Juneew combinedreduced

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AEMP TECHNICIAN of the YEAR

Lee Manzanares, RMCI General Contractors, learned from his dad and older mechanics. Now he’s giving back by mentoring those under him.

SCRAMBLE OR GAMBLE? P.22 A new federal mandate for trucks is coming in December. Get prepared with our Special Report.

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IT’S NO LONGER BUSINESS AS USUAL. 2

1

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On 2017 Promaster, Promaster City and 3500 Chassis Cab.

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Ramtrucks.com/commercial 1 Based on IHS Automotive VIO registration data for all brands of GVW 1-3 pickup trucks continuously sold in the U.S. since 1988, Dodge and Ram have the highest overall percentage still on the road. 2 Efficiency based on best-in-class payload, cargo capacity and fuel efficiency on Ram ProMaster City®. EPA estimated 28 mpg hwy. Actual mileage may vary. Class is small commercial van segment. 3 Offer for Commercial buyers/lessees who take delivery by July 5, 2017. See dealer for details. 4 2017 Ram ProMaster City® has better retained value than Ford, Chevy or Nissan in its segment. ALG is the industry benchmark for residual values and depreciation data, www.alg.com. Ram ProMaster City ® has higher residual value than Ford Transit Connect, Chevy City Express or Nissan NV200 in the small commercial van segment. Ram is a registered trademark of FCA US LLC.

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Get $500 Commercial Cash on top of current offers

Vol. 29 Number 6 |

Cover Story

table of contents | June 2017

AEMP TECHNICIAN OF THE YEAR

Lee Manzanares, RMCI General Contractors, learned from his dad and older mechanics. Now he’s giving back by mentoring those under him.

P. Equipment 17

Marketplace

Vacuworx’s AMC4 and AMC6 lift systems, John Deere PAT blade on 950K dozer, Manitou 608/708, Gehl 650 and Mustang 608 artic loaders, Allu D-Series Screener Crusher Bucket, Barko 937B and 930B wheel tractors, PhilippiHagenbuch Rear Eject Bodies, Thunder Creek transfer tank, Case CX245D excavator

Special Report Electronic Logging Devices Scramble or gamble? A new federal mandate for trucks is coming in December.

Get prepared with our Special Report.

22

54 Highway Contractor Asphalt compactors: New models focus on updated operation features, multiple drum options

EquipmentWorld.com | June 2017

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Features 27 Road Technology

Sustainability in asphalt pavements

76 Contractor of the Year Finalist

Marshall Flowers, Sun Construction, Darlington, South Carolina

®

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Departments 7 On Record

The Dec. 18th deadline

9 Reporter

Silica rule controversy continues despite OSHA enforcement delay. I-85 Atlanta highway opened in record time after collapse.

67 Technology Wearable construction technology 69 Safety Watch

Small trench, big disaster

73 Quick Data Wheel loaders

81 Heavy Trucks

Test Drive: Kenworth T880

86 Final Word

Infrastructure for the rich, potholes for the rest

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June 2017 | EquipmentWorld.com

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Experience the Progress.

Liebherr Wheel Loaders L 550 XPowerÂŽ - L 586 XPowerÂŽ Fuel savings of up to 30 % due to Liebherr-XPower driveline with Liebherr-Power-Efficiency (LPE) Maximum level of efficiency in all applications due to automatic adjustment between hydrostatic and mechanical driveline, as standard Optimal cab and engine hood design gives exceptional all-round visibility for safe and comfortable operation Liebherr USA Co. Construction Equipment Division 4100 Chestnut Avenue Newport News, VA 23607 Phone: +1 757 245 5251 E-mail: Construction.USA@liebherr.com www.facebook.com/LiebherrConstruction www.liebherr.us/dealers-emt www.liebherr.us

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

The Dec. 18th deadline

P

erhaps it’s time to take another look at the trucking side of your operations.

When we visit contractors, we see a variety of trucks, everything from tricked-out three-quarter ton pickups (usually the owner’s ride) to tri-axle dumps all the way up to Class 8 day cabs trailing lowboys.

Many times, especially with smaller firms, these trucks stay local. They shuttle equipment and materials within an hour’s radius, where most of the construction company’s work takes place. And they’re usually driven back to the office each night. They don’t cross state lines.

But for other construction firms, trucking operations extend beyond that tight little home-each-night scenario. I know of one firm, located in a remote area, that regularly works – and carts material – to a job that’s four hours away. Several other contractors I know typically work in several states. The Great Recession prompted contractors to go where there was work, which may have meant a job two states away. And when the recession eased, it perhaps did not make economic sense to give up this work.

If your trucks require a CDL to drive, and you take them 100 air miles (translation: 115 ground miles) away from your office or branch operation eight or more times a month, the Federal Motor Carriers Safety Administration’s short-haul adjustments for Hours of Service (HOS) don’t apply to your operation. That means your drivers are required to follow the same HOS rules that long-haul truckers follow, regs designed to get fatigued drivers off the road.

Chances are, if you fit into this classification, you already know it, since HOS rules have been around in some form since the 1930s.

But what you may not know is that on December 18th, these trucks (or the drivers in those trucks, if you use personal devices) will be required to have an electronic logging device, or ELD, to log your drivers’ HOS. Connected to the engine’s ECM, these devices automatically record your drivers’ activities.

(For more on the coming ELD mandate, check out our special report in the center of this issue or go to equipmentworld.com/ELD.) Think the chances of getting caught without an ELD are slim? Using data from RigDig Business Intelligence, which tracks truck and driver inspections, we found that more than 18,000 construction-industry firms (contractors, material producers and dealers/rental houses) received an HOS violation in a recent 24-month period. More than 40 percent of those violations were log book related.

To many contractors, trucking is a pain in the butt. And now there’s this. In the future, getting caught during an inspection without an ELD could mean a ding on your safety record and/ or an increase in insurance rates.

But while you’re muttering under your breath about yet another government regulation, know that there is also an upside. Along with bringing additional costs, these devices can bring useful data. Other positives include less paperwork, knowing exactly where your trucks are at any given moment, and being able to benchmark idle times. And if you’re already using the telematics embedded in your newer construction equipment, many ELDs will give you the ability to pair up with those systems, giving you a whole-fleet management picture.

In other words, meeting this challenge head on could help you eliminate some current headaches, resulting in a most unusual outcome for a federal reg.

EquipmentWorld.com | June 2017 7

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| by Don McLoud |

DonMcLoud@randallreilly.com

Silica rule controversy continues despite OSHA enforcement delay Hilti’s DD 250 Diamond Coring Tool wet drilling system is designed to comply with Table 1 of the silica rules.

D

epending on whom you talk to in the construction, aggregates and paving industries, the threemonth enforcement delay of federal silica dust rules is an opportunity to fine-tune the compliance guidelines, or it’s a minor speedbump toward excessive government regulation.

The Occupational Safety and Health Administration (OSHA) announced April 6 it would delay the enforcement date for the construction industry’s set of rules from June 23 to September 23. The rules require an 80-percent reduction in respirable crystalline silica on average during an eight-hour shift. The goal is to reduce and prevent lung cancer, silicosis and other respiratory ailments caused by overexposure to crystalline silica, a common chemical compound found in rock, concrete and brick. OSHA says the rule will save more than 600 lives and prevent more than 900 cases of silicosis each year.

The Construction Industry Safety Coalition (CISC),

which is fighting the silica rules in federal court, issued a statement saying it welcomed the OSHA delay, but the agency should hold off on enforcing the rules for at least a year. About a month before OSHA announced the delay, the CISC sent a letter to then-acting Labor Secretary Edward Hugler calling for a one-year enforcement delay.

“Construction employers across all trades are finding compliance extremely difficult if not impossible for many job tasks,” the letter says. “…These challenges are compounded by OSHA’s failure to issue meaningful guidance on several key aspects of the standard.…

“The rule imposes burdensome ancillary requirements regarding exposure assessment, respiratory protection, medical surveillance, hazard communication, recordkeeping and housekeeping.”

The coalition consists of 25 construction trade and related organizations, including Associated Builders & Contractors, the American Road & Transportation EquipmentWorld.com | June 2017

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Builders Association, Associated General Contractors of America, and the National Home Builders Association.

In announcing the delay, OSHA said it needed more time to provide guidance to the construction industry and to train its staff to enforce the rules. The announcement followed Senate hearings for President Donald Trump’s nominee for secretary of labor, Alexander Acosta, who was confirmed for the post April 27.

Some have speculated the agency was following other federal agencies that are holding back on enforcing regulations approved under President Barack Obama’s administration, as Trump has called for a review of some of those measures.

“We have a new sheriff in town,” says Bailey Wood, spokesperson for the National Stone, Sand and Gravel Association (NSSGA). “I think agencies across the board are looking at the rules that the previous administration was trying to rush through.… The Trump Administration is taking a little bit more of a deliberative approach.”

The NSSGA is also fighting the OSHA rules in federal court, saying they go too far too fast. The rules call for a reduction in the permissible exposure limit (PEL) from 250 to 50 micrograms per cubic meter of air during an eight-hour shift. Wood says the aggregates industry currently must reduce silica levels to 100 micrograms per cubic meter under U. S. Mine Safety and Health Administration rules. The NSSGA considers that a more realistic standard and says incidences of silicosis – a chronic, progressive lung disease that can lead to lung scarring and difficulty breathing – have dropped 95 percent over the last 40 years.

“We’d like to see OSHA withdraw the rule and revert to an exposure limit closer to what the aggregates industry already has,” Wood says. “The levels that OSHA is seeking may not be possible to measure consistently.”

But not all industry associations oppose the OSHA rules. The National Asphalt Pavement Association (NAPA) and the American Concrete Pavement Association (ACPA) both say their members are prepared or becoming prepared for the silica rules, and they have been involved in developing guidelines and machine engineering controls.

“The compliance issue is not insurmountable,” says Bill Davenport, ACPA vice president of communications.

“I don’t think I’ve heard anybody (among ACPA membership) say that it’s going to be overly burdensome.”

Carter Ross, NAPA vice president of communications, said the enforcement delay is a good thing if it leads to more compliance guidance for the construction industry.

“There may be parts of the rule that are contentious,” Ross says. “But all in all, the rule is there to make sure employees are not overly exposed to a known human carcinogen.”

Bosch’s lineup of products to address silica dust includes its rotary hammers with dust collection system.

Clean machines From handheld drills to drivable cold planers, manufacturers have been responding to their respective industry’s needs to comply with the silica-reduction rules.

OSHA has given three compliance options for employers in the construction industry. The first option is set out in Table 1 of the regulations, which outlines the type of dust-control measures for equipment and what, if any, respiratory protection workers must wear.

Several tool manufacturers have responded with product launches this year to meet Table 1 requirements: • Hilti introduced its TE-CD and TE-YD Hollow Drill Bits to be used with its VC 20-U or VC 40-U wet and dry vacuum cleaners. Dust is sucked through the hollow bit into the vacuum. Hilti says its new DD 250 Diamond Coring Tool also complies with Table 1 of the silica rules for wet drilling applications.

• Bosch responded with its GBH18V-26 rotary hammers, which feature a dust extraction attachment, the GDE 18V-16 Professional, which automatically turns on when the drilling starts and cuts off two seconds after drilling. It operates on its own motor, which is powered by the hammer battery.

• DeWalt’s Perform & Protect lineup includes dust extractors that work in tandem with shrouds or

10 June 2017 | EquipmentWorld.com

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A declaration OF ENDURANCE.

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cowling on the tool. Its cordless DustX+ Anchor Installation System uses a hollow drill bit that allows dust to be sucked into a vacuum.

On the other end of the Table 1 spectrum are drivable milling machines of a half-lane or larger. When cutting asphalt, according to Table 1, they must be equipped with exhaust ventilation on drum enclosure and supplemental water sprays designed to suppress dust.

NAPA has worked with manufacturers through a partnership with the National Institute for Occupational Safety & Health to develop engineering controls, says Ross.

“Our members don’t have to think about it much, because the machines that they are going to be purchasing and the availability of retrofits will help them be in compliance with Table 1 of the rule,” he says.

Employers who do not or cannot follow Table 1 rules have two other choices: They can provide “objective data” to prove they meet the rules or they can establish an air-monitoring program.

What’s next?

OSHA declined to comment further on the enforcement delay but said in its April 6 news release that it plans to enforce the rules come September 23.

Industry groups fighting the rule in court say they will continue their federal appeals, as well as push for a one-year delay.

So it’s likely that more uncertainty is in store for the construction rules for silica between now and September 23 and possibly beyond that date. All eyes will be on the new labor secretary over the ensuing months to see whether he steers OSHA’s approach to the rules.

Briefs Two years after investing in and providing some of its own dealer inventory to the service, Caterpillar has acquired Yard Club, a startup that facilitates contractorto-contractor equipment rentals.

Kubota Engine America has opened a technical training center in Lincolnshire, Illinois, with 1,500 square feet of lab area and 3,400 square feet of classrooms.

The American Rental Association expects U.S. equipment rental revenue in 2017 to grow 4.5 percent, reaching $49.4 billion, according to its latest five-year forecast. This is $500 million more than its previous forecast issued in January.

The Independent Equipment Dealers Association (IEDA) has named Kevin Fox of Dewitt Equipment in Barrie, Ontario, as its new president. IEDA also named to its board of directors Luke Brenner of Heavy Equipment, Austin, Texas; Kenneth Tysinger of May Heavy Equipment, Lexington, North Carolina; Chris Lohman of South Mountain Tractor, Tempe, Arizona; and Kristin Waldie of CapStone Accounting, Minesing, Ontario, as treasurer.

The Texas Department of Transportation is celebrating its 100th anniversary with a travelling exhibit.

Hitachi is purchasing Sullair from Accudyne, picking up the company’s portable air compressor business. The sale gives Hitachi access to roughly 200 Sullair dealers in North America. Sullair will be under the Hitachi Industrial Products Business Unit.

Volvo Construction Equipment reports first quarter 2017 net global sales increased 30 percent compared to the same period last year. Sales in North America, compared with last year, were up 12 percent.

Despite a sales decrease of 10 percent compared to the same period last year, Terex reports that the company sees encouraging signs in its first quarter earnings moving forward. For the first quarter, Terex reported net sales of $1 billion, down from 1Q 2016 sales of $1.1 billion.

Terex says the North American market for aerial work platform products was stronger than it anticipated, with positive customer sentiment tempering the impact of the replacement cycle.

United Rentals’ first quarter 2017 total revenue grew by 3.5 percent, to $1.36 billion, compared to the same quarter last year, with $1.17 billion coming from rental revenue.

DeWalt’s DustX+ cordless drill works with a hollow bit connected to a dust extractor.

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

12 June 2017 | EquipmentWorld.com

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I-85 reopens 49 days after collapse

Photo: Georgia DOT

D

Crews with C.W. Matthews worked around the clock on the I-85 reconstruction.

Photo: Georgia DOT

estroyed by fire at the end of March, the I-85 bridge over Piedmont Road in Atlanta reopened in full on May 13, 49 days after the collapse and a full month ahead of the original estimated completion date.

The stars aligned to get the critical Atlanta viaduct opened so far ahead of schedule. Federal and state transportation officials worked overtime to design the new bridge and smooth paperwork and regulatory barriers, authorizing $3.1 million in incentives to get the job done early. Working 24/7, contractor C.W. Matthews was also blessed with excellent weather.

