Heavy Equipment Guide October 2020, Volume 35, Number 9

HEAV Y EQUIPMENT GUIDE OCTOBER 2020

GOING REMOTE HOW TWO CANADIAN DEALERS USE TECHNOLOGY TO PROVIDE PANDEMIC-SAFE SERVICE 12

RUGGED POWER AND PERFORMANCE COMBINE IN NEW WESTERN STAR VOCATIONAL TRUCK 16 PAVING THE WAY TO CONCRETE SUCCESS 22 www.heavyequipmentguide.ca

Attachments add versatility, and versatility wins you more jobs.

With 100+ John Deere attachments for your construction needs, you can decide how you want to Run Your World.

JohnDeere.ca/compactattachments

BuildinG STRONG relationships CRUSHING | SCREENING | WASHING | CONVEYING

WE KEEP GROWING TO SERVE YOU BETTER We are excited to announce that Frontline Machinery is now the authorized dealer for sales, service, parts, and rentals of Cedarapids portable and modular crushing, screening, and washing equipment in British Columbia, Canada.

Solid partnerships. Superior brands. Service you can depend on.

CALL US: 1-855-667-4911

VISIT US: FRONTLINE-MACHINERY.COM

SANY CANADA

DEALER ANNOUNCEMENT HEADWATER EQUIPMENT

North Quebec 418.690.7875 equipementjyl.com

Alberta & South East BC 403.330.7611 hwequipment.com

SERVING C ANADIANS

INGreater CANADA, CANADA Nova Scotia & PEI QuebecFOR City Area 418.955.6005 mecaniquejclair.com

902.670.0305 vanoostrums.com

North Ontario 705.363.6113 timminsmechanicalsolutions.com

SANY’S TRIPLE BONANZA OFFER

5X+5

5 Years/5,000 Hours Full Machine Warranty

Up to 5 Years Financing for 0%*

PROMISE

Attractive

LEASE OPTIONS AVAILABLE

90 DAYS

NO PAY $0/month payments*

Meridian

TM

OneCap

Contact Your Nearest SANY Canada Dealer sany-canada.com

647.988.9931 | smukherjee@sanyamerica.com

SANY Canada HQ & Warehouse | 3 – 2400 Winston Park Drive, Oakville, ON L6H 0G7 *Financing & 90-Days No Pay is subject to credit approval. Offer available from Aug. 1 - Sept. 30, 2020.

Experience the Progress.

R 920 Compact: EďŹƒcient versatile excavator Specially designed for urban and narrow job sites Versatile equipment with options that adapt to numerous applications Easily transportable between job sites High performance for increased productivity

Liebherr-Canada Ltd. 1015 Sutton Drive, Burlington, Ontario L7L 5Z8 Phone: +1 905 319 9222 E-mail: info.lca@liebherr.com www.facebook.com/LiebherrConstruction www.liebherr.ca

Stay strong.

Build on.

On every build, a little help goes a long way. Which is why we’re making it easier than ever to get a Mack Granite on your jobsite. Qualified customers who finance through Mack Financial Services can get up to $8,600 in cash incentives. Visit MackTrucks.com/CashCA or see your local dealer for details.

Act now. Offer ends Dec. 31, 2020. *Offer valid on any 2020MY or older model. Final approved transaction terms including down payment are subject to standard Mack Financial Services credit underwriting guidelines and advance policy. Mack Financial Services reserves the right to amend or cancel the program at any time without notice. Approvals will state the program terms and any other conditions deemed appropriate by Mack Financial Services. Except as explicitly described above, program rates may not be combined with any other program or offer. No additional rate discounts are available. This offer is available to Canadian residents only. This offer expires December 31, 2020.

Get $8,600 in cash incentives* on Mack Granite. ®

Qualified Customers Only

®

Contents

HEAVY EQUIPMENT GUIDE

12

OCTOBER 2020 | VOLUME 35, NUMBER 9

16

COVER STORY

32

22 FEATURES

22 Paving the way to concrete success

12

26 A different way to handle urban demolition

Going remote: how two Canadian dealers use technology to provide pandemic-safe service

16 Rugged power and performance combine in the new Western Star 49X

28 Nailed it: rock drill gives contractor edge on large nail wall project 32 Five ways to stay ahead of your HDD rig maintenance

Spotlight Canadian Dealers Report Trucks & Transportation Roadbuilding Demolition & Recycling

35 The approach of off-road electromobility Cover photo: The Komatsu D61PXi-24 track dozer.

DEPARTMENTS

SECTIONS 10 12 16 22 26

34 Alternatives abound as Calgary takes on truck pilot projects

28 31 32

34

Underground Construction Cranes & Lift Equipment Maintenance & Management Engines & Power Systems

8 37 37 38

Editor’s Letter Advertiser Index Highlights From the Web Last Word

OCTOBER 2020

>> www.heavyequipmentguide.ca 7

VIEWPOINT Cities key in electrification drive

E

arlier in my career here at Baum Publications, I edited a magazine that was focused on government procurement. It, along with many (oh, so many) weekly city council meetings covered in my previous life at community newspapers, was an interesting snapshot of how local governments especially are challenged by the need to spend wisely.

It was in covering municipal government, and later the purchasing needs of municipal governments, that the concept of life cycle costing started to appear more frequently. Today, lifetime costs are a huge part of the buying process when it comes to heavy equipment, whether the buyer is a government or a contractor. Purchase price, fuel use over time, maintenance – it all comes into the equation, now more than ever before.

Those few years back, the concept of alternative fuels was also starting to move forward. We were hearing about biodiesel as a concept that municipalities were starting to buy into, and natural gas vehicles were expanding in certain areas. Hybrid vehicles were slowly starting to percolate into the market as well, to the interest of value-conscious municipal buyers.

Today, municipalities are starting to find themselves on the crest of the wave when it comes to new technology – mainly because cities are the perfect target for manufacturers of new equipment who are aiming to improve efficiency while reducing costs over a lifetime. More and more, it seems like city governments are giving numerous industries an advance look at what may be coming down the pipe.

Electrification is one of the areas that I've found municipal governments are very keyed in on.

Electric and hybrid vehicles of various types are making major inroads into passenger car and pickup portions of city fleets, and as the technology matures, buyers are looking at electric in larger units.

The City of Calgary, as an example, recently got funding from the federal government and Federation of Canadian Municipalities to pilot a pair of trucks in their refuse fleet, one equipped as a fully electric truck and the other as a hybrid electric. When I spoke with the officials in charge of the city fleet, they said the goal was twofold: one, to see what benefits these vehicles bring in efficiency and emissions reduction, and two, to encourage manufacturers to review their vehicle performance in the wintry climes of central Alberta and hopefully expand the offerings on the electric side for Canada’s challenging weather conditions.

Of course, long-term, a program of changing over to electric power takes some significant costs out of the equation for municipal governments, reducing spending on fossil fuels. With more cities signing on to programs that combat climate change, the emissions reduction is important as well.

What’s even more interesting with the Calgary program is that the city is also looking to electrify its vehicles beyond refuse and maintenance trucks. In fact, they will have RFPs prepared later this year to potentially purchase electric-powered heavy equipment such as wheel loaders and skid steers, among others.

In that area, manufacturers are aiming squarely at municipalities with electric offerings. CASE, in introducing its electric backhoe, said cities and utilities would be its first targets, for example.

They make a good market for electric equipment, because they are driving the emissions and efficiency efforts in many ways.

I’m pleased to see these efforts, myself. Hopefully more governments get on board with advancing technology. The more they do, the more suppliers will emphasize them, and the more likely we’ll be to see greater electrified offerings across our industry.

