCS900 leverages the rotation sensor, main fall slope sensor and blade cross slope sensor. This allows the customer to use either a Single GNSS receiver or a Single UTS (Universal Total Station) receiver.

Get your topos from the cloud and let Bobcatâ&#x20AC;&#x2122;s new 3D machine control system automatically guide your elevations.

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WHY EQUIPMENT TIRES SHOULD MATCH Visit info.bkt-tires.com/matching-equipment-tires for Preventative Tire Maintenance Tips

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9/17/15 9:14 AM

Topcon debuts a rotary wing UAV for mass data collection

ontractors, surveyors and engineers are finding all kinds of new and useful applications for unmanned aerial vehicles, otherwise known as drones. Topcon has introduced a new product into this market, the Falcon 8–powered by Ascending technologies – designed for inspecting and monitoring worksites and surveying and mapping applications. This rotary-wing style UAV can maneuver in small spaces and cope with challenging

Topcon’s Falcon 8 UAV is capable of aerial photography as well as survey work.

To order, call (800) 430-4540 or visit www.equipmentworld.com/roady-order-form Email: roady@equipmentworld.com 66 December 2015 | EquipmentWorld.com Roady_EW_halfpage_EW0415.indd 1

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CONSTRUCTION TECHNOLOGY NEWS continued environments that drones often face. According to Topcon, the Falcon 8 is well suited for mapping or modeling projects up to 85 acres with high-resolution imaging. Topcon has two versions of the Falcon 8: the GeoExpert for surveying, modeling and mapping projects, and the InspectionPro for industrial inspection and monitoring applications. The GeoExpert has a HD RGB camera payload while the InspectionPro comes with the camera and infrared sensor combination. Both versions can give you real time video and data monitoring, photo tagging, and desktop software to generate easy to edit material. An autopilot safety feature provides three levels of redundancy for protection against performance drop or loss of control. Three inertial measurement devices synchronize all the data sensed by the UAV and compensate when needed.

Virginia Tech’s prototype “smart vest” has potential to reduce highway worker deaths and injuries

esearchers at Virginia Tech think they may have an idea that could cut the 600 construction worker work zone fatalities in the country in half. The InZoneAlert vest incorporates radio sensors and GPS tracking that workers wear on or inside the vest coupled with connected vehicle technology. If a collision is likely, the sensors warn the construction worker and the driver of the

vehicle. (To see a video explanation of the technology, go to equipmentworld.com, and search “prototype smart vest.”) “Any warning we can give them is better than no warning at all,” said Kristen Hines, a doctoral student with the Bradley Department of Electrical and Computer Engineering, who is helping lead the combined effort of the College of Engineering and the Virginia Tech continued on page 68

Equipment reviews by owners for owners Equipment World’s Reader Reviews is your new go-to source for an in-depth unbiased look at how contractors evaluate the models they own. Current reviews include: • Bobcat S650 skid steer • Case 580 Super N backhoe • Cat 336E L excavator

Go to EWReaderReviews.com to find out how contractors rate the machines they own. EquipmentWorld.com | December 2015 67

CONSTRUCTION TECHNOLOGY NEWS

continued

continued from page 67 Transportation Institute. Thanks to improvements in technology the sensors in these “smart vests” are no bigger than a cell phone, and eventually could become as inconspicuous as a pack of gum. Tom Martin, a professor with the College of Engineering who researches smart clothing like the InZoneAlert vest says it could also be used by policemen and first responders. “Anyone who has to be out on the interstate with passing vehicles could benefit from an individualized warning,” he says. One of the goals of the team working on the InZoneAlert vest is to make sure the alert is distinct but not jarring. “We don’t want to add to their cognitive load,” said Martin. “We don’t want to give them false alarms. We just want to give them a few seconds notice to know that someone is coming toward them and then give them a chance to get out of the way.” While still in the testing and development phase, InZoneAlert system has the potential to reduce vehicle-worker conflicts by 90 percent, says Martin.

WorkplaceAware Safety reporting app can keep near misses from turning into serious accidents

or every reported fatal workplace accident there are 29 minor injuries and 300 near misses that go unreported. And anybody who knows construction knows why. Guys are afraid to interrupt the flow of work, or they fear retribution or paperwork, or to quote the Arnold, “I ain’t got time to bleed.” The WorkplaceAware system enables employees to report incidents from the field via text message, without having to come back to the office to fill out paperwork or hold up the workday. And if employees choose, reports can be submitted anonymously. The system consists of a free app that can be downloaded onto any smartphone and the MessageQube: a small, cellular desktop printer that receives text and photo messages. With the app, employees can photograph near misses and message a description of the problem to their company or supervisor’s MessageQube. Reports are also posted to the employer’s online Enterprise Dashboard where management can view and manage the information. And supervisors can be alerted instantly anytime an incident or unsafe condition is reported. For information about WorkplaceAware, visit www.workplaceaware.com and www.messageqube.com.