Georgia Department of Transportation (GDOT) Commissioner Russell McMurry says demolition costs on the project were $1.6 million, with reconstruction costs pegged at $11.9 million. McMurry also offered a few project statistics: • 700 feet of bridge reconstructed • 13 support columns reconstructed • 4 support caps added • 61 beams designed, fabricated, transported and installed • 13 million pounds of old bridge removed • 500,000 pounds of new reinforcing steel used • 2,100-plus cubic yards of concrete used • Crews working around the clock for six weeks, with only one day of work lost to weather • $27 million positive economic impact to the area for opening the bridge early • 10 inspectors per day overseeing the project providing 2,500 man hours of inspection

Gov. Deal, U.S. Secretary of Transportation Chao and Commissioner McMurry celebrate after cutting the ribbon during the I-85 reopening ceremony

14 June 2017 | EquipmentWorld.com

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marketplace

| by Marcia Gruver Doyle |

MGruver@randallreilly.com

’S R O T EDI ICK P

LIFT SYSTEM WORKS IN CONGESTED AREAS Vacuworx’s AMC 4 and AMC 6 vacuum lift systems are designed to work in congested streets or other tight areas on compact to mid-sized excavators and truck-mounted articulating cranes without significantly reducing the host machine’s lifting power. The AMC systems can load and unload materials, such as steel, poly or concrete pipe, trench plate and concrete slabs, within a small footprint. The AMC 6 can lift 13,200

pounds and comes with a pin adaptor for mounting to an excavator. The AMC 4 has a lift capacity of 8,800 pounds, and its hydraulic quick-change adaptor is made for truck crane applications. Both models accommodate single or double vacuum pad arrangements. Integrated legs provide stability and protect the bottom of the pads during storage. The legs rotate and lock when the lifter is being used

Production class fine grading capabilities

In what it calls an industry exclusive, John Deere has put a six-way Power Angle Tilt (PAT) blade on its production class 950K dozer. Expected to be available this fall, the 950K/PAT combo gives users a machine that does both heavy excavating and fine grading work, according to Deere. While using the company’s SmartGrade system enhances the capabilities of the PAT blade, the blade can also be operated in manual mode. Powered by a Tier 4 Final John Deere 9.0-liter 265-horsepower engine, the 950K uses a hydrostatic powertrain that Deere says will get approximately 15 percent more power to the ground versus a conventional torque-converter powertrain. In addition, the dual-path hydrostatic transmission lets an operator push a full load through turns without losing material, unlike a conventional torque-converter transmission.

EquipmentWorld.com | June 2017 17

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Capable of steering angles up to 45 degrees The new 608/708 articulated loaders from Mustang and 650/750 models under the Gehl lineup are Manitou’s largest articulated loaders to date and are powered by a 65-horsepower Yanmar engine in the 600 models, and a 75-horsepower Duetz engine in the 700 models. The Gehl 650 and Mustang 608 weigh in at 8,680 pounds and have a straight tipping load with bucket of 6,173 pounds. Bucket height to hinge pin is 130.5 inches and ground clearance is 14.6 inches. The 750 and 708 weigh in at 9,934 pounds with a straight tipping load with bucket of 7,275 pounds. Bucket height to hinge pin is 136.8 inches and ground clearance is 12.3 inches. The articulated steering on all four of models is capable of angles up to 45 degrees, allowing for a consistent turning radius.

Mulching power for land clearing jobs Barko’s 937B and 930B industrial wheel tractors are designed to send more power to mulching heads and other attachments for land clearing and other applications. The 937B has a 380-horsepower Cummins Tier 4 Final diesel engine with selective catalytic aftertreatment. The 930B runs on a 320-horsepower engine. Both models’ fuel tanks hold 127 gallons for longer operation. They also come with high-capacity anti-clog radiators with auto-reversing fan. A highcapacity air cooler, along with variable-displacement piston pumps, cool the hydraulic fuel. Along with mulching heads, the tractors can operate a variety of attachments, including rotary mowers, soil stabilizers, stump grinders, root rakes, rock crushers, loader buckets, snow plows and sweepers.

Process waste in one step The new D-Series Screener Crusher Bucket attachment from Allu can take waste from the construction site and create recyclable material in one step. The bucket can screen, crush, aerate, mix, separate, feed and load materials such as construction and demolition waste, excavated dirt, milled asphalt and a variety of other materials, wet or dry.

The buckets have changeable wear hammers for universal and specific applications, such as screening and aerating compost. The machine can screen and crush 0.6-inch to 6-inch dry or wet material fragments.

18 June 2017 | EquipmentWorld.com

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START IT UP.

YOU CAN ALMOST HEAR YOUR BUSINESS PURR. You want an engine that has a reputation for doing everything right so your product can do what it’s designed to do. In other words, you want a Kubota.

THE ENGINE OF SUCCESS

Learn more at KubotaEngine.com/Success

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| continued

Philippi-Hagenbuch’s Rear Eject Bodies will adapt to any

articulated off-highway truck as well as many rigid-frame trucks. When dumping, the device’s ejector blade pushes material toward the back of the truck while the tailgate lowers.

All material is eliminated, including sticky material on the sides and bed, the company says.

Not having to raise the truck body makes it safer when working underneath low-hanging barriers above and below ground. It also gives the truck a lower center of gravity, which improves safety on slopes and soft terrain.

The attachment consists of a single hydraulic cylinder that operates the ejector blade and rear tailgate mechanism. Ejector guides are integrated into the side of the body, which eliminates rollers that can break down or bind.

Combo pickup tank holds diesel, DEF Thunder Creek Equipment’s combination diesel and DEF transfer tank is designed for pickup trucks. The steel diesel tank holds 100 gallons and the polyurethane DEF tank holds 18 gallons.

The combo tank fits in the back of pickup trucks that are half-ton or larger, including goosenecks and fifth wheels. Both pumping systems are concealed in a weather-sealed enclosure, and the tank blocks no more than half the rear window. The DEF tank can be substituted for a tank and pumping system for engine or hydraulic oil. Fill nozzles are on the driver’s side, are available in manual and automatic and extend 10 feet from the tank. For colder climates, an optional 12V Webasto heating system, which runs on diesel from the tank, ensures the DEF tank, pumps and hoses don’t drop below 25 degrees.

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20 June 2017 | EquipmentWorld.com

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technician of the year

Mike Pierce to make urther their

| by Tom Jackson |

TJackson@randallreilly.com

Lee Manzanares (left) and his boss Mike Pierce are using AEMP’s education offerings to make their company more productive and further their careers.

22 June 2017 | EquipmentWorld.com

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Photos by Jim Thompson

5/26/17 1:00 PM

AEMP Technician of the Year

Lee Manzanares

When you grow up on a farm and your dad works in the mines, fixing things just comes naturally.

L

ee Manzanares, the lead mechanic for RMCI General Contractor in Albuquerque, New Mexico, started on his career path at his father’s side. “Dad was a heavy equipment mechanic who worked in the mines. We also had a farm and we were always fixing stuff,” Manzanares says. “Dad moved quickly. You learned fast.”

Manzanares learned well. In March, he was named the Association of Equipment Management Professionals Private Fleet Technician of the Year.

In high school Manzanares scored a job at a service station part time and got permission to leave school early and get credit hours for the work he did there. After high school, he went to school for a mine, Battle Mountain Gold, in Montana.

Army life Eventually, Manzanares decided he wanted to see what military life was like. He signed up in 1988 to train as a field artillery systems mechanic. At his first duty station, Berlin, Germany, he and his unit patrolled the Berlin Wall in the days after it fell.

In 1990, at the outset of Desert Storm, Manzanares was assigned to the Howitzer Battery Red Legs, 2nd Armored Calvary Regiment. On the first day of the war his unit crossed the berm from Saudi Arabia into Iraq. When one of the howitzers started leaking oil Manzanares had just 15 minutes to make the repair.

“We didn’t have the means to make a proper repair on the steel oil line,” says Manzanares. Instead he improvised. He took a rubber line and spliced it into the steel oil line. To keep the rubber from burning he wrapped it in asbestos scavenged off a mitt used to handle hot barrels from the 50-caliber machine gun. “The repair lasted the entire battle,” he says.

For their efforts, the unit was awarded three bronze stars for valor on their service ribbons.

After his discharge from the Army, Manzanares went to work for a government contractor, rebuilding components on some of the trucks he’d known in the service. Then he worked for a spell back in

the mines and came to RMCI in 2008. There his supervisors recognized his talent and enthusiasm and signed him up for a number of sponsored schools put on by OEMs such as Cat, Atlas Copco and Ingersoll Rand.

Civilian challenges Manzanares is proud of the work he did serving his country in the Army, but enjoys the life of a mechanic and technician in the civilian world better.

“I liked the military but, you didn’t get to get into a lot of deep stuff, like rebuilding an engine,” he says. “You did your job and your job only. In the civilian world, you get to do more stuff, and you learn a lot more.”

The financial pressure to do things on time and on budget is a challenge Manzanares likes in the civilian sector as well. “In the Army, there is always a backup, but in civilian life if that machine has to be up that night it’s going to be up that night. That happens in the Army too, but here you can feel the money side of it.”

Manzanares also likes the autonomy he’s given in the private sector.

“My bosses trust me enough to make my own decisions about what’s going to get fixed and how,” he says. “Of course, I include them in the numbers and the money, but I don’t have somebody on me all the time. They trust me because I move quick and keep stuff running and get the job done. Compared to the Army, here it’s different equipment, different problems; always something new, not the same thing over and over.”

In demand According to Mike Pierce, vice president of equipment at RMCI, when a machine goes down, all the project supervisors ask for Manzanares to come fix it.

“Lee never stops until the problem is resolved, or he knows what is going on,” Pierce says. “He is very tenacious. He is good about explaining the problem and the solution to the superintendent, whether it’s machine failure or operator error. That is very helpEquipmentWorld.com | June 2017 23

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technician of the year ful for everyone involved.”

Manzanares also came to RMCI with a flexible and adaptive mindset, which has helped him progress quickly, Pierce says. “The hardest thing moving from one job to the next is learning the direction that company is going to take you,” says Pierce. Every company is different – how they are structured, the culture, their policies. Everybody who comes onboard has to learn that.”

RMCI’s culture is grounded in three attributes, says Pierce: safety, quality and production. Manzanares understood that from the beginning and made that philosophy his own.

“Equipment managers look for years and don’t find somebody of Lee’s caliber,” Pierce says. “This guy is borderline amazing.”

Rex Davis, CEO of RMCI agrees.

Manzanares, he says, designed tools and processes to reduce repair costs and extend useful live of RMCIs equipment, including implementing program of diagnosis supported by technology and proper oil and fluid analysis. His efforts led to cost savings of thousands of dollars, says Davis.

| continued

Family matters Manzanares and many of the crews spend time away from home, something that requires patience and understanding from his wife Sharon and son Brandon.

“My wife and my son understand what I do, that I’m going to be gone out of town a lot of the time,” Manzanares says. “It’s a teamwork effort to make our home a good home, even though I work out of town. It makes a big difference when you have that kind of support. You don’t have to worry if the bills are being paid, things like that. My son understands that I can’t be there all the time, but we make up for it when I am there.”

AEMP for continuing education RMCI has participated in the AEMP for years, and that enthusiasm starts at the top. The company had a previous employee, Jacques Laschet, who was awarded the honor in 2010. Going forward, Manzanares says he plans to study for the association’s Certified Equipment Manager test and continue to learn from more experienced hands at AEMPs two annual meetings.

Having learned from many mentors, Lee sees a big part of his job as passing down that information to a new generation of technicians including here Thomas Acosta (l) and Tristen Murray.

The next generation Manzanares career was boosted by the mentors who helped him perfect his tradecraft, and now he sees mentoring those younger than him as an important part of the job. His advice for young and aspiring technicians: observe.

“A lot of these young kids come out of tech school book wise,” says Manzanares. “But to me there is nothing like learning from an experienced hand. “You take what you learned in school, but keep tight lipped and learn what the old guys can teach you. If you put this together in a way so that you don’t come across as a knowit-all, you’ll get a lot further.

The old guys have heard things and seen things you’re never going to see in the classroom.

I’m fortunate with the guys here.

They listen. And we get good results out of it.”

Additional AEMP technician awards AEMP also gave out a Technician of the Year Award for Public Fleets at its 2017 Annual Meeting. That award went to Bruce Satterwhite, Virginia DOT.

AEMP also named six finalists in the competition for Technician of the Year. These included: • Nancy Boyce, PowerTech, Alaska • Trevor Dearstine, VDOT • Bill Davis, Jr. Kokosing Construction • MSgt. David Fernandez, United States Air Force • Mark Thursby, Sarasota County Fleet Services • Andrew Puissegur, Bechtel

Winners of the AEMP Technician of the Year receive a custom-made John Deere tool cabinet and a scholarship for the Equipment Management Specialist (EMS) Certificate Program. The event is sponsored by John Deere and Randall-Reilly, owners of Equipment World. For more information go to www.aemp.org.

24 June 2017 | EquipmentWorld.com

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road technology

| by Chris Hill |

ChrisHill@randallreilly.com

SUSTAINABILITY IN ASPHALT PAVEMENTS

Crews milling asphalt as part of repaving U.S. 40 in Utah. Milled asphalt is hauled to asphalt plant sites to be incorporated as reclaimed asphalt pavement into new mixes.

T

he conversation about asphalt pavement sustainability covers a broad spectrum of variables. Sustainability not only includes the longevity of a road, but the inputs, such as materials and production process and all the factors associated with them.

The main focus, however, comes back to recyclability of materials, including primarily reclaimed asphalt pavement (RAP) and recycled asphalt shingles

(RAS), and the type of asphalt placed – warm-mix asphalt (WMA).

“Asphalt pavements are already recycled at a greater rate than any other material,” says Dan Gallagher, 2017 NAPA chairman and vice president of Gallagher Asphalt, Thornton, Illinois. “But we are not content with that.

We continue to seek out and put to use practices and technologies that deliver high-performing

Utah DOT

Contractors and project owners see lowered costs, and consistency of quality with the growing use of recyclable materials

roads, both in terms of drivability and sustainability.”

Asphalt industry survey To quantify this effort, the National Asphalt Pavement Association (NAPA) in conjunction with the Federal Highway Administration, has been conducting a survey of recycled material and WMA used in the industry each year since 2009.* “The more companies and plants EquipmentWorld.com | June 2017 27

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road technology *The Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage 2015, which covers the 2015 production year, tabulated results from asphalt mix producers in 48 states and one territory, representing 1,119 plants from 214 companies and company branches. The only two states not providing data were New Mexico and South Dakota. Alaska, Arizona, Connecticut, Delaware, Hawaii, Louisiana, Maine, Montana, Nebraska, Nevada, New Jersey, North Dakota, Rhode Island, Vermont and Wyoming had fewer than three companies or branches reporting. Puerto Rico, the one territory providing data, also had fewer than three companies or branches reporting.

| continued

ference, but higher than the 200,000 tons in 2014.

With the amount of RAP used, NAPA estimates the need for asphalt binder was reduced by 3.7 million tons and the need for aggregate dropped by 70.5 million tons.

The value of this reduction is estimated at $2.4 billion.

RAP usage growth Overall 2009-2015: 32% increase in RAP usage 2015: 74.2 million tons total RAP used

RAP percentages by sector Commercial/ Residential DOT Other agencies

22.3% 17.8% 18.2%

0 10 20 30 40 50 60 70 80 90 100

participate in the survey, the more accurate the assessment of the asphalt pavement industry’s sustainability,” says Kent Hansen, NAPA director of engineering, who administers the survey. “The findings of this survey help demonstrate to road owners and the driving public the opportunity to expand use of recycled materials and warmmix technologies, which have environmental and economic benefits.”

The most recent survey, out in March this year, shows the growing trend seen in the summaries of these reports: Contractors are continuing to use more recycled materials at higher percentages as part of mixes.

The results show 99 percent of asphalt mix reclaimed from old pavements is being used in new asphalt pavements. The amount used in aggregate was 5.5 million tons, a significant drop from 2014’s 8.5 million tons. RAP landfilled reached 1 million tons, also a significant dif-

RAP use by state Respondents from twelve states reported using at least 25 percent RAP in asphalt mixes, with 19 states reporting usage in the 20-29 percent range and 18 states reporting usage in a range of 15-19 percent.