Lee Toop Editor

HEAVY EQUIPMENT GUIDE OCTOBER 2020 VOLUME 35 • NUMBER 9 EDITOR Lee Toop ltoop@baumpub.com; 604-291-9900 ext. 315 EDITOR IN CHIEF Kaitlyn Till ktill@baumpub.com; 604-291-9900 ext. 330 DIGITAL EDITOR Slone Fox sfox@baumpub.com; 604-291-9900 ext. 335 ASSOCIATE PUBLISHER Sam Esmaili sam@baumpub.com; 604-291-9900 ext. 110 ASSOCIATE PUBLISHER David Gilmour dgilmour@baumpub.com; 604-291-9900 ext. 105 ADVERTISING PRODUCTION MANAGER Tina Anderson production@baumpub.com; 604-291-9900 ext. 222 DESIGN & PRODUCTION Morena Zanotto morena@baumpub.com; 604-291-9900 ext. 325 PRESIDENT/PUBLISHER Ken Singer ksinger@baumpub.com; 604-291-9900 ext. 226 VICE PRESIDENT/CONTROLLER Melvin Date Chong mdatechong@baumpub.com FOUNDER Engelbert J. Baum

Published by: Baum Publications Ltd. 124 - 2323 Boundary Road Vancouver, BC, Canada V5M 4V8 Tel: 604-291-9900 Toll Free: 1-888-286-3630 Fax: 604-291-1906 www.baumpub.com www.heavyequipmentguide.ca @HeavyEquipGuide FOR ALL CIRCULATION INQUIRES Phone: 1-855-329-1909 • Fax: 1-855-272-0972 e-mail: baumpublications@circlink.ca Subscription: To subscribe, renew your subscription, or change your address or other information, go to: http://mysubscription.ca/heg/ Heavy Equipment Guide serves the Canadian engineered construction industry including: road building and maintenance; highways, bridges, tunnels; grading and excavating; earthmoving; crushing; trucking and hauling; underground utilities; trenching; concrete paving; asphalt paving; demolition; aggregates production; fleet maintenance; and asset security and management. The magazine is distributed to key industry personnel involved in these sectors.

Subscription Price: In Canada, CDN $91.00; Outside Canada, US$149.

Heavy Equipment Guide is published ten times a year in January, February, March, April, May, June, July/August, September, October and November/December.

Heavy Equipment Guide accepts no responsibility or liability for reported claims made by manufacturers and/or distributors for products or services; the views and opinions e­ xpressed are those of the authors and not necessarily those of Baum Publications Ltd. Copyright 2020, Baum Publications Ltd. No portion of this publication may be reproduced without permission of the publishers.

We acknowledge the financial support of the Government of Canada.

Printed in Canada, on recycled paper by Mitchell Press Ltd. ISSN 1485-6085 PUBLICATIONS MAIL AGREEMENT NO. 40069270 Return undeliverable Canadian addresses to: Circulation Dept., 124-2323 Boundary Road, Vancouver, BC V5M 4V8 Email: baumpublications@circlink.ca Fax: 1-855-272-0972

FOLLOW US @HeavyEquipGuide

8

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

JohnDeere.com/Dozers

DEADLINES? LET ‘EM EAT DUST. With the most horsepower in its class pushing a 161” available blade, the all-new 750L delivers deadline-crushing efficiency. Not to mention money-making accuracy thanks to optional slope control, which can easily be upgraded to our fully integrated SmartGrade™ 3D grade control system. So operators can hold grade with less effort, the job is done faster, and you move on to the next one. Hey, if you’re going to run your world, then run.

MOST HP IN ITS CLASS

161” BLADE

GRADE CONTROL OPTIONS

SPOTLIGHT //

INTRODUCTIONS & UPDATES

Keep up to date on the latest equipment and product introductions. Visit HeavyEquipmentGuide.ca or subscribe to our weekly eNewsletter at HeavyEquipmentGuide.ca/newsletter-info TAKEUCHI

FIRST MACHINE IN 300 SERIES COMPACT EXCAVATOR LINE The TB370 compact hydraulic excavator is the first model in Takeuchi’s 300 series compact excavator line. The TB370 falls in the 6- to 7-ton class. Operating weight is 14,793 pounds, dig depth is 13 feet 4.8 inches, maximum reach is 21 feet 11.3 inches and maximum bucket breakout force is 14,613 pounds.

Powering the TB370 is a Kubota V2607-CR-TE5B turbocharged diesel engine that is Tier 4 Final compliant and delivers 56.8 hp and 157 ft.-lb. of torque. The load sensing hydraulic system provides over 31 gpm of auxiliary hydraulic flow.

The cab features an 8-inch touchscreen multi-function colour monitor with integrated air conditioner and radio functions. An intuitive jog dial and switch panel gives the operator complete control of machine functions and features.

First, second, and third auxiliary circuits allow the operator to run a wide range of attachments. The additional third circuit allows the operator the option of adding a hydraulic pin grabber coupler.

BOBCAT COMPANY

TELEHANDLER DELIVERS WIDE RANGE OF HEIGHT AND REACH

LANDOLL

NON-GROUNDBEARING DETACHABLE TRAILER FOR HEAVY HAULS The 860-CE construction detachable trailer’s standard features include 120,000-pound capacity within 14 feet, 102 inches wide, hydraulic quick couplers, Grote wiring harness and LED lighting.

The trailer has full air with spring brakes on three axles and ABS 4S/2M sensors.

The gooseneck features a patented design with seven ride heights to choose from. The operator can lower the deck to within a few inches of the ground and fully operate the trailer with 6.5 inches of loaded ground clearance. The model 860-CE comes standard with three axles and provisions for an optional fourth axle flip or add a single axle nitrogen stinger. The 860 CE has a heavy-duty neck that comes with dual king pin setting at 90 inches and 108 inches and provisions for an optional 36-inch flip extension.

Featuring a 130-hp turbocharged Bobcat engine and heavy-duty drivetrain, the V923 VersaHANDLER telehandler offers a rated operating capacity of 9,000 pounds and travels up to 24.5 mph.

A Z-Bar boom linkage delivers greater range of bucket rotation, an increased dump angle at full height and increased breakout force to lift material out of a pile and dump it easily.

The low-profile, extendable boom gives operators the ability to access a wide range of lift heights and reach lengths with increased visibility to the right side of the machine. The low boom pivot point in the rear also helps make it a powerful machine when pushing.

As the machine pushes, more of the weight stays on the front axle.

Additional features include load sense hydraulic system, boom float for smooth performance while travelling, three steering types and three travel modes, a wraparound rear window, and power quick-tach attachment mounting system.

MECALAC

COMPACT RAILROAD EXCAVATOR DELIVERS 8-TONNE LIFTING CAPACITY Mecalac’s 216MRail is a dedicated compact railroad excavator for railway construction and maintenance. According to Mecalac, it features a leading lifting performance-to-weight ratio for efficiency and productivity. It is purpose-built to be compact for enhanced agility, safety and operator visibility. The design also features intuitive controls and ease of maintenance.

The boom is optimized for lifting and is balanced for railway performance with a design that combines a lowered centre of gravity and a centred upper carriage. Lifting capacity is up to 8.5 tons (8 metric tonnes) on rails and operating weight is 44,092 pounds (20 tonnes). According to Mecalac, it features the same power as machines that weigh up to 50,700 pounds (23 tonnes). With hydrostatic transmission, the 216MRail drives smoothly and comfortably on rails, reaching 19 mph (30 km/h) on rail or road. It also features pneumatic braking and is capable of towing a trailer.

10

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

FOCUS ON WORKFORCE DIVERSITY & INCLUSION

Crane industry driving for more inclusive and diverse workforce CRAC webinar participants share their experiences and thoughts to improve industry practices

By Lee Toop, Editor

D

iverse and inclusive workplaces are stronger thanks to the range of viewpoints and strengths brought forward by a broad mix of employees and their experiences. However, it is still a challenge to break through the many barriers that stand in the way of diversity in established industries like construction.