Mobile phone app gives you oil sample results instantly

olaris Laboratories a new phone app Horizon Mobile can help you keep track of your oil analysis results. Built to run on iOS8 and higher, Horizon Mobile features a customizable push notification to alert users to oil analysis results without having to wait for paper reports. The alerts show users a sample report summary and overall severity plus give maintenance recommendations. The report can also be downloaded as a PDF to analyze wear metals and trending data. Polaris Laboratories also plans to expand the Horizon Mobile app to Android devices. Additional upgrades will allow users to submit sample data to the company through the app itself. The app is available for download at the Apple App Store.

Get the bandwidth you need in remote locations with Portabella

Doctoral student Kristen Hines and Professor Tom Martin, both with the Bradley Department of Electrical and Computer Engineering, discuss the current version of the InZoneAlert. These sensors are about the size of a cellphone. 68 December 2015 | EquipmentWorld.com

oday’s data heavy telematics can require a lot of bandwidth that isn’t always available in remote locations. The Portabella wireless broadband bonding appliance from Mushroom Networks provides ultra fast mobile Internet connections over 3G and 4G systems in challenging physical environments found in construction applications. The Portabella 7100i and 6100iw bond together multiple cellular wireless Internet access cards to aggregate performance and increase dependability. The 7100i supports SIM slots for six embedded modems and the 6100iw supports up to five embedded modems. The devices are built from brushed aluminum and heavy-duty steel and weigh less than 9 pounds for unobtrusive installations. They are rated to withstand 5 Grms vibration at 5–500 Hz and operating temperatures from minus 40-degrees to 158 degrees Fahrenheit.

quick data | by Marcia Gruver Doyle

Double-drum compactors

MGruver@randallreilly.com

A snapshot of new and used sales trends from Randall-Reillyâ&#x20AC;&#x2122;s Equipment Data Associates and TopBid auction price service.

New year-overyear change*

Auctions

NEW: UP 5%

Compactor auction prices, 2010-October 2015 $120,000

USED: DOWN 5%

High: Oct. 2014

$115,000

Auction prices for the top 10 models of compactors have dropped by $25,243 since October 2014, and now are at their lowest level in the past 6 years; the average auction price for these models in the past 5 years was $73,565.

$110,000 $105,000 $100,000 $95,000

87,047

*Comparison of number of double-drum compactors financed Oct. 1, 2014 to Sept. 30, 2015, and Oct. 1, 2013 to Sept. 30, 2014. Source: EDA, edadata.com

$90,000 $85,000 $80,000 $75,000

Top three states for double-drum compactor buyers*

$70,000 $65,000 $60,000 $55,000 $50,000

$45,000

Low/Current: Oct. 2015

Average:

73,565

61,804

$40,000

2010

2011

2012

2013

2014

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

PRICE

Jan.

$35,000

2015

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

95,000

Top auction price, paid for 2011 Cat CB64 with 949 hours in Ritchie Bros. Auctioneers International sale on Feb. 18 at Orlando.

0 0 0 , $95

AVERAGE

0 5,0

UNITS

California, 59 buyers

New York, 53 buyers

33 7 , $33 New

Double-drum compactors new, used sales trends* 1,600 1,500 1,400 1,300 1,200 1,100 1,000 900 800 700 600 500 400 300 200

Cat CB24B, 95 units

HIGH

LOW

Final bids unit count: 180

Pennsylvania, 69 buyers

Top financed new double-drum compactor*

During this time period, there were twelve 2011 Cat CB64s sold at the top of the price rankings, ranging from the $95,000 unit mentioned above to $75,000 for a 1,230-hour machine sold by Cat Auction Services on Feb. 11.

Nov. 1, 2014-Oct. 31, 2015; prices of compactors 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

Used

New high: 2005, 1,267 units

Other top selling machine:

Used low: 2009, 570 units

Hamm HD12W, 64 units Used high: 2005, 954 units New low: 2010, 372 units 2005

2006

2007

2008

2009

2010

*Financed equipment, 2005-2014, number of units sold. Source: EDA, edadata.com

2011

2012

2013

2014

*In terms of number of financed units sold Oct. 1, 2014 â&#x20AC;&#x201C; Sept. 30, 2015. Source: EDA, edadata.com (Note: EDA reports are continually updated.) EquipmentWorld.com | December 2015 69

maintenance | by Preston Ingalls and Richard Le Francois

BIOCIDES AND FUEL POLISHING:

two treatments to ensure the highest quality fuel

he high pressure, common rail diesel fuel injections systems used on almost all of todayâ&#x20AC;&#x2122;s Tier 4 Interim and Tier 4 Final engines require exceptionally clean fuel. Good fuel filters today can screen out particles as small as two or three microns, but sludge build up from microbes in the fuel can clog filters or lead to injector failures resulting in expensive repairs and downtime. Treatment of fuel with biocides can alleviate the problem, but for mission-critical applications such as emergency generators and key construction machines, a fuel polishing system may be in order. Dow Chemical experts say that one of the biggest obstacles to getting contractors to take these problems seriously is that that few fleet operators recognize the economic impact of uncontrolled microbial contamination. These effects are often subtle, and rarely identified as the cause of fuel problems.