RAP Use By State (2015 production season)

TOP 6 Florida Michigan Virginia Ohio Indiana Oregon

33% 32% 29% 28% 28% 27% 0 10 20 30 40 50 60 70 80 90 100

Bottom 6 Texas Iowa Arkansas West Virginia Kentucky Pennsylvania

13% 13% 14% 14% 15% 15%

0 10 20 30 40 50 60 70 80 90 100

28 June 2017 | EquipmentWorld.com

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road technology

| continued North Carolina DOT

Perpetual pavements ince 2001, the Asphalt Pavement Alliance Sroadways (APA) has been recognizing long-life asphalt with its Perpetual Pavement Award

(PPA). The award is given to road owners for asphalt pavements that are at least 35 years old and have an average interval between resurfacing of no less than 13 years.

“The road must demonstrate excellence in design, quality in construction and value to taxpayers,” APA reports. The association asks engineers at the National Center for Asphalt Technology at Auburn University to evaluate the nominees.

The 10 winners of the 2016 Perpetual Pavement Awards include:

In addition to millings, large chunks of asphalt are broken up to be crushed later and used in asphalt mixes.

Other materials and WMA According to the NAPA survey, states used about 1.93 million tons of RAS in 2015, which is about the same as in 2014, but 175 percent greater than the 710,000 tons used in 2009.

By using RAS, NAPA estimates that 2.1 million barrels of asphalt binder and about 965,500 tons of aggregate were saved, valued at roughly $194 million.

Respondents added that other recycled materials used in asphalt mixtures included ground tire rubber, blast furnace slag, steel slag, cellulose fibers, as well as less common used fly ash and foundry sand.

Contractors also told NAPA that they used 119.8

million tons of WMA in 2015, a 5 percent increase over the 2014 season and 614 percent higher than the 2009 season, when 16.8 million tons were produced.

Contractor benefits Of the 214 projects honored with NAPA’s 2016 Quality in Construction (QIC) Award at their 2017 annual meeting, roughly 30 percent used RAP. Out of the 77 companies that received awards, a little more than half used RAP. The amounts used mostly hovered around the 20 percent range, but one project in Florida used up to 45 percent RAP. Ajax Paving Industries of Florida in North Venice, received two QIC awards.

• Alabama DOT for a 2.5-mile section of a four-lane divided highway in U.S. 31/State Route 3 in Morgan County. The department has now received eight PPAs. • Arkansas State Highway and Transportation Department for a 2-mile section of U.S. 167 in Sharp County. This is the seventh PPA for the agency.

• Colorado DOT won its second PPA for a 10.5-mile section of U.S. 40 through Rabbit Ears Pass in Grand, Routt and Jackson Counties.

• Florida DOT was honored with its seventh PPA for a two-lane arterial on State Road 415 in Volusia County.

• Minnesota DOT for a 7.7-mile, two-lane section of State Highway 371 in Cass County.

This is the 15th PPA for the department, which is more than any other agency or state.

• Montana DOT won its fourth PPA for a 9.5mile, four-lane divided median section of I-15 in Beaverhead County.

• Pennsylvania DOT got its sixth PPA for a 2.9-mile section of two-lane State Route 73 in Berks County.

• South Carolina DOT also won its sixth PPA for a 2.6 mile, four-lane, divided stretch of I-26 in Berkeley County.

• Tennessee DOT for a 2.8-mile section of two-lane highway on State Route 50 in Maury County, marking its 12th PPA. • Washington State DOT received its third PPA for a 5-mile, four-lane with divided median section of State Route 512 in Pierce County.

30 June 2017 | EquipmentWorld.com

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| continued

One project used 30 percent RAP in the structural course of the company’s milling and resurfacing work on State Route 776 in Port Charlotte.

Vince Hafeli, vice president for Ajax, says the company has been incorporating recycled materials for more than 40 years. The biggest challenge? Dealing with the percent fines in RAP. Ajax successfully manages RAP use by processing most of its recycled asphalt internally. “We began processing the majority of our recycled asphalt a couple of years ago,” he says. “We now find that we are able to better control the process, which has produced a more consistent product.”

Hafeli reports using recycled materials benefits his company on both macro and micro scales. “It makes us more competitive, and it also produces a mix that is less tender and aids in the compaction process,” he says. Ajax finds that using 30 to 40 percent RAP in their mixes is the “sweet spot.”

Reith-Riley Construction, Lafayette, Indiana, won a QIC award for their work on I-65 in White and Jasper counties. The company used both RAP and RAS in the asphalt mixes to cut down on virgin aggregate, liquid 32 June 2017 | EquipmentWorld.com

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Missouri DOT

RAP piles need to be properly managed in order to maintain consistency of the material in new mixes.

Asphalt plant sites should use designated piles for recycled materials based on several factors, such as gradation and source.

New York City DOT

5/26/17 1:08 PM

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road technology

| continued Proper handling, as well as the final quality, of reclaimed asphalt pavement begins at the initial collection process.

Utah DOT

asphalt and filler.

Jason Walters, area QC/QA manager for the company, says the biggest challenge he finds in working with RAP is keeping it broken up and loose. “It likes to harden back together after processing, so late in the summer it has to be broken up daily with a loader or excavator,” he says. “Steel screens, we call them grizzlies, are placed on cold feed bins to keep chunks out. Still, occasionally a chunk will slip through and cause a blockage in the bin.”

Walters explains RAP pile management is a top priority in the successful use of the material. “Know what is in the pile,” he says. “Test

34 June 2017 | EquipmentWorld.com

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for gradation, asphalt and the bulk specific gravity. If you know those things, mixes can be adjusted to easily accommodate it.”

Walters says cost is a major benefit. “We’re able to reduce final mix prices. Using less new materials has multiple benefits,” he adds. These include a reduced load on local quarries, and a reduction of how many trucks are needed to haul raw materials.”

Walters says contractors in Indiana have moved to using binder replacement instead of a RAP percentage. He sees 20 percent to 25 percent as being the optimal binder replacement portion.

“That could mean anywhere from 15 percent to 40 percent RAP,” he explains. “Anything above and I feel there is too little virgin asphalt content to bind things together well.”

Walters believes RAS is a good fit for stone matrix asphalt mixes,

because these mixes require fiber and mineral filler.

“The composition of RAS is fiber, mineral filler, asphalt and sand,” he reports. “They have helped reduce or completely replace the need for raw fibers and mineral filler. Care just needs to be taken with the asphalt replacement side of it and not being overly aggressive reducing virgin asphalt.”

Full-depth RAP Superior Paving in Gainesville, Virginia, used up to 35 percent RAP in project mixes for its QIC-winning project on State Route 17 in Stafford County. On a heavily-travelled route that included intersections and utilities, the job involved full-depth widening, grading and overlay.

The company’s biggest challenge in using RAP is the variability of blending different asphalt types with different particle shapes, ag-

gregate sizes and liquid asphalt contents, says Goodwin Moore, marketing representative for Superior Paving.

“If you do not mix and build your RAP stockpiles properly, the inconsistences in the RAP will show themselves and your finished product will be affected,” he says. “With proper testing and monitoring of stockpiles, this challenge gets mitigated.”

The percentage of RAP that is optimal in a mix is best determined on a case-by-case basis, Moore says.

“It’s dependent upon a handful of factors, such as aggregate properties, type of plant and type of mix you are producing. Our goal is to produce the highest quality of mix, regardless of cost.”

The positive environmental impact is a top benefit of using recycled materials, Moore says. “It also gives our industry the opportunity to produce a more cost effective mix for the end user.”

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ELD MANDATE

SCRAMBLE OR GAMBLE? If you operate construction trucks you may fall under a new mandate requiring electronic logging of your drivers’ hours – and time is running out to comply. Failure to do so could lead to fines and lower safety scores. Here’s how to know if your business is at risk and what you can do about it.

By Tom Jackson and Don McLoud Contributors to this report include James Vogel, Linda Longton, Todd Dills, Max Heine, Tony Brock and Marcia Gruver Doyle.

the Federal Motor Carrier Safety Administration (FMCSA), goes into effect December 18, 2017.

Mandating ELDs, FMCSA argues, will help ensure truck drivers don’t violate the Hours of Service (HOS) regulations by cheating on paper logs. The intent is to keep tired drivers in big rigs off the road, whether they be long-haul truckers or construction workers driving vocational vehicles.

ELD required?

In fact, more than 230,000 construction operations (contractors, material producers and equipment dealer/ rental companies), running more than 1 million trucks could fall under the mandate, according Viginia DOT

“I

t’s like a nightmare,” says Brian Winkler, president of Wm. Winkler Company, a civil and concrete construction business in Newman Lake, Washington. “You’re hoping it’s one of those things where you can close your eyes and make it go away. But that’s not going to be the case.”

What’s keeping Winkler up nights is a new federal mandate that requires all truck drivers who currently keep a paper Record of Duty Status to use an electronic logging device (ELD) – a system that records truck drivers’ time behind the wheel using GPS signals and cellular communications. The mandate, published by

Inspection result in a violation? There’s a 31% chance it’s for Hours of Service.

Estimated fleet size

Total number of inspections that resulted in a violation

HOS violations

% of HOS violations in total number of inspections

1- 9 trucks

55,993

30,063

54%

10-<50 trucks

65,416

18,114

28%

50 trucks and over

73,202

11,524

16%

Total

194,611

59,701

31%

The smallest guys are more likely to be the hardest hit with an HOS violation, according to data from RigDig Business Intelligence. Operations with an estimated fleet size of 1-9 trucks received more than 50 percent of the HOS violations. Within our defined universe of construction operations, 18,082 companies had an inspection that resulted in an Hours of Service violation.

ELD Mandate | June 2017

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ELD MANDATE Construction truck fleets received more than 59,000 Hours of Service violations in a recent 24-month period.

Log books: 40% of HOS violations

to RigDig Business Intelligence, a sister company to Equipment World that tracks truck and driver Log book violation 24,162 40.5% inspections. Over a recent 24-month period, nearly half Violations of daily driving limits 6,342 10.6% a million of those trucks received inspections resulting State/local HOS violation 438 0.7% in 1.6 million driver or vehicle violations and 59,000 Violations of cumulative weekly/more than 276 0.5% HOS violations. weekly cycle limits Come December, if you fail to have compliant ELDs All other HOS violations 28,483 47.7% on your trucks, you risk one more potential violation and the fines and driver out-of-service violations that 59,701 Total come with it.

Log book violations – either not having a log book, not keeping a log book Fortunately, there are many solutions available to current or having false information on a log book – made up 40 percent of the help you comply, from the simple to the robust, and Hours of Service violations in our defined segment of construction operations. many offer benefits well beyond ELD compliance (see “What to know before you buy,” page 10).

Bigger trucks, more HOS violations Despite the risks, many operations have not given the Heavy-duty (Class 6-8) 53,419 mandate much thought, says Thomas Reader, director Medium-duty (Class 3-5) 4,945 of marketing with J.J. Keller. “I don’t think there is a Unknown 1,337 lot of awareness at this point. It’s going to be a rude 59,701 Total awakening in December when they get pulled over for

an inspection and don’t have an electronic log.”

Heavy-duty trucks made up 89 percent of the vehicles receiving an HOS violation within our defined segment.

2

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It’s complicated ELD mandate aside, the HOS rules themselves can be convoluted, especially when it comes to governing construction truck operators – those who drive vocational trucks, crane trucks, concrete pump trucks, and mechanics trucks that are licensed to travel on paved Department of Transportation roads.

“In a long-haul truck, the driver is going to be in the truck eight to 10 hours a day,” says Willie Schlacks, president of ES Track, and an ELD provider. “In the construction world, you have guys who are jumping in and out of the trucks all day. One week they might be hauling for five days and off for two, or six and one.

There is a lot more complexity. There is not a straightforward schedule for one driver and one truck.”

Under the HOS rules, interstate drivers of commercial motor vehicles are limited to 11 hours of driving within a 14-hour daily on-duty window. During the 11hour limit, drivers must take a 30-minute break after eight hours of continuous driving. (Drivers using the exceptions and extensions explained below need not take the break.) If your company operates trucks every day of the week, cumulative on-duty limits of 70 hours in eight days apply. If you shut down for at least one day a week, the 60 hours in seven days limit applies. Drivers can restart their hours on the 60- or 70-hour limit after taking 34 hours off.

Exemptions and exceptions Recognizing contractors’ unique work cycles, the FMCSA created exemptions and variations to the HOS rules for construction truck operators, such as a 24hour restart for dump and cement trucks operating within 50 miles of the work location and the ability to stretch on-duty time to 16 hours once every seven days.

Most recently the FMCSA granted an exception for interstate concrete pump truck drivers. They no longer have to comply with the 30-minute rest break provision. Instead they can count on-duty attendance time toward the 30-minute break. This is to prevent them from having to shut down the truck in the middle of a concrete job.

FMCSA also offers exemptions allowing certain operations, including some in

States toughest on HOS violations State

Number of HOS violations

Lanes miles of national highway system roads per state

Frequency of HOS violations by lane miles traveled

1

IA

3,773

10,781

35.0%

2

AR

2,346

8,685

27.0%

3

KS

2,733

10,813

25.3%

4

IN

1,905

10,449

18.2%

5

AZ

1,860

10,410

17.9%

6

CO

2,023

11,568

17.5%

7

CT

567

3,844

14.7% (tie)

8

NY

2,856

19,414

14.7% (tie)

9

MO

2,399

16,413

14.6%

10

TX

7,338

51,768

14.2%

States least strict on HOS violations State

Number of HOS violations

Lanes miles of national highway system roads per state

Frequency of HOS violations by lane miles traveled

50

MA

184

7,382

2.5%

49

DE

36

1,381

2.6%

48

NJ

254

9,337

2.7%

47

RI

30

1,046

2.9% (tie)

46

IL

593

20,402

2.9% (tie)

45

CA

1,142

33,068

3.5%

44

MI

674

17,214

3.9%

43

OH

744

17,644

4.2%

42

AK

209

4,723

4.4%

41

TN

696

13,229

5.3%

Dividing the number of Hours of Service violations by the number of lane miles of national highway system roads in each state, the states where our defined segment is more and less likely to receive an HOS violation come to the forefront.

About the charts in this report: Examining RigDig Business Intelligence data, our editors selected 18,082 companies that had a recorded HOS violation during the 24-month period from Dec. 2014Nov. 2016 and which owned construction trucks. These entities were selected using a combination of SIC codes, key words and set attributes. Construction operations include contractors, construction material producers and construction dealers and rental entities. RigDig gathers information on more than 1 million active U.S. medium and heavy duty truck owners, using a variety of information sources, including FMCSA inspections and accident reports, U.S. DOT reports, CSA scores, financing activity and Dun & Bradstreet Firmographics. Source: RigDig Business Intelligence, Randall-Reilly.

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ELD MANDATE

“

I can’t tell whether they have a trailer hooked up or not…It’s easier to say, ‘You’re the driver of a – Bob Beck, crew cab truck, so you log in.’ ” Reliable Constructors

construction, to operate without ELDs: • Drivers operating truck model year 1999 and older vehicles, many of which don’t have the engine electronic control modules necessary to track hours electronically; • Drivers operating under the time-card exception to the hours recording rules – the 100- and 150-airmile radius short-haul exceptions – exclusively; • Drivers who occasionally keep a log book but do not do so for more than eight days in any 30-day period.

For more details on the HOS rules specific to construction operations, go to the web version of this article at: www.equipmentworld.com/ELD. Further muddying the issue are state DOTs that have different, sometimes additional intrastate rules.