Pushing through and expanding diverse and inclusive workplaces in the crane and lift sector was the topic of a webinar hosted by the Crane Rental Association of Canada.

According to Shannon Moir-Riendeau, chair of CRAC’s diversity and inclusion committee, the webinar was intended as an opportunity to start a conversation on the importance of diverse and inclusive workplaces.

“Today we’re sharing our own experiences, creating a safe space for people to ask questions as we move the needle toward a more inclusive workplace,” said Moir-Riendeau, operations manager at Moir Crane Service.

“Many times myself, I’ve been asked ‘can we speak to your father, or talk to one of the guys,’” she said.

“This needs to change.”

Shawna Boreen, the operations director for Women Building Futures, a non-profit that works with women to move into construction and other related trades, said that she has also had similar challenges – despite a long history in the industry.

“I wish I had a loonie for everyone who asked me ‘can I talk to your dad?’ or ‘are you sure you know your directions?’” she recalled. Those people who asked that question were likely unaware that Boreen worked with her own family crane business and, in 2001, on her father’s recommendation, became the first female board member of CRAC – and later the first female chair.

Sheena Baker, operations manager with Canadian Crane Rentals, grew up around cranes, and operated the equipment from a young age.

“When I was young, it was cute – everyone boasted ‘oh, she can run that, that’s so cute,’” she said. “I remember going to buy a crane with my dad and he never ran it – I did. People didn’t know how to respond to that.”

“Hold up, you’re a woman”

As she started to take more of a leadership role in the business, the way that women were treated in

construction began to show. “Customers would call in and need something charted out, or we would need to see a jobsite and determine the size of the crane it was, and a lot of people started to say ‘hold up, you’re a woman, where are the men’ and I didn’t know how to react,” Baker said. “Still to this day, when I ask more questions so I can properly chart jobs, I’m not getting a lot of information – it’s like pulling teeth. If my operator were to turn around and ask those questions, they’d get a different response.”

For Jose Perez, export and government sales manager with Broderson Manufacturing, the challenges have been different. As an immigrant to the United States, he said watching his parents – whose primary language is Spanish – try to communicate with others, and break through the barriers that language can create, taught him a lot, even before he started experiencing the same problems.

“My teacher in calculus my senior year asked me twice if I was in the right class – he hadn’t had a Hispanic student in calculus,” he said.

Perez said that his goal is to turn the barriers aside, and bring his own unique skills to the table.

“For me it’s breaking those barriers – being a helpful source, a light to a younger generation,” he said.

“I’m fortunate to work for a business that allows me to use those skills.”

The unique skills that become part of a company’s pool of talent when it is diversified and inclusive strengthen the company as a whole, and it’s important to encourage them. Boreen noted that one study for Glassdoor showed 43 percent of companies that had diverse management teams experience higher profits, and those teams that are made up of diverse people and viewpoints are 87 percent better at decision making. Seventy-eight percent of people feel that diversity and inclusion offer a competitive advantage to a company.

Benefits of diversity are significant

For Meghan Paton, in-house legal counsel and HR manager at Equipment Sales & Service, the benefits of diversity are significant.

“The top benefits of having a diverse and inclusive workforce are things like increased profits, higher employee engagement, less turnover, increased creativity, increased innovation, teams that are able to solve problems faster, better decision-making, better company reputations and better hiring results,” she said. “Having a diverse workforce helps our company have different perspectives and skills from different backgrounds that are essential to success.”

It’s important to note that diversity and inclusion are often used interchangeably, but they aren’t the same – diversity refers to the individual, the range of human differences, such as race, ethnicity, gender, sexual orientation and so on. Inclusion focuses on involvement and empowerment in the group.

According to a definition from Catalyst, the hallmarks of inclusion focus on: people being valued for their unique perspectives; individuals being trusted to make meaningful contributions and influence decision-making; work sites allowing people to be authentic, expressing aspects of themselves that are different from their peers; employees being given the latitude to hold differing views and make mistakes without being punished; and the security to take risks and address tough issues on the job.

It’s important to encourage the development of diversity at all levels of corporate life. Developing diverse hiring practices and encouraging qualified candidates from all backgrounds to apply for leadership positions are key, Paton noted.

“A lot of people think the goal of diversity recruitment and hiring is just to increase workplace diversity for the sake of diversity – the goal is in fact to remove potential biases in sourcing, screening, and ignoring candidates that you might otherwise be missing,” she said. “It’s important to remind hiring managers that, yes, their job is to identify the best person for the job, but not to find a person who fits their preconceived notion of who should have that job – consider their own biases so they look at how they evaluate each candidate, and what they can do to change that.”

Encouraging a broader range of ages and backgrounds to apply for leadership positions is important as well. That can be difficult, Perez said.

“As a person of colour, I’ve made it my mission in life to encourage people like me – as people, we need to speak up, say ‘I do have an interest in acquiring a leadership role,’ and show that in your work that your aspirations are to be a candidate,” he said.

As more younger people – including Millennials like Perez – enter the workforce in construction-related industries like cranes and lift, the drive for diversity is becoming easier, as many of them consider the diversity and equality policies of companies they connect with during their job searches. That will help accelerate acceptance, but employers can, and should, do more.

For the CRAC, that started with the webinar, and will continue with a range of new resources to be added to the association’s website later this fall. HEG

OCTOBER 2020

>> www.heavyequipmentguide.ca 11

CANADIAN DEALERS REPORT

GOING REMOTE

HOW TWO C TO PROVIDE P

By Lee Toop, Editor & Kaitlyn Till, Editor in Chief

N

o one could have predicted the changes to work that we’ve seen in 2020 – including on construction jobsites. While the adoption of technology for remote monitoring and service of construction equipment had been steadily growing, the pandemic has made remote service and support even more integral to construction operations. We talked to two Canadian dealers about the support they provide their customers during the pandemic and the role that remote service plays in keeping everyone safe.

SMS Equipment

When March of 2020 rolled around, the sudden onset of pandemic protocols across the country caught SMS Equipment by surprise as it did with just about everyone else.

The difference, though, was that as the world started to go virtual around them, SMS was – in many ways – already there.

As a dealer for Komatsu, with its SMART Construction philosophy and product lines, SMS had a team of technology experts ready to deploy their remote service and monitoring capabilities for construction contractors across Canada once COVID had impacted regular business functions.

“The increase in demand during COVID from a technology point of view has just sky-

12

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

rocketed – just as everybody else has done with Zoom and all these other platforms, it’s been no different on construction sites,” said Jacen Cowick, SMS manager of SMART Construction. “We have to be very cautious about cross-contamination, very cautious about travel. Servicing our customers and some construction sites was very much of a challenge, where restrictions were very high and with the social distancing aspect. One of my biggest challenges was keeping my own people safe – and not just my people, but the customer as well.”

As lockdowns fell into place across Canada with varying levels of strictness, machine owners found themselves in a difficult spot: many suddenly were left without access to dealership support for maintenance and service – at least without significantly increasing safety precautions that varied greatly from location to location. That, according to SMS, led to a very distinct increase in interest when it came to remote options.

“It was instant in March – when the whole country kind of shut down at once. . . all of a sudden people couldn’t leave their offices and they were thinking ‘Okay, now I’m in front of a computer. What can I do from here so I’m not getting behind in my job? How do I keep moving forward?’” said Lacey McKay, SMS telematics lead. “I think everything

slowed down for a little while, which gave people the opportunity to take a closer look at what they could do within these systems.