ULSD and microbes According to fuel additive manufacturer Bell Performance, the removal of sulfur from ultra low sulfur diesel makes the fuel more prone to microbial activity than it was in the past. This makes it imperative that you monitor and control microbe growth in your fuel regardless of the age of the engine.

Compact fuel polishing systems are typically mounted on individual bulk storage fuel tanks.

Biocides serve two functions. As shock treatments, they are designed to kill existing microbial contaminants within a few hours. Shock treatment should achieve a greater than 99 percent kill rate within eight hours after dosing. The actual time required depends as much on mixing as it does product selection. To be effective, the biocide must be distributed uniformly throughout the contaminated system rather than just poured into the top of the

vessel. The ideal treatment would be introduction of the biocide when the tank is being filled. In lieu of that, you may have no alternative other than to pour the treatment in the fill orifice.

Prevention is best cure Keeping your fuel cool and dry goes a long way in preventing microbe buildup. Under ideal conditions, diesel fuel can be stored between six and 12 months. If the fuel canâ&#x20AC;&#x2122;t EquipmentWorld.com | December 2015 71

maintenance | continued be kept below 70 degrees Fahrenheit consistently, then 12 months is maximum safe storage period. To extend the life past 12 months fuel needs to be treated with biocides and stabilizers to reduce the impact of moisture and heat. Biocides are typically used in the concentration range of 200 to 600 parts per million.

Fuel polishing Those who operate trucks and construction equipment are not the only ones with fuel quality problems. We can learn much by benchmarking and studying other industries. Nigel Calder, the dean of do-ityourself yacht maintenance, says in his Boat Owner’s Mechanical and Electrical Manual, “it is of vital importance to be absolutely fanatical about keeping the fuel clean. Yet so many boat owners treat their fuel system with indifference. The result is that 90 percent of diesel engine problems result from contaminated fuel.” In the yachting industry on-board

72 December 2015 | EquipmentWorld.com

Mobile fuel polishing systems can be transported to your fuel storage tanks and assist in cleaning and removing impurities from diesel fuel. They can also be mounted on fuel trucks to clean fuel going into machines.

and mobile fuel polishing systems are available to address microbial growth in yacht fuel. These systems have evolved over many years and the technology is something that all truck and construction equipment fleet managers should know about if they have any kind of bulk diesel storage tanks. Fuel polishing systems can also be used in conjunction with a lube truck with refueling capabilities, a dedicated diesel re-fuel tanker or put on mobile skids with a diesel fuel tank. Not every machine can have its own fuel polishing system or automated fuel maintenance system. That is not to say that on-board filter technology wonâ&#x20AC;&#x2122;t change in the future. Frank Clark, a consultant for PECO/Facet says that Baldwin Filters, a sister company of PECO/Facet, is working on the next generation of engine/fuel filtration. The thinking here is that the days of throw-away spin-on

fuel filters soon may be a thing of the past. In addition to on-board fuel polishing systems, mobile fuel polishing systems remove water, sludge and sediments that naturally accumulate in diesel fuel tanks, while cleaning fuel tanks and restoring diesel fuel to a clear, bright, and pristine condition. AXI-International (axi-international.com) manufactures eight such systems that recondition, stabilize, and de-contaminate biodiesel, diesel fuel, light oils, and hydraulic fluids. Systems are sized on a gallonsper-minute basis and built on skids that can be moved by forklift for versatility. They can also be mounted on a two-axle trailer and moved from job site to job site for tank cleaning. Another mobile configuration to be considered is mounting your fuel polishing system on a fuel/lube or heavy-duty service truck.

About the authors

Preston Ingalls

Richard LeFrancois

Preston Ingalls, president/CEO of TBR Strategies has led reliability improvement efforts across 30 countries for Royal Dutch Shell, Exxon, Occidental Petroleum, Hess, Mobil Chemical, Aera Energy, Toyota and others. He consults with construction industry fleets in equipment uptime and cost improvement (www. tbr-strategies.com). Richard LeFrancois has more than 30 years experience in the commercial truck and construction equipment industries. As founder of Equipment Maintenance Innovators, Littleton, Colorado, he has acted as a senior level consultant with a focus on emerging technologies that impact equipment management.

EquipmentWorld.com | December 2015 73

CONGRATULATIONS

to the 2015 Contractor of the Year winner and finalists IN

Lawrence Merle

Andrew Allen

Jason Ciavarro

Sean McDowell McDowell Construction Corporation Menomonee Falls, Wisconsin

Supreme Metro Corp South Plainfield, New Jersey

R.J. Allen, Inc. Garden Grove, California

Joseph Delgado

Andrew Brown

Dan Corrigan

Bradley Grubaugh

TCW Construction Lincoln, Nebraska

Andrew Brown General Engineering, Inc. Paso Robles, California

C-3 Environmental Specialties Schertz, Texas

Bradley Excavating, Inc. Colorado Springs, Colorado

Genesee Construction Service Dansville, New York

David Spurr

Allen & Tyson Feller

Spurr Company Paso Robles, California

Feller Enterprises St. George, Utah

Timothy Humerick Humerick Environmental Construction Service College Grove, Tennessee