For instance, Texas, California and Florida allow for more drive time (12 hours) and on-duty time (15 or 16 hours) in their daily HOS limits. Their cumulative limits are higher for those in-state haulers, too, and some states treat those limits slightly differently.

There is some question whether all ELD makers’ systems will be compatible with these state requirements. If your operation falls under the intrastate HOS rules, check with your ELD supplier to be sure you get the solution you need.

Pickups not immune Additional confusion surrounds three-quarter-ton pickups. When a pickup used in interstate business operations hooks up to a loaded trailer and the gross vehicle weight rating goes over 10,001 pounds, it becomes a DOT-regulated vehicle under federal interstate rules, says Pete Allen with MiX Telematics.

But if that truck stays within a 150 air-mile radius (100 air-miles for Class 7-8) of its home base, it is exempt from the ELD mandate. Exceeding the 150 or 100 air-mile radius more than eight times a month, however, requires an ELD, making for uncertainty when tracking trucks remotely. Another complicating factor: Many states exempt such lighter combos from complying with intrastate hours and ELD rules by raising the starting weight to 18,001 or 26,001 pounds.

Given the nature of the work Reliable Constructors does with its Dodge Ram 3500 pickups, “I can’t tell whether they have a trailer hooked up or not,” says Bob Beck, safety manager at the Sorrento, Florida, company. Whether or not the law requires it, the company may develop an internal policy that has drivers log in even if they are not pulling a trailer.

“It’s easier to say, ‘You’re a driver of a crew cab truck, so you log in,’” Beck says.

Roadside rules: 61% of all HOS violations construction operations receive occur during roadside inspections 7,281

50 trucks and over

4,243 10,834

10-<50 trucks

7,280 18,275

1-9 trucks

11,788

0

2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000

No. of HOS violations resulting from roadside inspections

No. of HOS violations resulting from fixed location inspections

Where do inspections take place? Construction operations in our defined segments were much more likely to receive an HOS violation during a roadside inspection than they were during a fixed location (weigh station) inspection.

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Seattle DOT

Federal rules give construction and vocational trucks certain exemptions to the rules, but tracking hours is challenging.

“

Driver fatigue is one of the big causes of accidents.

Hopefully with the 30-minute break built in and the hours of service, that will cut down on driver fatigue and – Chris Cionek, KAT accidents.

Excavation & Construction

”

6

Where do you start?

When he began shopping for ELDs, Beck went beyond the sales pitches and talked to the companies’ technical experts. He wanted to make sure the device would suit his fleet’s needs.

“Our drivers work primarily with the crews during the week, so they’re not over-the-road truckers,” he says. “The challenge comes in for us at the end of the work week when they’re coming back home. They might have to manage the number of hours they work versus hours they can drive so they don’t go over the 14hour max.”

Keep your company’s operational needs in mind when selecting from the dozens of ELD products on the market. The FMCSA maintains a list of “certified” ELD manufacturers,

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ELD MANDATE but the government doesn’t do the certification. Manufacturers are selfcertified. “The responsibility is on the carrier (customer) to buy a compliant solution,” says Josh DeCock, director of product management with Pedigree Technologies.

At press time, there were about 50 ELD suppliers listed on the FMCSA site. The names of some of the biggest companies were noticeably absent; however, most are expected to list their products soon.

FMCSA has grandfathered currentgeneration devices for two years beyond Dec. 18, so being on the list isn’t a crucial distinction for devices. Just make certain any supplier you’re considering that is not listed has a plan for getting there within the two-year period.

Field trials Once you’ve settled on a supplier, do a field test for a month or two. “Make sure your drivers know how to use it and are comfortable using it,” says DPL’s Tony Nicoletti. “They drive trucks, they’re not electronic wizards.”

Chris Cionek, dispatcher supervisor for KAT Excavation & Construction in Sour Lake, Texas, is testing ELDs on some of his fleet. The company’s current telematics provider simply linked a phone app to the trucks’ computers to meet the ELD mandate.

“It’s very easy,” Cionek says. “All the driver has to do is put in a user name and a password. The screen pops up.

They just tap a few buttons, and they’re ready to go.”

Experts recommend leaving an additional six weeks or so to deploy the system company-wide to work out any bugs and to make sure your team is properly trained.

Beck is ahead of most. He started his research in December. In May, he had narrowed his choice to two vendors and was testing equipment on some of the company’s trucks. It will be a scramble, but he expects to be ready in time for the mandate’s December 18 effective date.

“We have to be ready,” he says. “That’s why we’re trying to get a jump on it early and work out the bugs.”

“Why risk it?” Truck crane group urges compliance

W

hen it comes to whether their members need ELDs, the Specialized Carriers & Rigging Association advises erring on the side of caution.

“Even if traditionally during the course of a week your operators are not meeting that threshold of even having a log in the cab of the truck, why risk it?” says Steven Todd, association vice president. “We’re strongly recommending that most if not all of our crane and rigging members go ahead and bite the bullet.”

Informal polling of association members indicates many have not begun to address compliance, but Todd expects they will be ready come December.

The association won an exemption for specialized carriers from the Federal Motor Carrier Safety Administration over the 30-minute break rule, arguing that complying would be dangerous, if not impossible, for companies that haul massive, wide

loads at slow speeds. There are few places for such vehicles to park without causing a traffic hazard.

Association members, however, worry whether the ELDs can accurately reflect that exemption. (Most of the vendors Equipment World interviewed for this article say they have the full FMCSA rule sets with exemptions for vocational trucks built into their software.)

Todd says the association is putting together a list of questions for its members to ask ELD vendors to help them find the right device, and it has also been spreading the word through conferences, webinars and social media.

After months of research, SCR&A determined most, if not all, of the craning and rigging industry will have to comply if they’re moving over the road, Todd says.

While Todd predicts the mandate will not have much impact on the specialized carriers and crane industry, failure to comply would be risky, he says.

Not familiar with HOS regs?

T

he HOS regs that regulate interstate trucking may apply to your operation… or they may not. There are several exemptions for companies that operate in smaller areas, but you still need to know the rules. For a more

thorough discussion of how HOS rules apply to construction, go to equipmentworld.com/ELD. While there, you’ll also have the opportunity to download this entire report, making it easy to share with co-workers and others.

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SAFETY, PROFITS AND PRODUCTIVITY: THE MANY BENEFITS OF ELDS

ELD sytems, such as ES Track, have many capabilities beyond simple HOS reporting.

Tracking hours of service compliance is just a fraction of what most ELD systems can do. Some of the simplest, most inexpensive systems – often a smartphone app paired with an engine control module (ECM) connection device – come with web-based, back-office unit tracking software and dispatch tools.

Others have more robust back-end programs.

Contractors with a history of using telematics are quick to see these benefits. For instance, Reliable Constructors, Sorrento, Florida, has already been using telematics to track its equipment fleet. “We’re just adding another component to it,” says Bob Beck, safety manager. With ELDs, the company will know where all its trucks are and can make sure workers are where they need to be. And if a truck is stolen, they might have a chance to get it back. Ken Lester, owner of Lester Contracting, says his company will not need ELDs, but he does use telematics on his 50 or so vehicles and pieces of equipment. “All of our vehicles have GPS on them, including our heavy trucks and even some of our machinery,” he says.

The company, based in Port Lavaca, Texas, has been expanding its use of telematics on equipment, allowing Lester to compare run times and idle times with the industry average. He checks the system daily and likes that he can get a map view of the trucks and equipment.

“I even have an app on my iPhone,” he says. “I can sit at home or anywhere and pull up the location of my vehicles.”

One portal solutions A common complaint off-road fleet managers have with telematics is that they must toggle

“

All of our vehicles have GPS on them, including our heavy trucks and even some of our machinery. I can sit at home or anywhere and pull up the location of my vehicles on my iPhone.

”

– Ken Lester, Lester Contracting

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ELD MANDATE between multiple web portals to view machines from different OEMs. That adds complexity to companies running mixed fleets. Requiring one more portal – for their vocational trucks – is a hard sell, says Josh DeCock with Pedigree Technologies. A provider that can put all your off-road equipment and vocational truck data onto one web portal can simplify the information processing that comes with telematics feeds, he says.

Contractors who are grappling with the ELD rule should consider the benefits of integrating not just ELDs but other telematics capabilities throughout their fleets, experts say. “I would say look a little further down the road,” says Tony Nicoletti with DPL. “Start looking at your equipment ecosystem as a whole, not just fixating on this one problem, because you are going to potentially want to add it to other products later.”

There are many benefits to adding not just ELDs, but other telematics, to your operation: 1. Increased revenue. “Telematics data can show you how to grow your top line,” says Sid Nair, senior director transport and compliance at TeletracNavman. “It also shows you how to do more jobs and take operational costs out, increase your utilization rates, create more uptime and how to make sure you are proactively maintaining your truck.”

2. Improved customer satisfaction.

“In a B2B environment how do you make sure your customers are satisfied?,” says Nair. “Telematics is going to give you that end-to-end visibility,” providing features such as optimized truck routing and material delivery with fewer delays.

3. Less paperwork. Technically, many construction truck drivers can continue to keep time cards and paper fuel receipts, tolls and other paper documents to prove that they’re in compliance with the HOS regulations. But for less than the cost of a Starbucks coffee a day you can render the cab of a truck paperless.

The labor cost savings alone are often enough to pay for the system, say many contractors.

Asleep at the wheel: HOS and ELDs can’t eliminate tired drivers

A

incidents, run over curbs, damage tires or back into docks too hard more than drivers with regular start times, Croake says.

Don’t just get the data – analyze it ELDs will give the industry good data sets to start this process, Croake says. Once fleet managers start looking at driver behavior, comparing night driving vs daytime driving and performance under different schedules, they can determine which schedules and which drivers are the safest.

“These data models can tell you which drivers have a higher or lower probability of quitting or getting in a bad accident or having a workers’ comp claim,” Croake says. “It’s been proven that well-rested drivers run about 10 percent more miles per week and they’re about 30 percent less likely to quit.”

One of the most powerful data points is what time the driver starts work, Croake says. “If you have the same start time every day, regardless of whether it’s 3 a.m. or 8 a.m., what you find is a pretty low-risk, well-rested driver.

Consistency makes for good sleep.”

The data shows drivers who have irregular shifts have more

Short haul riskier Turning the conventional wisdom behind the ELD mandate on its head, Croake says the data shows it is often short haul drivers, including vocational truck drivers, who are at more risk for accidents than long-haul drivers.

“There is an inverse relationship between how tired you are and the length of the haul,” Croake says. “The longer you drive, the more opportunities you have to stop and have a break.” Short haul vocational drivers cram their entire workload into a 12-hour day, plus unlike sleeper cabs, day cabs have nowhere for drivers to nap, Croake says.

“If you ask me who the driver is who is most at risk for a microsleep event (falling asleep for two or three seconds behind the wheel) I would say it is a short haul driver working a 12hour shift,” he says.

Another myth is the relationship between speed and accidents, Croake says. “The slower you drive the more likely it is you are going to fall asleep because you’re not paying close attention.” While vocational drivers may nod off waiting for a loader to fill the dump bed, they have to wake themselves up to get going again, he says.

Croake and Spireon are working on algorithms to help telematics customers better analyze such data. And as the industry moves in this direction, Croake foresees significant gains in safety, productivity and driver retention.

lthough the original intent of the HOS regulations and the ELD mandate was to keep tired drivers off the nation’s highways, the law itself is not enough.

That’s the opinion of Dean Croake, vice president of data products for Spireon Technologies, who has spent two decades studying driver fatigue and helping to create technology and systems to prevent it. Improving safety by reducing fatiguerelated incidents requires driver monitoring systems, scorecards and the analytics to help pinpoint problem areas, he says.

“

It’s been proven that well rested drivers run about 10 percent more miles per week and they’re about 30 percent less likely to quit.

”

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ELDS: WHAT TO KNOW BEFORE YOU BUY Adding ELDs to your fleet doesn’t need to be a nightmare. The chart at right provides an overview of construction-friendly solutions.

Also, consider the following factors before you commit:

BYODs vs fixed systems.

There are two types of ELDs: fixed units that remain in the truck, and BYODs or bring your own device. BYODs can be as simple as an app on a driver’s smart phone or tablet or a company supplied mobile device. A fixed unit is hard wired and professionally installed.

BYODs communicate with the truck ECM via a Bluetooth or wireless connection to a dongle inserted in the truck’s diagnostics port. The advantage here is that the BYODs can be removed from a cradle and used to take photos of maintenance issues.

And if you have trucks with multiple drivers and each driver needs his or her own HOS records, BYOD is the way to go.

Fixed systems are less likely to break or be lost, says Pete Allen, vice president of sales for North America, MiX Telematics. If you’re required to have an ELD and you use your phone, losing it puts you out of compliance. Fixed systems also mean the fleet has better control over the data, and because they are homogenous, they are easier to maintain, Allen says.

Some fleets have concerns about drivers bringing their (continued on page 14)

GENERAL

DRIVER

Company name

Product name

BYOD or fixed system

Open architecture or out of box

Rule sets for vocational trucks

Payment options

Driver monitoring

Proactive warnings

DVI

Coretex

Coretex 360

Both options available

Open

Yes

Purchase or lease with 36, 48 and 60 month terms, no up front cost

Yes

Yes

Yes

Dispatching Solutions

DSi Mobile eLogs

Both options available

Open

Yes

One-time purchase or monthly subscription

Yes

Yes

Yes

DPL Telematics

DPL Telematics ELD

BYOD

Open

Yes

Depending on quantity, Yes $0 to $70 upfront, $20 month

Yes

Yes

EROAD

EROAD ELD

Fixed

Open

By end of 2017

36-month contract, buy device outright or lease month-to-month subscription

YES

Yes

YES

ES Track

ES Track

Both options available

Both

Yes

No contracts, month to month

Yes

Yes

Yes

Geotab

Geotab GO Device & HOS Pro or ProPlus Plans, Geotab Drive mobile

BYOD

Open

No

Options vary. Initial cost $170 with approximate monthly fees $20 to $30

Yes

Yes

Yes

GPS Insight

Hours of Service (ELD)

Fixed

Open

Yes

Buy or rent

Yes

Yes

Yes

J.J. Keller

Encompass with Elogs

Both options available

Out of box

Yes

Bundled and no contract monthly payments

Yes

Yes

Yes

MiX Telematics

MiX ROVI with HOS

Fixed

Open

Yes

SaaS bundled monthly fee structure

Yes

Yes

Yes, MiX app

M2M In Motion

M2M In Motion ELD LITE or Fleet

BYOD

Open

Yes

Lease or buy, 1 to 5 year contracts

Yes

Yes

Yes

Pedigree Technologies

ELD Chrome

Both options available

Open

Yes

Upfront hardware payment, monthly fees or lease options

Yes

Yes

Yes

Spireon

FleetLocate FL7

BYOD

Open

Yes

36-month contract, two options: 1-zero down, 2-up front fee with lower monthly

Yes

Yes

Yes

Telogis

Compliance

BYOD

Open

Yes

Contract, subscription bases

Yes

Yes

Yes

Trimble

TrimFleet

Both options available

Open

Yes

SaaS model pricing

Yes

Yes

Yes

Teletrac Navman

Director Drive

Fixed. Uses Garmin devices

Out of box

No

Monthly fees; no upfront for hardware, implementation or training

Yes

Yes

Yes

ZED Connect

ZED ELD

BYOD

Open

Yes

$200 for hardware/ adapter, no monthly fee or subscription

Yes

Yes

Yes

Zonar

Zonar Connect

Fixed

Complete solution with API

Yes

Lease or purchase

Yes

Yes

Yes

10 June 2017 | ELD Mandate

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DRIVER

MAINTENANCE

LOGISTICS

MANAGEMENT

Driver monitoring

Proactive warnings

DVIR

Engine diagnostics

Maintenance alerts

Off-road telematics

Tire pressure monitoring

Geofencing

Route planning

IFTA Fuel tax reporting

PTO tracking

Small tool tracking

Website:

Yes

Yes

Yes

Yes

Yes

No

No

Yes

No

Yes

Yes

No

www.coretex.com

Yes

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes

Yes

Yes

Yes

http://dsimobile.com/

y, Yes 0

Yes

Yes

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes

Yes

www.dpltel.com/eld

YES

Yes

Yes

Coming

Yes

Yes

No

Yes

Yes

Yes

Yes

Yes, with maintenance minder tracking

www.eroad.com/US/ landing/ELD

Yes

Yes

Yes

Yes

Yes

Yes, with analytics and engine data

Yes

Yes

Coming soon

Yes

Yes

Yes, BLE nodes

https://estrack.com

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

www.geotab.com/ fleet-managementsolutions/ compliance/

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

No

www.gpsinsight.com

Yes

Yes

Yes

Yes

Yes

No

No

Yes

Yes

Yes

No

No

www.JJKeller.com/ Elogs

Yes

Yes

Yes, with Yes MiX Go application

Yes

Yes

No

Yes

Yes

Yes

Yes

Yes, with MiX Go

www.mixtelematics. com

Yes

Yes

Yes

Yes

Yes

Yes

No

Yes

Not currently

Yes

Yes

Yes

www.m2minmotion. com

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

No

www.ELDCertified. com

Yes

Yes

Yes

Yes

Yes

Yes

No

Yes

No

Yes

Yes

FL7: No, but can use FL700

www.spireon.com

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

www.telogis.com

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

No

www.trimble. com/ConstructionLogistics

Yes

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes, through integration partners

Yes

Yes

Yes, with Qtanium Connect

www. teletracnavman. com/our-solutions/ compliance/eld

Yes

Yes

Yes

No

No

No

No

No

Yes

Yes

No

No

https://zed-eld.com

Yes

Yes

Yes

Yes

Yes

Yes

Coming in 2018

Yes

Yes

Yes

Yes

Yes

http://zonarsystems. com/solutions/ connect-tablet

t

o

s

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Functionality at your fingertips. A smarter way to manage vehicles and equipment.