Telematics all of a sudden took a higher priority. . . people had this tool at their disposal but not necessarily the time to dive deep on how to utilize them. Customers were now requesting training to help better understand the overall information.

While the sudden onset of lockdown and the need for remote work was a shock to everyone, SMS was able to navigate it quickly – because it already had much of the capacity to jump right in and get going.

Technology was part of the company’s offerings already, and as the country started to shut down it was able to answer the call of customer demand quickly.

“Prior to COVID we did online training and remote support – we had the infrastructure in place to support it. What we didn’t realize is how much the demand would increase,” Cowick said. “We were able to adapt quickly and with limited confusion or stress for both the customer and our organization.”

The volume of remote work and data increased significantly, but that was easily handled by the team overall, Cowick said. For McKay, the onrush of interest in more telematics and remote work options was an oppor-

CANADIAN DEALERS USE TECHNOLOGY E PANDEMIC-SAFE SERVICE tunity to show what her team could do.

“We were able to kick it into high gear and help those customers out to the best of our ability,” she described. “That’s the amazing thing about telematics – those systems are structured to be remote. We made sure we had a plan in place to get information efficiently, and we were able to prove that we were going the right direction – we were able to meet and exceed the demand of the customers.”

While shutdowns meant that there was less opportunity for technicians to get to machines on jobsites, the introduction of new tools has helped expand the ability for SMS teams to work with their customers remotely. Cowick pointed to software updates like SMART Construction Remote that allows teams to log in to machines from the office to do a variety of tasks.

“The demand for remote access has increased. . . transferring files and troubleshooting machines – the need and the speed are there, and the desire is there,” Cowick said. “There’s a ton of different types of technology out there. We have integrated machines and we have aftermarket technology. . . what we’ve noticed is that during COVID the integrated machines have been easier to support, which means less downtime for the customer. Customers are starting to see the

value in the integrated machines – the value of what that extra speed and time is able to do for them in limiting their downtime.”

McKay said that her team has found there’s additional demand for training from customers who are trying to understand telematics systems and solutions more broadly.

“Some customers have taken advantage of our ability to do online webinars. We set scheduled timeframes and give customers the ability to log on and learn about some of the systems for their equipment,” she said.

“We talked in-depth about some things, and others we covered generally to give customers the basics.”

In addition, the SMS team – which has expanded to deal with greater demand, McKay noted – has offered phone support and the opportunity to do one-on-one personalized training for customers, she added. Customers are also turning to more alerts from their telematics systems to keep up on what their machines require.

“We have the capabilities to set up in our systems to email the customers at their requested time prior to maintenance being required. . . people have been asking for a lot longer lead time for maintenance notifications,” she said. “You now need to get approvals for people to be onsite. . . the availability of supplies may be lower, so it may take an

extra day or two to get filters, for example.

Customers want the ability to have that time cushion and are making sure they’re pre-planning more than they ever have before.”

For George Latif, an SMS machine control specialist based in Quebec, the lockdown challenge has been even greater because of the way in which Quebec clamped down hard on jobsites through the early parts of the pandemic.

“In March when they announced we were going to lock down, all of Quebec literally went on a complete pause – nothing was moving anymore,” he said. “We were still available, but we couldn’t travel. . . even if I could get to the customer I would need them to supply me a letter from the government saying this was an essential service.”

For Latif and his customers, Komatsu’s Remote Support technology was the lifeline that kept things moving. When he needed to work with any integrated machines, they were accessible right at his fingertips as long as they were in an area with cellular service. With that connection he was able to connect to a machine and upload or transfer files where necessary, as well as receive reports from the machine regarding its condition and send communications to the operators as needed.

“Remote support was always part of our

OCTOBER 2020

>> www.heavyequipmentguide.ca 13

CANADIAN DEALERS REPORT

job, because some machines may be a five, six, seven hour drive away. . . remote support was already helping us.

But, with COVID, it’s even more so,” Latif said. “For example, I had a machine that was delivered last week but it was in the red zone. . . I helped the mechanics in the branch calibrate the machine with the remote support, they delivered the machine for our customers and I gave the training for that machine through remote support.”

That kind of support has attracted attention in many regions, some of

which can be slower to adopt new technology. SMS has seen growth in demand for remote support, and McKay expects to see that continue.

“I think this gave people a taste of how businesses should be using these tools,” she said. “This is not something that’s just going to go away at the drop of a hat next week. It opens the door for people to start looking at other avenues, making that time for dedicated training and recognizing that these systems are important from the top down of their business.”

Finning Canada

At the start of the pandemic, Finning Canada responded by providing the resources for customers to collaborate in modifying their fleet maintenance protocols to address COVID-19 safety protocols, ensuring that the long-term health of their assets would not be impacted.

As western Canada’s dealer for Caterpillar equipment, Finning already had a strong remote service program for customers, managing over 25,000 customer-owned con-

The ultimate telehandlers for all your needs

Compact, with the most comfort, visibility and security More efficiency and productivity = More profitability

The most versatile and precise machines on your job site

Contact our specialists now

14

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

nected assets, with 8,000 of those assets subscribed to condition monitoring services.

According to James Morrison, director, Performance Solutions Operations, Finning Canada, the condition monitoring team looks at the data on those assets to make mechanical recommendations and detect failures before they happen. These go-to tools enable Finning to provide reliable, data-driven troubleshooting that keeps customers and technicians safe during the pandemic.

“As part of our service excellence process, we also have a digital status check to ensure we are using all the data and tools at our disposal, including remote services, to maximize uptime for our customers,” said Morrison. “The digital check improves the effectiveness and quality of our response as we have more insight into the actual problem – and are better prepared for all possible repair scenarios before a technician is even dispatched.”

The digital status check also gives Finning the insight to prioritize critical repairs and assess non-essential repairs that can be delayed.

“When COVID-19 started, access to sites and equipment was limited, but we were able to use remote services to support our customers and provide them with the confidence their equipment would be ready to go when they needed it,” said Morrison. “Yes, we had to change the way we did business, but the data gave us the confidence we were not compromising customer service or the long-term health of equipment.”

Leveraging data to support customers in their long-term planning is a key part of Finning’s approach to customer service. With VisionLink telematics, Finning and its customers can review machine utilization and asset location, and Finning can provide its customers with a supply chain forecast that outlines where customers should allocate resources.

Like using proper PPE, wearing a seatbelt and maintaining jobsite awareness, following COVID-19 safety protocols is now an integral part of the job for every person who is an essential worker on a jobsite – and like so many other jobs in 2020, reducing in-person interaction where possible is key.

“This is not just about asset health.

It is also about the health and safety of our technicians and customers. Remote monitoring has allowed us to reduce unnecessary call outs, while maintaining the customer’s confidence in our ability to support their business, even during a pandemic,” said Morrison.

He expects use of remote services technology will continue to grow – in both features and adoption. The use of remote service allows Finning and customers to be fully prepared for the repair before the technician steps on to the jobsite, and eliminates unnecessary service calls which, Morrison noted, optimizes every dollar a customer invests in services. HEG

NOW AVAILABLE

NEW! CAT® D6 XE DOZER

HIGHER PERFORMANCE, LOWER OPERATING COST. The world's first High Drive Electric Drive dozer combines legendary to help you move more material at a lower cost.

UP TO 12% LOWER

UP TO 35% HIGHER

UP TO 50% HIGHER

Standard 7 year / 20,000 hours powertrain assurance plan, longer service intervals and fewer scheduled tasks.*

class leading maneuverability and power

with Cat Connect Technology

maintenance costs

productivity

Connect with our experts today and find out how we can help you win at what you do best.

(416) 667-5511 | toromontcat.com

Toromont Cat is Eastern Canada’s trusted Cat® dealer. We bring together the industry’s best people, products, and technology to provide exceptional product support and deliver customized solutions to meet your needs.

Serving Manitoba, Ontario, Quebec, New Brunswick, Nova Scotia, PEI, Newfoundland and Labrador, and Nunavut. *Conditions may apply

• • • • •

New, Used & Rental Heavy Equipment Parts & Service Power Systems Mining Crushing & Paving

TRUCKS & TRANSPORTATION

RUGGED POWER AND PERFORMANCE COMBINE IN NEW 49X Ground-up redesign produces truck that’s ready for work in the toughest situations

By Lee Toop, Editor

B

orn on the rugged logging roads of British Columbia, Western Star trucks have been known for their ability to handle tough jobs while also providing drivers a high level of comfort and performance. Those strengths are all part of the company’s newest addition to its vocational truck portfolio, a fresh take on the truck that focuses on strength and performance for work truck buyers.

The Western Star 49X has been redesigned from the ground up using input from customers and hundreds of thousands of miles in testing, both in controlled situations and in the hands of drivers outside the factory.

Built on an all-new frame, boasting brand-new transmission options, and featuring an entirely new cab, the 49X is the result of six years of development and design work.

“This is a truck purpose-built from the ground up specifically engineered for the unique demands

16

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

of the vocational market,” said Daimler Trucks North America vice president, vocational market development, Samantha Parlier.

The ground-up redesign of the 49X has allowed Western Star to save around 350 pounds compared to the current Western Star 4900, starting with a new vocational frame with single channel frame rails available in a range of thicknesses. Extension options are available for applications that need front-mounted equipment such as plows.

Redesigned cab sturdy, easy to access

Sitting on that new frame is the completely redesigned X-series cab. Parlier said Western Star engineers were able to draw on Daimler’s global design teams to build the new cab, which is built from aluminum with steel reinforcements placed in strategic locations for various vocational needs.

“It’s not only more durable, but also 8 percent lighter than our current 4900,” Parlier said.

The roof of the truck is a key design feature of the X series cab, Parlier noted, with the centre section lowered to make room for equipment.

“We lowered the centre section, making room for air horns and lights, but we kept the door opening large. So people getting in and out with hard hats and safety equipment on can get the best ingress and egress, and also the best headroom,” Parlier noted. The doors open a full 70 degrees, making it easier to get in and out, which Parlier said helps improve jobsite safety and reduces slip and fall accidents.

Getting in and out of the truck is safer and easier thanks to five handholds and a redesigned staircase step system that was the focus of more consideration than you might think.

“We had several engineers working with customers and our product strategy team for months to get the exact correct width and the exact tread pattern. We had different styles of work boots – I mean, we had so many boots it was unbelievable,” said Tracy Mack-Askew, general manager, heavy duty vocational platform with DTNA. “We spent a lot of time and attention to detail on every aspect of this truck.”

Vibration is reduced with a new cab mount sys-

tem designed to improve stability and cut down on driver fatigue.

The truck’s hood has also been redone, with what Western Star says is the first ever hood suspension system. “The unique system is a coil over shock suspension that isolates the input from the jobsite from the hood,” Parlier said. “We combine the suspension with high-strength, lightweight composite material that’s flexible, so it bends instead of breaking.”

Drivers often ask for quieter cabs in their trucks, and the 49X obliges, Mack-Askew said.

“Safety is not just about adaptive cruise control or active braking, it is also making sure that they have a good mental state, and that they feel better at the end of the day. We worked very hard to add a lot of insulation – this is the quietest cab that Western Star has ever had,” she said. A new triple-door seal is part of that, cutting down noise from outside the vehicle as well as keeping out dust.

Detroit power put to work

Vocational trucks rely on plenty of power and the drivetrain to put it where it needs to go, and the 49X

has been built to provide that power, with a range of proven engines paired with the brand-new DT12 Vocational automated manual transmissions. The new transmissions, available in two variants, including a Vocational Extreme version, are rated up to a GCWR of 330,000 pounds, and are available with the Detroit DD15 or the DD16, which DTNA says is the largest and most powerful diesel engine on the market in North America. “[The DT12 Vocational] has three driving modes – it has an economy mode, performance and an off-road mode. A lot of people hear economy and vocational and they cringe a little bit. . . every vocational truck has to get to and from a jobsite, it doesn’t matter what you’re doing, and many vocational trucks operate a significant portion of their lives on the highway,” Parlier pointed out. “There’s a performance mode that really steps it up. . . if you’re hauling on the highway but you’re really heavy it’ll give you a more aggressive shift pattern.

And then there’s off-road mode. That’s specially tuned shift patterns designed around jobsites. . . steep grades, loose terrain.”

This is a truck purpose-built from the ground up specifically engineered for the unique demands of the vocational market.

Samantha Parlier, vice president, vocational market development, Daimler Trucks North America

OCTOBER 2020

>> www.heavyequipmentguide.ca 17

TRUCKS & TRANSPORTATION

The new transmissions offer a range of features including Rock-Free mode, ideal for slick or muddy terrain, that will automatically work to free a truck that is stuck in mud or snow by engaging and disengaging the clutch while the driver throttles the truck up, starting a rocking motion and allowing it to work itself free.

Parlier said that feature has been well tested in Michigan on a customer test unit equipped as a self-loading log truck working on a road that normally has dozers parked every few miles so drivers who get stuck can pull themselves out.

“The first operator using the CTU. . . got stuck and used the RockFree mode to free himself – he was so excited that he called his friends, his people from the dealership and got a cellphone video. It almost looks like a party, and the excitement you see on their faces talking about how they can’t believe it worked was over the top,” Parlier said.

For vocational use, the DT12-V and DT12-VX feature PTO openings on the rear as well as an eight-bolt lefthand PTO. Western Star has added a PTO control system that, when engaged, allows the user to set the engine RPM that best suits the job at hand.

Visibility improvements part of safety approach The 49X offers a range of safety improvements that are evident across the truck, starting right at the front with a new headlamp design. An LED light is protected within a sturdy lens that is wired to provide deicing and defogging while also being strong

18

HEAVY EQUIPMENT GUIDE

enough to take hits from branches, rocks and other potentially damaging situations.

The cab features a new windshield that is 28 percent larger than previous trucks, offering greater visibility out the front, while a three-piece rear window offers 77 percent more visibility. A brand-new mirror system helps drivers keep track of what’s behind them as well. The C-bar mirror system took months of work to nail down just right, Mack-Askew said – including more than 230,000 door slams intended to make sure the structure is robust and durable, and that vibration is cut down as much as possible.

Trucks equipped with Detroit engines will be able to take advantage of the Detroit Assurance suite of active safety systems, which combine radar and camera technology to operate features like Side Guard Assist, which detects objects and pedestrians on the passenger side of the 49X where they may be in the driver’s blind spot and sounds auditory and visual warnings. Active Brake Assist 5 detects objects ahead and determines based on travel speed whether a warning, or automated braking action, is needed.

Adaptive Cruise Control, available on the DT12-equipped 49X, adjusts cruising speed for safe following distances. If the vehicle ahead stops, the truck will stop as well, and then resume movement when the other vehicle moves. Tailgate Warning alerts the driver to space issues in stop-andgo traffic. Lane Departure Warning alerts the driver if the truck leaves its lane without using a signal. HEG

>> OCTOBER 2020

Detroit Assurance safety systems use tools like radar and cameras to detect pedestrians and objects around the 49X.

A newly designed headlamp unit offers a wide light arc, deicing and defogging along with a sturdy lens.

The 49X features a new wider windshield that is roped in for easy replacement and offers greater visibility.