Maximum utilization. Minimal downtime. Complete control in real-time. Thatâ&#x20AC;&#x2122;s ES Track.

The only telematics and ELD solution purpose-built for contractors, ES Track gives you all the information you need to make better decisions about how your rented and owned equipment is used, allocated and maintained.

Komtrax 01

JOBSITE USAGE

VisionLink

E-LOGS

REMOTE INSPECTION

03

ESTRACK.COM

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ANALYTICS

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IFTA REPORTING

Untitled-8 3

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ELD MANDATE Hardwired systems like the GPS Insight ELD 2000 are less likely to break or get lost.

4)

personal tablets or smart phones into the cab to serve as their ELD. With a personal device, fleets risk drivers using the company’s data plan to watch movies, chat or surf the web. “One company I know spent $26,000 in overages for their data because their drivers were watching movies in their off time,” says Marc Lonson, president M2M In Motion. “With a dedicated tablet, you don’t give them that option and you can manage that a lot easier. You only need about 500 megabytes a month to run an ELD.” Hardware costs for fixed systems can run from $400 to as much as $2,000 per unit. BYOD systems start at about $70 and go up to around $500. For both types of devices, you pay a monthly subscription fee for the data, which can run approximately $15 to $50 per device.

Open architecture vs out of the box Most ELD and telematics solutions use open architecture and software as a service, or SaaS, meaning the device you have in the cab is a “dumb” terminal. All the rule sets and programming reside on the vendors’ servers and are pushed out to your device.

This has two advantages. Many open architecture systems can be integrated with other systems from other vendors such as driver cameras or fuel cards.

And if the FMCSA or your state DOT decides to tweak or change any of the rules, the vendor simply makes that change to the software on their servers and automatically pushes it to all the customers’ devices.

Out of the box systems, by contrast, are not as easily changed, although they’re usually less expensive. This may be more important to owneroperators or small firms with just one or two trucks.

Payment options Many customers pay cash for the hardware and then a monthly subscription for the data. Some vendors ask for contracts, anywhere from one to five years. But you also can find subscription-free services where you only pay month-to-month.

If you don’t want to pay up front for the hardware, you can also find plans that roll that cost into a lease that bundles the data subscription and the lease payments on the hardware into one price. These contracts typically last until the hardware is paid off.

ELD/telematics system features A robust ELD or other telematics system can offer dozens of features to improve your business processes and make your fleets more productive. Before buying an ELD solution, make sure it can handle the special requirements of tracking construction hours of service and exemptions. On page 10-11, we detail in chart form what each vendor offers.

Here are some features to consider: DRIVERS Driver monitoring. Telematics systems can measure harsh braking, speeding, harsh turns and other irregular behavior and compile scores for each driver. You can use this data to coach poor performers, but can also exonerate drivers who are not at fault after an accident.

Some vendors can provide driver cams as well or integrate with third party driver cams. In addition to alerts, most of these systems provide a scorecard so that you can see who your best drivers are and who needs help or coaching. In-cab verbal feedback and mobile applications to allow for peer-to-peer gamification and

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ELD MANDATE incentive programs are other options.

Proactive notifications and warnings. The complexity of the HOS regulations and the multi-task nature of construction work can leave some drivers unsure of how much drive time they’ve accumulated.

Look for a telematics system that will warn your drivers when they’re getting close to the limits or are cleared for a restart.

DVIRs. The law requires a driver vehicle inspection report for many vocational trucks. With the right telematics product, drivers can record their pre- and post-trip inspections electronically. If they have a mobile device, they can also take photos of maintenance issues and send those back to the shop. Inspection records can be sent back to the office. If your telematics product times the inspection, you can see which drivers are doing a thorough job and which are too hasty.

life and make your trucks safer by alerting you to tire pressure problems before they become serious.

LOGISTICS Geofencing. ELD systems use GPS to track the truck’s position, making it easy to create a virtual “fence” on a digital map in the office and receive alerts anytime a truck strays beyond the it. This prevents unauthorized use and has been a very popular – some would say the most popular – feature of truck telematics for many years.

Route planning. Route planning lets you move drivers around difficult or slow traffic conditions or determine the most efficient route for them to take on things like concrete pours or when hauling hot asphalt.

MAINTENANCE Engine diagnostics. ELD and telematics systems tap into the truck engine’s ECM. This allows you to see things like overheating, oil pressures and the like.

Maintenance alerts. Telematics systems can keep track of your PMs better than paper records. These are based on hours or miles and are sent simultaneously to the driver, managers and the shops so that nobody drops the ball.

Off-road telematics. If you run a mixed fleet of onroad trucks and off-road equipment, having a telematics provider that can do both simplifies your processes and eliminates the need to jump from website to website to gather information.

Tire pressure monitoring. Many of today’s trucks and automobiles can track tire pressures using Bluetooth enabled tire pressure monitoring devices. Including this in your telematics feeds can help save fuel, save tread

MANAGEMENT IFTA/fuel tax reporting. Fuel tax reporting capabilities eliminate the need to spend hundreds of hours a year collecting, organizing and tabulating drivers’ fuel receipts. Drivers simply enter the fuel amount and taxes paid at each refueling stop and the system sends the totals to the office and calculates them automatically.

PTO tracking. In most states, you do not have to pay fuel taxes on the fuel your truck burns when the PTO is engaged – when the truck is stationary but doing work like mixing concrete. The more sophisticated telematics systems will automatically read your engine codes and record this time. Backend software can then calculate the fuel burn and compile that for your tax rebates.

Small tool tracking. Of interest to construction contractors, small tool tracking devices can monitor the whereabouts of non-powered assets and integrate that data into your overall telematics platform.

ELD PRODUCTS

Spireon FleetLocate FL7

Dispatching Solutions DSI eLogs

Dispatching Solutions’ cloud-based DSI eLogs is certifed on FMCSA’s registry and is available as either a dedicated unit or a BYOD solution for both the Android and iOS operating platforms. Drivers can see their electronic logbook status in real time, and the back office can view the entire fleet and help manage driver compliance. DSI eLogs also has GPS fleet and asset tracking, transportation scheduling, dispatch, order management, smart forms, alerts, geofencing, IFTA accounting and fleet maintenance. The initial cost is $450 to $700 depending on hardware and capabilities, with an ongoing monthly fee of $20 for ELD service only and $40 for both ELD and GPS capabilities.

DSIMobile.com

Spireon’s web-based FleetLocate fleet management systems monitor vehicle and driver performance and give fleet operators insights into driver behavior and help them reduce fuel costs, idle time, labor, fleet mileage and maintenance-related downtime.

FleetLocate FL7 is a BYOD solution for both the Android and iOS operating platforms that offers compliant e-logs, IFTA accounting, driver safety alerts and reports, driver scores, audible alerts and engine diagnostics. The initial cost is $0 to lease, with an ongoing monthly fee of $26.95 and up depending on add-ons.

Spireon.com ELD Mandate | June 2017 15

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ELD PRODUCTS (continued)

ELD MANDATE

HOS Reporter

Connected Holdings’ HOS Reporter is designed to be a twoin-one driver-friendly compliance solution. The device includes both an ELD solution and a full AOBRD solution that provides e-logs under older regulations. It also offers electronic vehicle inspection reports and automated IFTA data logging. The subscription includes a GPS device for the truck’s 6-pin, 9-pin or Volvo-Mack data port connector. Options include HOS Reporter-Bluetooth, a low-cost option that sends information using the driver’s smartphone and data plan; HOS Reporter-Bluetooth/Cellular, which sends information over cellular networks using the driver’s smart phone as a display device; and HOS Reporter-Bluetooth/ Cellular and Tablet, which sends information over cellular net- works using the company’s dedicated HOS compliance tablet. The initial cost is $0, with an ongoing monthly fee of $15 (two years prepaid) or $18 (one year).

HOS-Reporter.com

Pedigree Technologies ELD Chrome

Pedigree Technologies’ ELD Chrome combines a driver-friendly interface with efficiency features important to fleet managers, including IFTA reporting. The ELD is expandable, and offers a full suite of solutions, including trailer, equipment and asset tracking as well as tire pressure, tank-level and temperature monitoring. The OneView platform and solutions are designed to grow with each customer’s specific needs; common additions, for example, include dispatching and electronic work orders (job management). It enables consistent real-time visibility and information, which is actionable to all appropriate users (including APIs and integrations). Users are given thorough on-boarding and customer support, which includes a variety of training and service options (including compliance). The system can be used either as a dedicated system or with a BYOD. It offers DVIR, driver monitoring, engine diagnostics and geofencing. After an upfront hardware payment, there is either a monthly fee or users can choose a zero-down lease option.

ELDCertified.com

ES Track

ES Track is compatible with any OEM and simplifies complex reporting, aggregating data from all your vehicles and machines.

Using one dashboard, you can track Hours of Service, customize maintenance alerts or track equipment in real time. The ES Track mixed-fleet solution offers ELD monitoring, security functions, utilization reports and operator alerts, along with other fleet management features.

Benefits include reduced downtime, fuel savings, more accurate job estimates and driver behavior monitoring, says the company. ES Track includes all features and doesn’t require a contract; the initial cost is $250 for hardware and an ongoing monthly fee of $21.95 per month.

ESTrack.com

Zed Connect ZED ELD

Zed Connect’s Zed ELD is a BYOD Blue-tooth-ready compliance solution for the iOS and Android operating platforms. Zed’s Bluetooth adapter is compatible with 9-pin J1939 diagnostic ports – both Type 1 (black/gray) and Type 2 (green) – and uses multiple levels of security to connect to Zed’s mobile app to capture the required ELD data for FMCSA compliance. For drivers, Zed ELD offers daily certification, HOS tracking, duty status records and DVIR reporting for DOT inspections to maintain compliance; it also offers routing and navigation, including real-time updates on road conditions, closures and construction. For construction companies, the solution also offers route management, GPS tracking, DVIR documentation and a dashboard. ZED intends to use its open platform to develop additional services.

The device is designed for easy installation, and the initial cost is $200 with no ongoing monthly fee.

Zed-ELD.com

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OP

ET

Y

PE

SAF

ELD CHROME

LE

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Intuitive, Reliable, with Superior Support ELD Chrome is the most intuitive, reliable, and versatile FMCSA compliant solution on the market. Built on Pedigree Technologies’ OneView platform, you’ll have options to manage your yellow & dirt iron, storage & worksite containers, fuel tanks (fluid levels), and more - all with one login.

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FREE DEMO: ELDCertified.com Untitled-45 1

5/24/17 8:15 AM

Find it. Fix it. Move it.

THE ELD MANDATE: COMPLIANCE IS JUST A CLICK AWAY

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As a plaaorm, DSiMobile.com offers the funcconality you need to manage your business.

Our DOT Compliance module is FMCSA cerrfied. It provides you with electronic log books and hours-of-service tracking. Drivers will see their status in real--me with our mobile app capability and your back office can view your ennre fleet and help manage driver compliance.

Our DOT Compliance module is fully integrated with the other modules that are part of the DSiMobile plaaorm. Those modules include fleet and asset tracking, transportaaon scheduling, dispatch and fleet maintenance. The benefit to your company is having a single plaaorm from which you can manage your business.

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Untitled-46 1

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ASPHALT COM highway contractor

| by Chris Hill |

ChrisHill@randallreilly.com

New models focus on updated operation features, multiple drum options

N

ew asphalt compactor models have seeming dominated this year’s roadbuilding rollouts, with multiple machines being launched during ConExpo this March.

While many of the new machine features introduced in the past couple of years have either involved intelligent compaction (IC) or Tier 4 Final engine updates, this year’s crop of rollers are concentrating on a variety of improvements, including multiple drum and pneumatic options, improved operation features and oscillation.

Mark Eckert, global product manager for Volvo Construction Equipment, says that much of the compaction equipment updates over the past decade have been driven by operator feedback or operator safety (such IC), more sophisticated operator controls and the reduced impact of engine exhaust, noise and vibration to the operator.

One feature making its way into new machines is oscillation. Hamm and Bomag have offered oscillation drums for several years, but it’s a new feature for Volvo.

“Oscillation drums are primarily appreciated for their ability to reduce dynamic force for applications where less amplitude is required,” Eckert says.

“A couple examples are bridge deck overlays, compaction near building foundations or over shallow utilities,

where high dynamic force may cause damage.”

He adds most manufacturers install an oscillatory drum in the rear with a traditional vibratory drum in the front.

Volvo, he says, will be offering oscillation on its DD105 model later this year.

In November 2016, Caterpillar introduced its first oscillatory vibe system on its CB10 asphalt compactor. This feature is available as an option on the rear drum of the machine.

The oscillation was a key feature to add, considering changing trends in the paving industry, says Bryan Downing, Caterpillar sales support consultant for compaction equipment.“The oscillatory vibe system compacts differently than our traditional vibratory systems, as it creates compaction through a massaging motion,” he says. “This is important in asphalt compaction for thinner lifts. Most of the paving process done today are on thinner lifts, so this system provides a good solution.“The amplitude and frequency selections of our conventional systems provide great flexibility on some of the tougher, thicker lifts,” Downing adds. “Now combine this with an optional oscillatory rear drum and we can actually create compaction in sensitive areas.”

Here’s an overview of the asphalt compactors introduced during this year’s ConExpo:

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OMPACTORS Volvo’s largest asphalt rollers, the DD120C and DD140C, were launched at this year’s ConExpo show.

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| continued

Case DV210D

Bomag BW 28 RH pneumatic tire roller

Bomag Bomag’s BW 28 RH pneumatic tire roller allow for deeper static compaction and use an enlarged ballast compartment for a high range of operating weight, as well as a higher maximum wheel load, compared to previous models.