TRUCKS & TRANSPORTATION

GMC

NEW TRAILERING TECHNOLOGY ADDS TO STRENGTHS OF SIERRA 1500 AND HEAVY DUTY The 2021 GMC Sierra 1500 and Sierra Heavy Duty will offer several new available features that build on the trucks’ strong suite of customer-focused trailering technology.

New or enhanced trailering tech available on both 2021 GMC Sierra light-duty and heavy-duty models includes: Trailer Length Indicator: New for 2021, when enabled and driving forward with the turn signal activated, the centre console screen displays a red overlay twice the length of the compatible trailer and shows when other vehicles are present and may interfere with a lanechange maneuver.

Jack-Knife Alert: New for 2021, Jack-Knife Alert tracks the position of the compatible trailer in relation to the vehicle. If the front of the trailer approaches the rear of the vehicle, an alert is displayed when there may be a potential jackknife situation.

3D Paving Technology with Easi-Pour Compact 880

Invest in the most proven concept in slip-form paving equipment from Easi-Pour. 3D paving technology makes you more efficient and profitable.

Ergonomically designed with unparalleled dependability for your concrete paving applications. Ease of operation coupled with the best operator visibility in the industry makes your jobsite safer and more productive.

Curb & Gutter | Sidewalk | Barrier | Drainage Ditch | Special Applications www.easipour.com | 605-352-1412 | OVB Holdings, LLC

Easi Pour 2020 quater page.indd 1

20

HEAVY EQUIPMENT GUIDE

2020-01-31 12:02:17 PM

>> OCTOBER 2020

Rear Trailer View now features guidelines and Trailer-Angle Indicator: Rear Trailer View has been enhanced to include guidelines that assist when backing a trailer into place and a Trailer-Angle Indicator to show the relationship between the truck and compatible trailer. Rear Trailer View requires the customer-installed available GM auxiliary accessory camera.

Rear Side View enhancement: When driving forward on the 2020 GMC Sierra, Rear Side View provides a split view of the left and right sides of the truck and compatible trailer that is automatically biased based on the trailer’s angle. In the 2021 GMC Sierra, drivers will have access to this view while driving in reverse, making it easier to see surrounding vehicles and objects while positioning a trailer.

Additionally, for 2021 Sierra HD Cargo Bed View enhancement: New Cargo Bed Zoom View and Bed Hitch Guidance is now available, which can be helpful for aligning and hooking up a gooseneck/fifthwheel trailer.

Other additions to the 2021 GMC Sierra 1500 include increased availability of the MultiPro Tailgate on SLE and Elevation trims, as well as a new selection of colours.

New available features on the GMC Sierra 1500 AT4 include 20-inch tires and an offroad high-clearance step.

The available 3.0L Duramax Turbo-Diesel, which provides an ideal balance of performance and efficiency with 460 lb.ft. of torque and solid horsepower while offering an estimated fuel consumption rating of 7.8 L/100 km highway, is a popular choice for GMC Sierra customers.

New additions to the 2021 GMC Sierra Heavy Duty include enhancements to the trucks’ popular premium trims. HD Surround Vision and Bed View camera technology are now standard on Denali. The new Sierra HD Denali Black Diamond Edition will have several unique features, including exclusive 20-inch high-gloss black wheels and new power-retractable assist steps.

Similar to the Sierra 1500, the Sierra Heavy Duty AT4 will now have available 18inch Mud Terrain tires and an available offroad high clearance step accessory.

International teases new update of HX vocational truck for 2021 International Truck teased a new generation of truck at the NTEA’s Virtual Truck Product Conference, saying it will bring a major update of its popular HX vocational truck to market in early 2021 with extensive improvements based on feedback from the company’s customers and dealers.

David Hillman, Navistar Director Segment Marketing, Vocational Business, said the Class 8 HX will bring a variety of new features when it hits the road next March.

“We are leveraging a lot of high-volume investments we’ve made throughout the International product family, but continuing to maintain that maximum durability that the HX is known for – and maintain our premium differentiation as well,” Hillman said during the virtual presentation.

Like other trucks in the International line, the HX offers high-end comfort and appearance that appeals to many heavy-duty truck buyers.

The truck will be available with an extreme-duty cab featuring both day cabs as well as long and short sleeper versions; it will continue to be equipped with the company’s high-quality HVAC system, and the existing frame and chassis system, designed to reduce corrosion and save weight while providing durability, will be maintained.

One key addition is International’s Diamond Logic electrical system, which uses multiplex wiring to connect the various components of the truck.

Diamond Logic allows truck equipment manufacturers the ability to custom program their systems for the best connectivity possible, and can include everything from the body controller to remote power modules and air-controlled accessories.

The system also provides safety in three different areas, Hillman noted – for the driver, on the jobsite, and protecting equipment. Drivers benefit from the ability to perform features such as unlocking power door locks with the parking brake, among others.

Safety on the jobsite can include such features as limiting the vehicle speed when the body is raised, allowing the driver to perform work such as spreading at low speed, but not allowing higher speeds until the equipment is properly stowed. Protecting equipment can include such tasks as disengaging differential locks and PTOs to prevent potential damage.

International will also update other trucks across its line as well.

Tougher made smarter Introducing the new VHD

On the jobsite you need a truck that’s tough, safe, and smart. So, we built the new Volvo VHD to be the best-looking, most rugged vocational vehicle in the industry, packed with innovative ideas like Volvo Active Driver Assist and the revolutionary Volvo Dynamic Steering. Your toughest jobs just got easier.

Learn more at volvotrucks.ca/en-ca/trucks/vhd/

The New Volvo VHD

ROADBUILDING

PAVING THE WAY TO CONCRETE SUCCESS All Roads Construction rides industry knowledge and GNSS to build strong reputation

By Larry Trojak

A

Synergy with civil contractor

ll Roads Construction, a Surrey, B.C.–based company, has taken a slightly different route to the top of its industry segment than many others do.

The partnership that formed it recognized the benefits that can come from using technology to separate themselves from the pack, and thanks to that effort have become – in just a few short years – one of the region’s preeminent milling and paving contractors.

Not everything about All Roads Construction (ARC) defies the norm.

The company was established when Rod Stephens approached his colleague Denis Labelle with a business plan he had discussed with a local construction owner, Bryan Hall. It was the framework of a true partnership in the making that led both into a life-changing decision, according to Labelle, ARC’s operations manager.

“We used to work for a large Vancouver-area company and really didn’t like the corporate feel of it,” he said.

“So we decided to go on our own. For the first week after we left, Rod and I met at a local Wendy’s with our computers to lay the groundwork for what needed to be done. That fast-food site became our ‘office’ as we put things together for the new venture. It’s important to note that, when we left the other company, we did so with a clean break – we didn’t want anyone to think that we built this company on someone else’s dime, so to speak.”

Shortly after starting ARC, about a dozen people from their former company joined them in the new venture. Today, two years into the business, they are more than 80 people strong and booking more than $30 million in projects.

22

HEAVY EQUIPMENT GUIDE

Getting to where they are – as quickly as they have – was helped by a couple of key factors. The first is a cooperative effort with Bryan Hall and Hall Constructors, also a Surrey-based company, that specializes in heavy civil

>> OCTOBER 2020

projects. Labelle said their relationship is truly complimentary.

“They are much larger than we are – doing in excess of $150 million of business a year,” he said. “In addition, they have strengths in areas that we do not and vice versa. Hall’s focus is

on heavy civil work, deep excavation, shoring for high rises, and so on. They don’t do a lot of grading, concrete or milling – all of our strengths. It is a nice arrangement between two companies that can benefit each other when needed.”

The second factor contributing to All Roads’ success? The fact that Hall Constructors is a huge proponent of GPS: almost all of their fleet of excavators, dozers, etc., are equipped with it.

So when All Roads considered making GNSS-equipped machine purchases early on, the two groups were in complete agreement.