The operating weight of the BW 28 RH now extends from 18,960 to 61,730 pounds and the max wheel load is 7,715 pounds. The company says this offers an increased application range from city streets and county roads to interstates and airports.

The ballast can be added with concrete, steel and/ or underfloor weights plus water, dry sand or wet sand. Contractors can install four 1,653-pound concrete weights, four 3,307-pound steel weights or two 1,543-pound underfloor weights. Plus, the 106-cubic-foot ballast compartment can hold up to 6,614 pounds of water, 9,920 pounds of dry sand or 13,228 pounds of wet sand.

The machine’s eight offsetting tires overlap by 1.3 inches and spread across 80.4 inches. The front axle has three-way pivoting to evenly distribute weight across all the tires, which with an optional tire inflation system can vary in tire pressure from 29 to 116 psi.

The BW 28 RH has a 134-horsepower Deutz Tier 4 Final diesel engine. With its ECOMODE load-dependent operation, the roller provides fuel savings up to 30 percent compared to previous models, Bomag says.

It features a one-piece, tilt-up hood for improved access to service points, and a design that improves visibility to the outside tires and the tops of the tires, the company adds.

Case Case introduced three new models at the show: the DV209D and DV210D double drum asphalt rollers, and the DV45CC combination vibratory roller.

The DV209D and DV210D offer frequencies up to 4,020 vpm, automatic vibration control, crab steering, oscillating articulated roller joint and pressurized triple-filtration water system. Both models can be outfitted with a vibratory front roller and rear pneumatic tires as an option.

The DV209D has an operating weight of 21,080 pounds while the DV210D is 22,930 pounds. Both have a Tier 4 Final 100-horsepower Deutz engine with a combination of exhaust gas recirculation, diesel oxidation catalyst and selective catalytic reduction aftertreatment that uses 15 percent less fuel than previous Case models.

The company says the articulated roller joint can oscillate plus or minus 6 degrees, and the crab steer design gives the read drum an offset up to 6.7 degrees for detailed, precision applications. As an option for both, Case offers a compaction meter to monitor density in real time, as well as GPS mapping for compaction coverage and a printer to print off density results.

For the operator, the company added an adjustable sliding and rotating seat to provide increased visibility of the drums, edges and spray bars. The steering column is tilting and height-adjustable and features a display mounted on the steering wheel to provide operation data, diagnostics and controls.

The DV45CC features a front drum with pneumatic tires and is designed for finish work on small- to midsized jobs, such as small parking lots, tennis courts and residential driveways, as well as in applications where space is a limiting factor, such as walkways and bike paths.

The 54-inch offset drum features a tapered edge that allows high curb clearance, is fitted with adjust-

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highway contractor

| continued

able scrapers and offers an automatic vibration control system that has automatic or operator-controlled drum start and stop. The machine has an operating weight of 10,296 pounds, and offers standard dual amplitudes of 0.01/0.21 inches and dual frequencies of 2,700/3,420 VPM. The DV45CC features a 40.8-horsepower Tier 4 Interim engine.

Dynapac Dynapac released a new Generation VI articulated tandem rollers (while still under the Atlas Copco branding) that feature temperature sensors on the front and rear drums to allow for improved temperature management.

This series includes the CC4200VI, CC5300VI and CC6200VI, which will be offered with a three-year subscription of the FleetLink Advanced telematics system. FleetLink records equipment location and working hours and can set multiple geo-fences for single machine or group of machines. The system package includes the hardware, online fleet management portal access and monthly connection package subscription.

The Generation VI machines offer Tier 4 engines and optional rpm-management ECO Mode system the company says reduces fuel consumption by up to 20 percent. Dynapac engineers improved serviceability,

Dynapac CC5200VI

by adding LED lights, placing the engine on the rear module, incorporating a large hood that’s easier to open and designing the hydraulic hoses to be replaced in segments.

For the operator, the machines feature a rotating, sideways-sliding seatand steering module, a 7-inch LCD touch screen that can display servicing informa-

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tion and lubrication-free steering hitch and steering cylinder.

Dynapac also has introduced a small project tandem asphalt roller with its CC950D, designed for bicycle paths, narrow roads, small parking lots and other hardto-reach asphalt compaction applications.

The CC950D offers 38-inch-wide drums with a “high clearance” designed to allow it to work near curbs, the company reports. The front drum vibrates at 4,200 vpm, or 70 Hz, while the rear drum is static.

Dynapac added shock absorbers on the rear drum to lesson the impact on the operator, and designed “ergonomically positioned” steps to give the operator more comfortable access. It also features standard foldable rollover protection system (ROPS) framing for lowclearance transport.

The 20-horsepower Tier 4 Final engine is a water-cooled, 3-cylinder, 4-stroke Kubota D722-E4B-KEA-2, which the company says, along with drive motors connected in a series, will provide good “hill-climbing capacity.”

Hamm / Wirtgen The Wirtgen Group introduced several new compactors during ConExpo, including the North American debut of its DV+ tandem asphalt rollers series, expansion of the HD Compactline compact tandem asphalt

Hamm DV+ 70i VO-S tandem asphalt roller

rollers, new H series soil compactor and the GRW 180i pneumatic tire roller.

The DV+ series, represented in North America by the DV+ 70i VO-S, is available in three versions, including the VV (double vibration), VO (one vibration and one oscillation drum) and VT (combination). All three can be configured as a ROPS version or a cab.

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highway contractor

| continued

The machines operate with standard split vibration drums and features pivot steering with large turning angles and track offset for “sensitive steering in four steering modes,” Hamm reports.

The HD CompactLine features what the company calls a “wasp” waist to allow for its articulated movement. The series includes the new HD 10C VT 39-inch model, which is referred to a “clear side” machine. It can provide compact near walls and high boundaries via inwardly offset suspension of the drums.

The GRW 180i pneumatic tire roller, at a max weight of 18 metric tons (39,700 pounds), is available in four models, the 180i-10, 180i-12H, 180i-15 and 180i-20. The weight of these models is variable depending on the ballast configuration. Hamm offers a range of ready-made weights and has designed the machines to be filled with loose materials to adjust the ballast even more to match the asphalt type, layer thickness and job application needed.

Hyundai The company’s new tandem-drum roller, the HR26T-9, has been designed for use in asphalt paving and maintenance, as well as soil compaction. Typically, single-drum rollers are reserved for soil compaction.

Hyundai HR26T-9 tandem-drum roller

The machine weighs 6,400 pounds and features a 31-horsepower Deutz D 2011 L2i Tier 4 Interim engine and 47-inch drums. It offers front and rear drum scrapers and 55-gallon water-spray systems.

Other standard features include hydrostatic drive, hydrostatic vibration on both drums, automatic vibration mode, spring-mounted operator compartment, ROPS and manual emergency stop switch with a touch sensitive switch at the seat.

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The company also has updated four models, the HR70C, HR110C, HR120C and HR140C with Tier 4 Final engines, with the HR70C powered by a Deutz TD2.9 L4, and the other three powered by a Cummins QSF 3.8 engine.

Sakai Sakai used ConExpo to showcase its new SW754 67-inch vibratory tandem-drum roller and the new cabbed version of its SW994 84-inch vibratory double-drum roller.

The SW754 adds to the companyâ&#x20AC;&#x2122;s 770 series and is designed for sub-base and base layers, coarse graded asphalt mixes and thick asphalt lift compaction.

The SW754 features a Tier 4 Final 3.8-liter Kubota engine that can run up to 10 hours without refueling, the company reports. It offers a range of vibration/amplitude settings, from low vibration at 2,500, 3,000 and 4,000 vpm to high vibration at 2,500 or 3,000 vpm.

Sakai says it designed the vibration and driving system control to remain simple, as operators can choose from three throttle positions. The company also improved maintenance on the machine by centralizing locations for common maintenance items

Sakai SW754 vibratory tandem-drum roller

and easier access to the engine compartment.

The machine has a 35.4-inch clearance at the curb and a side clearance of 3.2 inches. The maximum operating weight with the rollover protection system (ROPS) is 22,939 pounds. The front axle load is 10,373 pounds and the rear axle weight is 11,563

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pounds.

The cabbed-version of the SW994, Sakai reports, is designed to protect operators from extreme weather conditions, as well as provide a quieter and dust-free environment.

The design also was created to offer enhanced visibility through the trim sightlines and wide windows.

The company improved the seat as well, incorporating five position settings including front facing to plus or minus 45 degrees and plus or minus 90 degrees that will depend on the working lane. Engineers added a pedal at the lower right side to release a lock while sitting to allow for the seat to swivel.

The SW994 has a maximum operating weight of 31,401 pounds and offers low-profile vibration at 4,000 vpm. The machine is powered by a Cummins QSF3.8 Tier 4 Final engine.

Volvo Volvo introduced two new asphalt models at the show this year, the DD120C and DD140C. The DD120C features a 79-inch rolling width, while the DD140C features an 84-inch rolling width. Volvo says these models, which are the largest of the companyâ&#x20AC;&#x2122;s asphalt compactors, offer 20 percent more fuel efficiency over previous models via the Volvo D13J

Volvo DD120C double-drum asphalt roller

Tier 4 Final engine that offers high torque at low rpm.

Both models offer 4,000-vpm vibration frequency and feature a new water flow-rate calibration process an operator can use to set a minimum flow for spray-

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ing water on the drums. They also can be outfitted with the companyâ&#x20AC;&#x2122;s IC system, Compact Assist for Asphalt with Density Direct.

Wacker Neuson Wacker Neuson has added 15 tandem and combination rollers to its compaction line, ranging in operating weight from 1.8 to 4.5 tons. This lineup includes 10 tandem double-drum rollers with either oscillation drums or vibration drums, as well as five combination rollers for jobs on steep grades or uneven ground conditions.

The smallest model is the RD18 at 1.8 tons. It is available with either a 31.5-inch drum or 39.4-inch drum and features unilateral drum support that provides clear-sided curb clearance for tight work against curbs or walls.

The RD24 and RD28, at 2.4 tons and 39.4-inch drum and 2.8 tons and 47.2-inch drum respectively, are available in three versions. These options include tandem-axle roller with vibrating drums, combination roller with vibrating front drum and pneumatic tires and vibrating front drum with oscillating rear drum.

The RD40, at 4 tons, features a 51.2-inch drum, and the 4.5-ton RD45 offers a 54.4-inch drum. Both are available as tandem rollers, tandem rollers with an

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oscillation drum or as combination rollers. These machines have fold-down ROPS as standard.

Wacker Neuson RD18 combination-drum roller

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PARTNER SOLUTIONS | SENTRY KEYPAD

CONNECTED KEYPAD ADDS SECURITY TO JOB SITES SENTRY KEYPAD ELIMINATES THEFT AND UNAUTHORIZED EQUIPMENT USE.

A

sk anyone in the construction business how confident they feel leaving their equipment on job sites, and you’ll probably get a similar answer: “Not very.” After hours equipment security is major stressor for many contractors, and with good reason - theft and unauthorized use are serious problems.

According to the National Crime Information Center, in 2014 alone, there were 11,625 heavy equipment thefts reported, with a total value that could be as high as $1 billion, not including business interruption costs. Nor does that include the high cost of damage to machines and property caused by unauthorized use. But despite the high price tag that comes with heavy equipment, they generally don’t include much in the way of security features.

“One of the biggest problems is universal keys,” says Willy Schlacks, co-founder and president of ES Track. “Anyone with a key can access your machinery at any time, and in the past there wasn’t a lot you could do about it.”

ES Track is changing that with a security keypad that utilizes the company’s telematics platform. Sentry Keypad connects every piece of equipment in a contractor’s fleet, giving them total control over who is using it. Unlike ordinary keypads, Sentry Keypad doesn’t just restrict who can access equipment, it controls when and where it can be used as well.

“A lot of the damage from unauthorized use is caused by sub-contractors or employees ‘borrowing’ machines without permission,” says Schlacks. “Sentry Keypad’s

connectivity lets you tie access into working hours, geofences and certifications, so the only time your equipment is being used is when it’s supposed to be, by who it’s supposed to be.”

Sentry Keypad provides the double lock capability many insurance companies require, but also adds the ability to lock down any piece of equipment at any time.

“Sentry Keypad gives you next-level security,” says Schlacks. “In addition to preventing unauthorized users or thieves from accessing your machine in the first place, it also lets you remotely shut down any equipment with the push of a button.”

Any piece of equipment can be shut down from an Internet connected browser, making it complete inoperable. This restricts the damage that can be caused by unauthorized users who want to use your equipment for their own purposes. Reducing the threat of damage contractors may be liable for leads to a more secure job site and lower insurance premiums. In many cases, insurance companies are willing to foot the bill.

Constant connectivity between equipment also helps prevent theft by brute force.

ES Track lets users set geofences for job sites or lots. Even if the machine’s engine isn’t started, if it crosses the predetermined boundary, an alert is automatically generated. If that isn’t enough to prevent theft, real-time GPS location ensures misplaced or stolen equipment can be recovered.

“It’s all about protecting your investment,” says Schlacks. “With Sentry Keypad, you can rest easy, knowing your equipment is safe and secure.”

With Sentry Keypad, unauthorized equipment use is a thing of the past.

EW Sentry Keypa Partner Solutions.indd All Pages Untitled-8 2

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“

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SENTRY KEYPAD GIVES YOU NEXT-LEVEL SECURITY.

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– Willy Schlacks

5/11/17 2:17 PM Untitled-8 3

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Intelligent Solutions: Machine Control

Imagine maximizing your machine for faster speeds and smoother grades.

The revolutionary MC-MAX system features our advanced blade technology that intuitively guides you to cut to the right depth, grade and slope every time.

Topcon is at this intersection with you â&#x20AC;&#x201C; helping you integrate the best solutions and positioning technologies. We have the expertise to deliver immediate results, and the vision to invent the products you need today and in the future. topconpositioning.com/MAX

The Intersection of Infrastructure and Technology

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technology

| by Tom Jackson |

TJackson@randallreilly.com

WEARABLE CONSTRUCTION TECHNOLOGY The field is still in its infancy, but in a couple of years many of you could be plumbed, braced and wired for action

Control your tools with a wave of your hand.

T

he dawn of the bionic construction worker is not quite here yet, but it’s coming.

At ConExpo this year, “Wearable Technology” was the subject of one of the show’s Tech Talks, and

Gesture control with Myo armband The Myo Gesture Control Armband from Thalmic Labs can detect five distinct hand gestures and wirelessly control a number of different technologies. By reading the electrical activity in your muscles and the motion of your arm with a nine-axis motion sensor, it can enable you to direct the flight of a drone, change the slides on a PowerPoint presentation or manipulate figures in a video game. Using the Myo armband allows you to eliminate remote controls, touch pads, buttons and voice control while remaining hands free.

Third party developers can configure the armband for a variety of applications. It’s available on Amazon for about $200. www.myo.com Multiply strength with Exoskeletons Bending, lifting, twisting. When that’s all you do all day long, it can

while most of this technology has yet to make it into the field, in the next two to three years wearable technology products may become regular features on the jobsite and a boon to safety and productivity.

take a toll on the body. The big box retailer Lowes is experimenting with exoskeletons to help reduce strain on the muscles and joints of workers engaged in these activities. According to a report on CNN, Lowes collaborated with Virginia Tech to create a harness-like exoskeletons that use flexible carbon fiber reinforcements running down the back and thighs.

The carbon fiber shafts flex and release energy, adding power to lifts and reducing the strain on muscles.

Rise Robotics is experimenting with an exo-suit that is a backpack like apparatus using compressed air to drive what it calls a BeltScrew Drive actuator style type transmission to power human heavy lifting operations. www.riserobotics.com/exosuit And a firm called Ekso Bionics makes a bionic arm, the EksoZeroG, that can be tied off to a structure to enable a worker to hold a heavy

tool like a breaker overhead or horizontally for long periods of time. eksobionics.com/eksoworks

Keep your cool You can’t change the weather but you can take measures to keep yourself cool and this Vortec Personal Air Conditioning vest (PAC) beats shade and Gatorade, hands down. The vest hooks up to a regulator-like device that takes air from an air compressor and cools it down 45 to 60 degrees below the ambient air temperature. The cool air is blowing into the vest which is perforated with small holes that distribute the cooling air around your upper torso and neck. There are three models, two cooling only and one that can be switched from cooling mode to heat mode and deliver warm air in cold situations. www.vortec.com EquipmentWorld.com | June 2017 67

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AEM Your Partner in Safety Association of Equipment Manufacturers (AEM) is proud to partner with National Safety Council for National Safety Month. AEM is committed to helping our industry remain safe.

Our full line of safety materials communicate the preparation, safe operation and maintenance of equipment across all industry sectors.

To receive more information, please visit www.aem.org/safe

AEM_Safety_S+H_Ad_050917v2.indd 1 Untitled-13 1

5/9/17 7:32 AM 5/15/17 10:45 AM

safety watch

| by Tom Jackson |

TJackson@randallreilly.com

he crew had been working for a week to dig up and replace sewer and draining pipes beside a house. The first part of the job involved cutting through a concrete apron next to the house. With the concrete removed, the excavator dug out the soil below, creating a narrow trench 21 inches wide, 60 inches long and 7 feet deep.

The soil was unstable and wet – loamy sand classified as “Type C” soil, the least stable soil type. Type C includes granular soils in which particles don’t stick together and cohesive soils with a low unconfined compressive strength, of 0.5 tons per square foot or less. In the week preceding the accident, the site had received more than 3 inches of rain.

On the day of the incident, a 36-year-old pipelayer and another worker for a water, sewer and drainage installation and repair business entered the trench to remove old pipes and install new ones. The trench had no protective system, although there was a hydraulic shoring cylinder near the bottom on one side.

The job was almost done when the victim entered the trench to finish connecting the pipes. The trench collapsed, burying him, but the coworker escaped and contacted emergency services. Fire department rescue personnel arrived within minutes and began to dig out the collapsed trench, but as the minutes ticked away, the rescue attempt soon turned into a recovery effort. After he was uncovered and removed from the trench, the victim was declared dead of compressional asphyxia.

Illustration by Don Lomax

Small trench, big disaster T

How this accident could have been prevented: • All trenches more than 4 feet deep should be made safe with the proper shoring or shielding system.

• An OSHA competent person must inspect the job area each day before the start of work and during the day if it rains or other conditions warrant.

• An OSHA competent person must remove workers from the excavation when they find evidence of a situation that could cause a cave in.

• Workers should never enter an unprotected trench or excavation even for a short time.

• Before entering a trench, inspect it to ensure that it is safe.

• Exit the trench or excavation immediately and contact the OSHA competent person if you see that it is unsafe.

For more information on this accident and OSHA requirements for safe trench operations see: http://www.lni.wa.gov/Safety/Research/Face/Files/ PipelayerBuriedWhenTrenchCollapses.pdf Sponsored by

Date of safety talk: Leader: _____________________ Attending: EquipmentWorld.com | June 2017 69

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alerta de seguridad

TJackson@randallreilly.com

Zanja pequeña, gran desastre

a cuadrilla había estado trabajando una semana para cavar y reemplazar unas tuberías de desagüe y drenaje cercanas a una casa.

Durante la primera parte del trabajo había que cortar una plancha de concreto pegada a la casa. Una vez retirado el concreto, el excavador cavó la tierra que estaba debajo, creando una zanja angosta de 21 pulgadas de ancho, 60 pulgadas de largo y 7 pies de profundidad.

El suelo estaba inestable y mojado – una mezcla arenosa clasificada como “suelo Tipo C”, el tipo de suelo menos estable. Los suelos Tipo C incluyen suelos granulares en los que las partículas no se adhieren entre sí y suelos cohesivos no restringidos con una baja fuerza de compresión: de 0.5 toneladas por pie cuadrado o menos. En la semana previa al accidente, el sitio había recibido más de tres pulgadas de lluvia.

El día del incidente, un trabajador de 36 años que extendía las tuberías ingresó a la zanja junto con otro trabajador para retirar las tuberías viejas e instalar y conectar las tuberías nuevas. No había sistema de protección en la zanja, a pesar de que había un cilindro hidráulico de apuntalamiento cerca del fondo en uno de los lados. Su empleador estaba en el negocio de las instalaciones y reparaciones de agua, desagüe y drenajes.

El trabajo estaba casi terminado cuando la víctima ingresó a la zanja para terminar de conectar las tuberías. La zanja colapsó enterrando totalmente a la víctima, pero el compañero de trabajo escapó y contactó a los servicios de emergencia. El personal de rescate del departamento de bomberos llegó en unos minutos y empezó a cavar la zanja derrumbada pero, a medida que los minutos pasaban, el intento de rescate se convirtió en un esfuerzo de recuperación de cuerpos. Después de ser desenterrado y retirado de la zanja, el trabajador víctima fue declarado muerto por asfixia causada por compresión.

Illustration por Don Lomax

L

| por Tom Jackson |

Cómo pudo haberse prevenido este accidente • Todas las zanjas con más de 4 pies de profundidad deberían asegurarse con el apuntalamiento apropiado o con un sistema de protección.

• Una persona competente de la OSHA debe inspeccionar el área de trabajo todos los días antes de comenzar el trabajo y también durante el día si está lloviendo o si existen otras condiciones que así lo ameriten.

• Una persona competente de la OSHA debe retirar a los trabajadores de la excavación cuando encuentran evidencia de que hay una situación que puede ocasionar un derrumbe.

• Los trabajadores nunca deberían ingresar a una zanja o una excavación que no esté protegida, aun cuando sea por un corto tiempo.

• Antes de ingresar a una zanja, inspecciónela para cerciorarse de que es segura.

• Salga de la zanja o excavación inmediatamente y contacte a la persona competente de la OSHA si usted ve que es insegura.

Para más información sobre este accidente y los requisitos de la OSHA para operaciones seguras en zanjas visite: http://www.lni.wa.gov/Safety/Research/Face/Files/ PipelayerBuriedWhenTrenchCollapses.pdf Sponsored by

Fecha de la charla de seguridad: Líder: Asistentes: 70 June 2017 | EquipmentWorld.com

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Chipley Company, our 2017 Contractor of the Year, has a great story. So do you.

One way to make sure it gets told is to become one of our 2018 Contractor of the Year finalists. equipmentworld.com | May 2017

Our Contractor of the Year program honors the forward thinkers, high achievers and just plain good people in construction. These are the construction companies that get the job done right, on time and within budget.

Their clients sing their praises, their vendors wish all clients were like them, and their workforce is dedicated and loyal.

ÂŽ

20

P. Roy Chipley

Sound like your company? Then itâ&#x20AC;&#x2122;s the perfect candidate to become one of our 12 Contractor of the Year finalist firms in 2018.

2017 CONTRACTOR of the YEAR

Our finalist representatives receive a free weekend at the exclusive Wynn resort in Las Vegas.

A SON RETURNS HOME AND BUILDS A NEW LIFE OF HIS OWN

Interested? To get started, visit EWcontractoroftheyear.com.

Sponsored by:

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5/10/17 9:43 AM 5/22/17 10:06 AM

ONE LUCKY CONTRACTOR WILL WIN IT ALL.

Enter for your chance to win Equipment World’s 2017 Contractor’s Dream Package and take home a new Ford truck plus other cool prizes!

TO ENTER, PLEASE VISIT WWW.CONTRACTORSDREAMPACKAGE.COM SP12990_CDP2017_HouseAd.indd 1 Untitled-72 1

4/19/17 11:59 AM 4/19/17 1:53 PM

| by Marcia Gruver Doyle |

quick data

Wheel loaders

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.

Year-over-year change*

NEW: DOWN 11%

Auctions

USED: UP 2%

Wheel loaders, 2012-2017 YTD *Comparison of number of wheel loaders financed Apr. 1, 2016 to Mar. 31, 2017, and Apr. 1, 2015 to Mar. 31, 2016.

Source: EDA, edadata.com

$180,000 $170,000 $160,000

High: $134,699

$150,000

Feb. 2012

$140,000

Low: $65,814

$130,000

Top three states for wheel loader buyers*

Nov. 2016

$120,000 $110,000 $100,000 $90,000

5-year average: $

$80,000

116,401

$70,000 $60,000

2012

2013

2014

Current: $73,858

2015

2016

Oct.

Jul.

Apr.

Jan.

Nov.

Apr.

Jan.

April 2017 Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

PRICE

Feb.

$10,000

Oct.

$20,000

Jul.

$30,000

Apr.

Current average auction prices for the top 10 models of wheel loaders are now at $73,858, a decrease of 37 percent below the five-year average of $116,401.

$40,000

Jul.

$50,000

2017

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

345,000

$

OTHER TOP BID:

Top auction price, paid for 2012 Caterpillar 992K with 15,303 hours at a Ritchie Bros. sale on May 5, 2016, in Hazard, Kentucky.

250,000

$

1

Texas: 985 buyers

2

Florida: 777 buyers

3

California: 572 buyers

Top financed new wheel loader*

2014 Deere 844KII, 1,883 hours, IronPlanet, Feb. 7, in Kissimmee, Florida.

14

$

34

0 5,00

AVERAGE

$

,500

HIGH

May. 1, 2016 â&#x20AC;&#x201C; Apr. 30, 2017; prices wheel loaders 5 years old and newer, U.S. sales only.

Only includes bids $5,000 and above. Source: TopBid, topbid.com

LOW

Final bids unit count: 816

14,000

10

New

Wheel loaders new, used sales trends, 2007-2016* 15,000

$

,1 037

Other top selling new machine: Used

Used low: 2008, 11,409 units

12,000 11,000

Deere 544K, 299 units

Used high: 2010, 13,690 units

9,000

New low: 2009, 5,739 units

8,000 7,000

New high: 2015, 10,905 units

6,000 5,000

UNITS

2007

2008

2009

2010

2011

2012

2013

*Financed equipment, 2007 - 2016, number of units sold by sale or lease. Source: EDA, edadata.com

EW0617_Quick Data.indd 73

Cat 950M, 351 units Top financed used wheel loader:*

13,000

10,000

Deere 544K, 363 units

2014

2015

2016

*In terms of number of financed units sold Apr. 1, 2016 to Mar. 31, 2017. Source: EDA, edadata.com (Note: EDA reports are continually updated.)

EquipmentWorld.com | June 2017 73

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CONGRATULATIONS

to the 2017 Contractor of the Year winner and finalists IN

R

E

N

W

Roy Chipley

Raymond de Vre’

Carl Jones

Hiram DuRousseau, II

Chipley Company Florence, South Carolina

Blacktop Paving Homewood, California

Carl R Jones Excavating & Hauling Fredricktown, Missouri

HD Truck & Tractor Lake Charles, Louisiana

Jim Hutzel & Charity Bennett

Leo Livengood

Matthew Whaley

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

Livengood Excavators Walnutport, Pennsylvania

Whaley and Sons Kodak, Tennessee

Richard Preston & Claudia Preston McCord

Joseph Palmer

Tom Sawyer

Marshall Flowers

McKinnley Excavating Chattanooga, Tennessee

Sawyer Construction Fremont, Nebraska

Sun Construction Darlington, South Carolina

Preston Construction Johnson City, Tennessee

Kerry & Belinda Trest

Sponsored by:

SP13010_2017_COY_Congrats_Ad.indd 1

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contractor of the year

| by Wayne Grayson |

WayneGrayson@randallreilly.com

Hard working heritage establishes the ground work for a thriving construction firm Marshall Flowers, owner of Sun Construction in Darlington, South Carolina, is Equipment World’s 2017 Safety Award winner. Flowers oversees a company certified by ISNetworld with an 0.77 mod rate.

A

s you pull off Gov. Williams Highway in Darlington, South Carolina, and onto the property of Sun Construction, the first thing you notice is how much land the company sits on. And if you keep your eyes to the right as you make your way down the long driveway, you get a clue as to why the office sits among so much green.

Just off this driveway is a silo. It’s one of few remnants from the many decades when the property was a dairy farm.

That dairy farm once belonged to owner Marshall Flowers’s father, Frank. “In the seventh grade our milking man gave daddy notice that he was going to work at the steel

mill,” Flowers says. “So me and my two brothers were told that we were going to start milking cows before school and after school. We did that all through high school.”

Those days of milking cows are now long behind him, but the silo remains, not 100 yards from Flowers’s office window, as a reminder of where he came from. “I just knew if I wanted to make something for myself and my family, I was going to have to dig for it,” he recalls.

Today, Flowers is the owner of Sun Construction, a finalist in our 2017 Contractor of the Year program and the winner of our annual Contractor of the Year Safety Award. It’s fitting that our story

Marshall Flowers, Sun Construction City, State: Darlington, South Carolina Year Started: 1991 Number of 25 employees: Annual revenue: $7-8 million Markets served: Industrial and commercial construction and Charter Builder for Nucor Building Systems

starts with an employee leaving to work at the steel mill, which was Nucor Steel, a fixture in the Darlington community. While as a boy the mill caused Flowers a whole lot of early mornings and hot afternoons EquipmentWorld.com | June 2017 75

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contractor of the year |

continued A Sun Construction loader works at Nucor Steel’s Darlington, South Carolina, plant.

with the cattle, as a business owner, his commitment to safety has made him Nucor Steel Darlington’s primary civil contractor since 1992.

Hands-on learner But life on the farm wasn’t all about milking cows. To fully understand Flowers’s construction business, you need to understand that he built it skill by skill, learning along the way as he worked the land and built up his family’s operation alongside his father.

For starters, Flowers learned early on that he had a talent for fixing equipment. And when the family expanded the farm during the 1970s, he learned how to install center pivot irrigation systems, read blueprints and pour concrete. He estimates that he and his father worked to clear about 450 acres during the farm’s expansion.

“I learned on the dozer clearing land, on trenchers putting in PVC and we ended up buying a motor grader and track hoe and a second dozer,” Flowers recalls. “That’s where I cut my teeth on learning how to bid, as well.”

The farm expanded from a 100cow facility to a 400-cow facility and Flowers estimates that he and his father poured about 2,000 cubic yards of concrete in building the family dairy.

By the time financial hardship struck the Flower’s farm in the mid-1980s, forcing his father to sell his interests, Marshall had owned an irrigation franchise, built an 85acre lake for the farming irrigation needs, and worked in the utility business installing fiber optic cable – all while splitting time with his duties on the farm.

Entering construction Seeing this experience and skill, the man his father sold the farm to asked Flowers if he’d like to lead a new construction business he had started, using leftover heavy equipment from a rock quarry sale.

Flowers accepted and was handed most of the day-to-day responsibilities of running the new company. And though it was rough sledding, requiring under lengthy commutes to three surrounding states, he says it gave him the ex-

perience of building a construction company from scratch.

In 1991, hoping to spend more time with his family and confident in his ability to run his own business, Flowers started Sun Construction.

In the time since then, Sun has grown to 25 employees and between $7 million and $8 million in annual revenue. The company performs site prep, heavy concrete placement, demolition, in addition to its role as a contractor erecting commercial and industrial buildings as a builder for Nucor Building Systems.

“We typically don’t bid state work though we have done some county work,” Flowers says. “Today we mostly negotiate with private companies like Honda, Westrock, CMC Steel and Nucor Steel.” He says Sun supplied and erected the main structure of Honda’s ATV manufacturing facility in Timmonsville.