“Since we occasionally trade equipment and services back and forth, that helped a lot,” said Labelle. “In my previous position, I saw the impact GPS can have on productivity and knew it needed to be a part of who we are,” he said. “Hall was in complete agreement.

In addition, we felt it would be a great way to separate us from the competition – we weren’t wrong.”

Based on the focus they saw their business taking at the time, All Roads felt its initial foray into the GNSS realm should be via a concrete paver for curb and gutter work. However, a lunch with Mark Piotto, director of sales for Brandt Positioning Technology, changed all that in a positive way.

“At the time, All Roads was still a young company and had just bought their grader,” said Piotto. “As a new paving company you need an advantage and I was confident that Topcon’s Millimeter GPS could provide that by helping them maximize quantities and production. Millimeter GPS on a paver has its own set of benefits for sure, but I felt that efficiently and accurately laying down the gravel on grade just made more sense for them.”

The Millimeter GPS to which Piotto refers is a GNSS-based solution that uses a tripod-mounted Topcon LZ-T5 laser transmitter, placed at an established reference point, to generate a 33-foot-high Laser Zone signal.

That signal is accessed by a ruggedized sensor on the machine and used to determine elevation, set the necessary depth of the blade, and maintain the required grade.

“Once Mark told me about the benefits and savings we could gain setting our motor grader up with the Topcon solution, I was intrigued enough to suggest that he bring one of their graders out to our job to have me try it out and he agreed.”

The project All Roads was tackling at the time called for grading a massive 56,000-square-metre parking lot that CP Rail was leasing to Ford Canada to offload and store new vehicles.

Labelle said that the general contractor doing preliminary grading for the project, was still coming in 5 cm high utilizing conventional 2D GPS. Using the Millimeter GPS, however, got us to within 3 mm,” said Labelle. “So, over that 56,000 square metres, it ended up reducing the volume of gravel by about 6,000 tonnes – a savings of about $80,000.

We were blown away, to say the least.

The system paid for itself just on that one project.”

Labelle added that the parking lot had a decent amount of curves and swales to it, which, done using a conventional process or using a surveyor, would have been very pointed, with harsh corners rather than the rounded curves in the plan. Using the touch screen in the machine, the operator knew exactly where the swales were in relation to his machine position, so creating them was a breeze.

“Once we paved the lot, we found that our asphalt mixes were within a few tons of what specs called for, so it helped minimize waste on that end as well,” said Labelle. “After two days using Millimeter GPS, I kept Brandt’s grader, and sent our Cat 120M in to get it set up with the same system – I was that convinced.”

new undertaking for us, we sent the operator to GOMACO’s school to gain familiarity with the paver. Finally, we did a couple trial runs before taking it to a job.”

All Roads took its GOMACO unit “live” on a municipal roadway project for Miller Capilano Highway Services in nearby Coquitlam. According to Labelle, the results were impressive: savings in both time and materials and an excellent product at job’s end.

“While not having to deal with stringline is, of course, the overriding benefit, it goes much further than that,” he said. “Its ability to do very tight radii is truly impressive. I have a couple of 40-year veteran concrete guys who were willing to bet their paychecks that we couldn’t pull off some of the things we have. It’s been an eye-opener for all of us.”

GNSS standard on curb and gutter work

Fast forward to the present and GNSS has become the de facto solution for almost all their curb and gutter work. On a recent project done as a subcontractor for Tybo Contracting, Ltd., All Roads brought both elements of its Millimeter GPS arsenal to bear – with impressive results.

“This was a time-sensitive reconstruction of 6 km of municipal roadway that we did in two separate pours,” he said. “Tybo is very tech savvy, so they were using GPS in the grading facet of the job and we worked off the file they created. They bulked in their gravel using GPS on the first section and when we came in with the millimetre-grade solution, we were able to improve upon the accuracies so much that we piled up 400 tonnes of gravel which they then used on the second phase.”

Labelle’s team had a target production rate of 400–500 linear metres per day and either met or exceeded that, despite some unavoidable challenges.

“Weather was a definite hindrance,” he said. “At the time that project was under way, we had so much rain that we would check the hourly forecasts to

spot a small break where we could go out and do anything. Both Topcon and Brandt were great right from the start and were key in making sure we would be successful with the solution – that was huge for us.”

According to Brian Lingobardo, Topcon’s business manager for concrete paving, the 3D paving solution was precisely what the company needed, given its relatively new position doing that type of work.

“The curb market is highly competitive, meaning clients demand high productivity and a quality product,” he said. “The Millimeter GPS solution

for their curb and gutter work will provide All Roads with an effective tool to provide that and more.”

Despite several capital investments in a short time frame, Labelle says All Roads is far from done expanding its operation.

“We have our sights set on getting into airport work at some point,” he said. “I can see the benefit of having millimeter-grade control on both the milling and paving facets of those jobs.

For us, it’s a no-brainer – this technology is the future.”

Larry Trojak is a technical writer.

Similar resuts on paving projects

With the Millimeter solution for grading proven in a big way, Labelle was anxious to see if they could achieve similar results on the paving side of the business. They took delivery of a GOMACO Commander III slipform paver in early 2019 and then, again working with Brandt, outfitted the unit with its own Millimeter GPS. “It bears mentioning that we did some up-front work which included having our in-house survey team coordinate with the Brandt, Topcon and GOMACO people to ensure we had the proper files,” said Labelle. “We’ve learned that doing so is key; for this operation, it is all about the surveying and programming elements of the system. And, because this was an entirely

A WIRTGEN GROUP COMPANY

Uncompromisingly good HD+ TANDEM ROLLERS – THE PROFESSIONALS FOR ROAD CONSTRUCTION CLOSE TO OUR CUSTOMERS. The extremely productive HD+ series tandem rollers bring high compaction performance and outstanding compaction quality to your construction site. Throughout, they offer impressive ease of use along with perfect visibility.

www.wirtgen-group.com/hamm

HAMM AG · Hammstr. 1 · D-95643 Tirschenreuth · Tel +49 (0) 9631 80-0

OCTOBER 2020

>> www.heavyequipmentguide.ca 23

ROADBUILDING

WIRTGEN

NEW TRACKED UNIT OFFERS FULL-DEPTH COLD RECYCLING AND HIGH-PERFORMANCE MILLING Wirtgen tracked cold recyclers deliver impressive results during full-depth recycling and high-performance milling.

The W 380 CRi tracked cold recycler made its North American debut at CONEXPO 2020, set up as a recycling train with a Vögele paver and tandem roller from Hamm.

During cold in-place recycling, the asphalt surface is removed, depending on the level of damage, by a recycling train operating across the entire width

of the pavement in a single pass, mixed with binding agents on site, and then paved again immediately. The W 380 CRi can recycle the road surface to a full depth of 300 mm/12 inches, so it is also suitable for full-depth recycling (FDR).

The W 380 CRi can also restore road surfaces beyond the available working widths of 3,200 mm/10 feet 6 inches, 3,500 mm/11 feet 6 inches, and 3,800 mm/12 feet 6 inches.

TK Corporate Phone: (800) 843-3324

|

trailking.com

|

@trailkingind

In this case, the recycler picks up the material that was pre-milled on the side by a cold milling machine and adds it to the mixing process.

Thanks to a mixing capacity of 800 tph in combination with rear loading onto a road paver with the appropriate stockpiling and paving screed, even very wide road surfaces can be rehabilitated in a single pass.

The W 380 CRi can also be used as high-performance milling machine.

Thanks to its high engine power of 1,038-hp (EU Stage 5/US Tier 4 Final) and conveyor capacity, the W 380 CRi can manage removal work to a milling depth of 350 mm/14 inches.