A focus on people and safety The success of Sun enabled Flowers to buy back the family farm where he has stayed active in the cattle business; his son now runs that side. “God has been very good to

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me and my wife,” he says. “I’ve always tried to build my business on repeat clientele and that’s worked very well for us over the years.”

Flowers attributes his success and the company’s resiliency during the economic downturn to his people.

“Our diversity got us through the recession,” he says. “We have versatile guys.”

And while he says managing people is the most challenging aspect of owning a business, Flowers takes pride in “motivating people to do quality work.”

“We make sure that we maintain our reputation,” he says. “I’ve always strived for Sun Construction to say what we’re going to do and then do what we said.”

And his employees have remained loyal to the company. “Between myself and my three project managers, we have more than 100 years of construction experience combined,” Flowers says. “One project manager has been here 21 years. I have people in the field that have been here 23 years. My average length of service is probably 11 plus years.”

Flowers honors that loyalty with a serious commitment to safety.

Sun Construction has a 0.77 experience modification rate and a lost time incident rate of 0. These excellent numbers are largely a result of the company’s diligent work at maintaining certification with ISNetworld (ISN).

ISN acts as a go-between for contractors and 500 clients around the world. The company says it acts as a qualification service for its clients by “collecting and reviewing safety, insurance and regulatory information” from contractors. And contractors benefit from a streamlined reporting process, improved safety and the ability to easily report their safety standards and performance to multiple clients.

Flowers has placed Keith Hill in

charge of the rigorous task making sure Sun stays within ISN compliance. “Five of our customers are ISNet World clients,” Hill Says.

“Getting set up is key. I worked for several months on the application, which was comprised of hundreds of questions. Once all of the questions were answered, ISNet says here are the requirements that need to be met to qualify. Once qualified, you have to maintain a satisfactory grade. With some companies, like Nucor, they’re only two grades: an “A” or an “F”.”

“So you just have to constantly train. And quarterly you submit where you are with OSHA’s 300 law. Plus it’s not cheap. It costs us about $2,200 annually in addition to the time we put into it.”

But Hill says in the end, the safety of Sun’s employees is worth the extra work.

“Safety is more of an awareness thing than anything else. You have to keep it in front of you,” he says.

Flowers says the company holds weekly safety meetings along with tool box talks. “We also have a bi-monthly non-employee meeting with a certified safety consultant where they come in and help us with safety training,” he says.

Curry Dawkins of Dawkins Concrete called Sun’s safety requirements “rigid” while Nucor Steel’s Trey Fox called the company’s program “top notch.”

Dawkins says Flowers is “one of the finest individuals and contractors you will ever meet. He is not only liked by all but is highly respected by his friends, employees, customers, subcontractors and vendors.”

Fox, a district manager at Nucor, calls Sun Construction a “top tier contractor.” He adds, “He’s done over $10 million in shipments with our division, which is phenomenal in the market he’s in. I don’t know if there is another customer of his size and the size of his market that’s gotten near that.”

Sun Construction owner Marshall Flowers with his wife Kathi outside of the company’s Darlington, South Carolina, offices. Kathi works alongside Marshall managing the company’s finances.

EquipmentWorld.com | June 2017 77

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IN YOUR WORLD,

HAVING BIG PARTS WHEN YOU NEED THEM IS A BIG DEAL.

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JohnDeere.com/Big

With John Deere’s Big Parts Promise, we guarantee that parts availability won’t be the cause of extended machine downtime. Because if your dealer doesn’t have a quickly-installed production-class part in stock, it’s free.* And if a large production-class part isn’t available by the next day, John Deere pays the freight.** See your participating dealer or our website for details. It’s all part of our promise to help you Run Your World. *At participating dealers. If a critical, quickly-installed production-class part is not in participating dealer stock, the part is free. **At participating dealers. If large production-class parts are not delivered to your dealer the next day, you do not pay the freight charges.

Untitled-42 3

John Deere Big Parts Promise

Pages: Spread Trim: 15.75" x 10.5"

Creative: Account:

5/22/17 2:07 PM

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heavy trucks

| by Jason Cannon |

JasonCannon@randallreilly.com

TEST DRIVE:

Kenworth’s T880S offers plenty of reasons why you should convert from a W900S

L

ast September, Kenworth announced it would add a set-forward front axle configuration to its T880. Those trucks entered production this spring. In April, I flew up to Kenworth’s assembly plant in Chillicothe, Ohio, to watch one roll off the assembly line, and hop behind the wheel for

a roughly 100-mile drive.

The T880S, at its core, is of course a T880, but with added features that improve upon the W900S model it will likely replace. Kenworth’s venerable W900S was practically purpose built for mixer operations but adaptable enough to find itself in a variety of vocational applications.

The T880S was designed with more flexibility right off the assembly line, making upfitting easier, more customizable and more streamlined. The truck is available with a 114-inch BBC – about 6 inches shorter than the W900S – and best-in-class 28-inch bumper setting. The bumper setting on the EquipmentWorld.com | June 2017 81

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heavy trucks

| continued

T880S is especially important in spec’ing a chassis that complies with the federal bridge formula. More typical for dump applications, a 29.5inch bumper setting is also available, as is a 31.5-inch sturdy box bumper.

Companies can spec mixer-tapered (114-inch BBC), dump-tapered (115.5-inch BBC) or straight box bumpers (117.5-inch BBC) in a variety of finishes and materials, and removable cast center-mounted tow hooks are available depending on bumper selection.

The T880S comes standard with an MX-13 engine that kicks out 510 horsepower and 1,850 pound-feet of torque. The EPA17 MX-13 powering my dump truck was powerful and flexed serious muscle hauling 10 tons of sand around southern Ohio. The Eaton UltaShift Plus really shined in stop-and-go traffic, effortlessly dragging 20,000 pounds of material around surface roads and the highway.

For the weight-sensitive – like mixer applications – a 400-pound lighter MX-11 engine will give you 430 horsepower and 1,650 poundfeet of torque. By dropping a little weight under the hood, customers can pack on a couple more yards of concrete. The Allison 4700 sevenspeed automatic transmission in my test truck was smooth and comfortable, making runs to and from the jobsite for more payload far less taxing on the driver.

The cabs in both trucks are a marked improvement from the

legacy W900S. They’re larger, more comfortable and quieter. With a 3.6-inch lower hood crown than the W900S, the T880S provides up to four additional feet of ground visibility, and its panoramic view is remarkably noticeable from the driver’s seat.

The new T880S is available with a set-forward front axle ranging from 14,600 pounds to 22,800 pounds.

Single, tandem or tridem drive axles and a variety of factory-installed lift axles are among a range of options available. The T880S also features clear back-of-cab options that make it easy to configure the truck body.

A newly styled, complex reflector halogen headlight provides projector beam lighting performance, and a polycarbonate lens and UV inhibitor offer extended life. Basically, the headlights are the same as what you’ll find on the T880; they’re just designed upside down to allow for tire clearance.

The truck’s five-piece hood, made from a lightweight hightech material that Kenworth says is tougher and more durable than fiberglass, is borrowed from the T880 along with bolt-on fenders the company says can be replaced in under two hours in the event of a body repair.

Also available are 2.5-inch- and 4.5-inch-wide fender flares that match spec’d front tire widths and help keep dirt off the side of the truck.

As Kenworth works toward ushering out the W900S, a model that’s been a vocational staple for almost a generation, it makes sense to do so with some of the designs and technologies that have made the T880 a success. The switch, to-date, has been well received.

About 800 are on order, and the backlog is filled through about June, with many of those customers being W900S converts.

82 June 2017 | EquipmentWorld.com

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EquipmentWorld.com • June 2017

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BEKA lets you step up to auto-lube,

EQUIPMENT INFORMATION

ONE STEP AT A TIME The BEKA modular design makes it easy to walk before you run with a complete auto-lube system.

• Start with a single-point grease circuit to simplify manual service for hard-to-reach zerks • Add additional circuits later for complete single-point servicing • Upgrade to a fully automated pump and reservoir for precise, continuous greasing Find out why industries are choosing today’s best-built auto-lube systems.

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

1.888.862.7461

www. beka-lube.com BEKA - LUBRICATION SPECIALISTS SINCE 1927

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IMPROVE SAFETY. SAVE TIME.

2017-04-24 9:45 AM 5/15/17 10:36 AM

REDUCE SETUP, LANE CLOSURES & CONGESTION

Highly mobile with power, lights and other options including crane and bucket. For right or left work at lengths to over 100’. Carries materials and supplies up to 85,000lbs.

For purchase, lease or rent.

www.mobilebarriers.com

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AD INDEX Equipment World June, 2017 Advertiser

equipmentworld.com | June 2017

®

Web URL

Advance Metalworking AEM Safety Manuals BekaWorld (formerly Beka-Max of America) BKT USA, Inc. Brunner & Lay Castrol Caterpillar, Inc. Clearspan Fabric Structures Crafco, Inc. DB Engineering Dominion Equipment Parts, LLC Donaldson Filtration Solutions EquipmentShare Sentry Keypad Excavision, Inc. Grammer, Inc. Great American Trucking Show ICUEE 2017 Demo Expo International Trucks JCB JLG Industries John Deere Construction KCM Komatsu America Kubota Engine America Level Best Liebherr Construction Equipment Co. Link-Belt Excavators Mobile Barriers, LLC My20/Konexial Pengo Pioneer Bridges RAM Commercial Trucks Roadtec Rubbertrax, Inc. Shell Rotella Topcon Positioning Co. Toy Trucker & Contractor Magazine Trimble Loadrite VMAC Volvo Trucks North America Zoro Tools, Inc. ELD Buyers Guide Dispatching Solutions EquipmentShare ESTRACK Pedigree Technologies Spireon ZED

Page

www.advancemetalworking.com www.aem.org/safe www.beka-lube.com www.bkt-tires.com www.brunnerlay.com www.castrol.com/pc-11 www.catallday.com/catD6T www.clearspan.com/adew www.crafco.com www.800nonoise.com www.depparts.com www.donaldson.com www.equipmentshare.com www.excavision.com usa.grammer.com www.gatsonline.com www.icuee.com www.internationaltrucks.com/hxseries www.jcbna.com www.jlg.com/en/high-capacity www.deere.com/big www.kcmcorp.com www.komatsuamerica.com www.kubotaengine.com www.level-best.com www.liebherr.us www.lbxco.com www.mobilebarriers.com www.konexial.com www.pengoattachments.com www.pioneerbridges.com www.ramtrucks.com www.roadtec.com www.rubbertrax.com www.shell.us/lubricants www.topconpositioning.com www.toytrucker.com www.loadritescales.com www.vmacair.com/uh150 www.volvotrucks.us.com www.zoro.com

P.

62, 85 68 84 34 58 6 BC 83 26 85 83 59 64 - 65 P. A new federal mandate for trucks is 84 coming in December. Get prepared with our Special Report.

60 80 IBC 11 33 13 78 - 79 21 8 19 57 5 25 84 36 60 62 2 29 63 15 66 84 35 61 31 16

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AEMP TECHNICIAN of the YEAR

Lee Manzanares, RMCI General Contractors, learned from his dad and older mechanics. Now he’s giving back by mentoring those under him.

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www.dsimobile.com estrack.com ELDcertified.com www.spireon.com/fleet-management www.zed-eld.com

Heat Shield is used to protect electronics, cabling, fuel tanks and engine compartments.

Foil-faced fiberglass fabric laminated to nonwoven glass-fiber for critical thermal barrier.

The higher temperature capability is the result of a specialized manufacturing process.

Call 1-800-nonoise (1-800-666-6473) for Free Samples and Engineering www.800nonoise.com

ELD BC ELD-12 & 13 ELD IBC ELD IFC ELD-5

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

Dock Height

• One Man Operation - Saving you time and money • Simple, Safe Loading & Unloading - Eliminating dangerous ramp boards • Minimum Load Angle of 5° or 6°- Perfect for low gradeability vehicles

Call 800-369-5365 for Information! www.advancemetalworking.com

Elevating Platform Trailers - Stop, Drop and Load®

Ground Height

Manufactured by: The Advance Metalworking Company, Inc.

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5/26/17 1:45 PM

final word | by Tom Jackson

TJackson@randallreilly.com

Infrastructure for the rich, potholes for the rest

S

omething I predicted about toll roads two years ago is starting to come true. The whiz kids that run the government in our state and federal capitols are reworking the tax game to create a two-tiered infrastructure program.

The rich and well connected will get smooth new roads, unperturbed by crowds and gridlock.

The rest of us get potholes.

The New York Times reports in its May 17 edition that California plans to turn some of what were once High Occupancy Vehicle lanes (HOVs) into “Lexus lanes” where, if you’re willing to pay the money, you can drive solo. Previously drivers had to carry at least one passenger to use HOV lanes. But it’s not just California.

The rich in Virginia enjoy some 40 miles of highcost express lanes encircling Washington D.C. And in Florida, eight express lanes are under construction now.

A beach town where I vacation in Florida is separated from the mainland by a toll bridge, the Mid-Bay Bridge in Okaloosa County, which costs $4 each way. The blue-collar workers who make their living in the beach town can’t afford the real estate there and cross that bridge twice a day to and from work. Imagine if you were making $10 an hour and the government charged you $8 a day just to get to work. That’s 10 percent of your gross pay, probably 15 percent of your net.

According to the International Bridge, Tunnel and Turnpike Association, $13 billion dollars were collected over 5,982 miles of toll roads in the United States in 2015. That’s a lot of money for less than 6,000 miles of road, considering the annual

federal transportation budget of $46 billion dollars has to cover 4.12 million miles of road.

Perhaps the discrepancy can be explained by the fact that administration costs for manually collecting tolls run from 16.5 percent to 92.6 percent of the amount collected. For automated tolling systems collection and administration costs run about 10 percent. By contrast, collection and administration costs for the federal fuel tax costs just 1 percent, according to the Congressional Research Service.

The federal government froze the federal fuel tax in 1993, and many states divert their fuel taxes for things other than roadbuilding. In doing so, politicians starve the public coffers for infrastructure funds while sending out their flacks to claim the private sector can do better. Their plan is to promote privately funded toll roads so banks and investors profit from the privatesector bonds required to finance these. Then, as you might suspect, a portion of those profits will roll right back into the politicians’ pockets as campaign contributions.

There are two losers in this game. First – the 99 percent of us who aren’t rich enough to afford the Lexus lanes. And second – the construction industry, which is so hungry for the work that it goes along with the charade and settles for scraps even though the country needs a massive infrastructure overhaul.

Are roads private luxuries or public utilities?

Until the country is willing to have an honest debate over infrastructure and its funding, the roads for the rich will only get better and the roads for the rest of us will continue to get worse.

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PLAY! COME OUT AND

ICUEE 2017 | Louisville, Kentucky | October 3-5

There’s only one place you can play with all the new toys in the construction and utility industry before you buy them — ICUEE, North America’s Premier Utility Demo Expo.

Come get your hands dirty on our 2-mile outdoor test track. Or while exploring 25 acres of exhibits. And learn about the newest technology at our indoor demo stage. Every other year we gather over 950 of the leading manufacturers. So you can come play in our sandbox.

REGISTER AT ICUEE.COM BY AUGUST 25 TO RECEIVE 50% OFF.

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THE FUEL SAVINGS ARE AUTOMATIC. The fully automatic four-speed transmission on the new Cat D6T makes high-efficiency dozing as easy as driving a pickup truck. The dozer continuously selects the right gear for maximum efficiency to cut fuel use by up to 30%. Cat Connect technologies, like standard Cat GRADE with Slope Assist™ and optional factory integrated Cat GRADE with 3D, help you work faster and more accurately, too. More productivity and fuel efficiency in one easy-to-operate machine—that’s what we’re built to deliver. ®

Find your savings at catallday.com/catD6T

© 2017 Caterpillar. All Rights Reserved.

CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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