LEEBOY

HIGHWAY-CLASS PERFORMANCE IN SMALLER SIZE

12’ TO 20’ EXPANDABLE FRAME WITH TK120LPSD-HSD FRONT STEER DOLLY

WE DESIGN AND MANUFACTURE CUSTOM HAULING SOLUTIONS Designed for multiple load configurations, this trailer expands from 12’ to 20’ wide.

The Perimeter Frame Trailer is engineered to be lightweight, while still increasing payload. The low deck height offers the ability to haul even the tallest equipment. Endless combinations of decks are available to meet your hauling requirements.

TK160

PERIMETER EXPANDING FRAME

24

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

The Leeboy 8616D Asphalt Paver encompasses many features of a larger highway-class paver while maintaining a size that better suits the commercial contractor looking for a heavier unit.

Highly adaptable for heavy commercial jobs, the unit provides greater serviceability with easy to locate components, consistent material flow and the Legend HD PRO Screed for higher production yields.

A turbocharged 127-hp Kubota engine, enhanced cooling systems, independent hopper wings, reversible augers and conveyors, hydraulic tow point cylinders, material cut-offs that can be set to automatically close in reverse and a quick change auger assembly provide versatility.

Weighing 4,150 pounds and delivering a paving width up to 15 feet 6 inches, the new Legend HD PRO Screed features include spring-loaded end gates, HD flight screws, heavy-duty crown and valley mechanism and an angle-of-attack adjuster with vertical height adjustment.

MODERN TECH. CLASSIC STRENGTH. CASE Construction Equipment B Series skid steers and compact track loaders feature an all-new 8-inch LCD operator screen with backup camera; completely updated and simplified operator controls; even greater cab comfort; and while the machine looks the same on the outside, we’ve re-engineered its critical inner workings to stand up to what you and your jobsites face every day.

Learn more at CaseCE.com/BSERIES

Š2020 CNH Industrial America LLC. All rights reserved. CASE is a trademark registered in the United States and many other countries, owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.

DEMOLITION & RECYCLING

A DIFFERENT WAY TO HANDLE URBAN DEMOLITION SENNEBOGEN material handler is a multi-tasking machine that can be used for urban demolition

26

HEAVY EQUIPMENT GUIDE

By Kaitlyn Till, Editor in Chief

A

s cities become more dense, the challenges of bringing equipment into and out of jobsites increase. According to Jason Jones, Americas sales manager for SENNEBOGEN, confined space, noise levels and collateral damage are the three biggest challenges for demolition contractors working in urban environments.

Alongside its purpose-built demolition excavator lineup, SENNEBOGEN manufactures material handlers, which are commonly used for waste handling, scrapyard and port applications, but there is opportunity to address some of the challenges in urban demolition by deploying a material handler on a demolition jobsite. Material handlers are built tough and versatile to work in waste handling facilities, scrapyards and ports, and with the right variety of attachments, a material handler can do several tasks on a demolition jobsite, reducing the number of machines needed.

>> OCTOBER 2020

Handling demolition with precision

Precision in urban environments is vital and, according to Jones, material handlers excel at delivering precision.

“With the precision of a material handler, you’re able to take a building down with one attachment, place the material into specific, organized piles, and demolish that on site with another attachment,” he said. “In the case of steel, use a magnet to pull your steel back out of [the piles], take the steel and load that for its destination.

Then change the attachment to a grapple and pick up your aggregates or concrete, things that might be going to a secondary aggregate location.” Any remaining material can be sorted for waste disposal.

A typical demolition jobsite might have an excavator with a shear taking the building down, another excavator with a bucket picking up and loading material into trucks, and potentially a wheel loader as well, depending on the size of the job, that’s moving material around or loading trucks. A material handler can eliminate the need for some or all of these machines, depending on the job.

The beauty of using the material handler, Jones noted, is the variety of attachments that can get the job done, including shears, grapples, magnets, buckets and hooks – any of which can be quickly changed out on site.

According to Jones, the 360-degree full lift capacity of the material handler produces lower fuel burn, saving the contractor fuel costs as the machine has to be repositioned less, and there is no tradeoff in stability if using a wheeled model. The wheeled machines are more mobile, have lower maintenance costs, and require less upkeep than tracked machines; however, tracked machines are preferable in more aggressive environments.

For operators used to conventional excavators or construction equipment, getting into the rising cab of a material handler is an adjustment. The operator will get a much better elevated view of the jobsite to see where they are working, and the SENNEBOGEN Maxcab tilts up to 30 degrees in addition to rising. Jones noted that the cab is comfortable and built for safety with standard bulletproof

LBX COMPANY

LINK-BELT CONTRACTOR HANDLING GRAPPLES The LCG Series Contractor Handling Grapples are designed for construction and demolition sorting as well as bulk material handling.

The LCG is available with perforated or heavy-duty ribbed tines that close at a very flat angle to assist in compacting material. Maximum crushing force densifies material while the strong rotation system resists back-driving forces. Available in three models, the LCG features: • Single cylinder with dual drag links minimizes the number of moving parts and simplifies

the hydraulic system.

• Streamlined tine, frame and linkage design with easy-to-locate grease fittings simplifies maintenance.

• Oversized cylinder design incorporates rod protection, maximum crushing force to densify material, bolt-on gland cap for durability, and easy maintenance.

• Large recessed side covers provide easy access to internal components while protecting the cover fasteners.

WERK BRAU

EXTREME-DUTY EXCAVATOR BUCKETS

New Werk-Brau extreme-duty excavator buckets feature an aggressive dig angle, rugged construction of abrasion-resistant AR400 through AR500 steel, and horizontal wear strips to effectively excavate in the toughest conditions, including demolition work.

Standard sizes are available from 3/8 cubic yards to 10 cubic yards in various widths, with special designs and capacities available on request.

glass and guarding. Dual cameras on the rear and right side of the machine provide additional jobsite safety, and operations can add a camera to the end of the stick, if desired, for greater visibility of the work.

The 825 E-Series material handler

The 825M E material handler, while not a dedicated demolition machine, has been used by some customers in demolition applications because of its versatility. The 825 E-Series machine is available in two configurations: the 825 M with rubber tires and the 825 R-HD with crawler tracks. Both models are powered by a 173-hp engine, feature a 15-kW magnet system and deliver maximum reach of 45 feet 11 inches. The 825 can be powered by diesel or electric drive, or a diesel-electric combination. ECO mode, automatic idling mode and automatic stop all save diesel fuel consumption. The wheeled model has an operating weight of 57,600 pounds and the tracked model has an operating weight of 72,300 pounds. SENNEBOGEN offers the 830 E R-HDD and the 870 E R-HDD as dedicated demolition machines. HEG

200 TONS OF CONSTRUCTION DEBRIS

SHREDDED IN 3 HOURS

INDUSTRIAL

SHREDDING EQUIPMENT {

wood waste | construction and demolition debris | pallets | railway ties cable reels | paper rolls | green waste | mattresses | tires | aluminum e-waste | white goods | food waste | domestic, industrial & bulky waste

{

EXCLUSIVE NORTH AMERICAN PARTNER OF HAAS RECYCLING SYSTEMS

HAAS TYRON 2000 XL is the perfect tool for high volume waste reduction.

With adjustable shaft speeds and independent shaft control in both forward and reverse, you can make quick work out of even the toughest materials.

Contact one of our experts today!

1.800.465.3214 | Shred-tech.com Follow us on:

OCTOBER 2020

>> www.heavyequipmentguide.ca 27

UNDERGROUND CONSTRUCTION

NAILED IT: ROCK DRILL GIVES CONTRACTOR EDGE ON LARGE NAIL WALL PROJECT

By Brian M. Fraley

W

hen a major interstate project required a large soil retaining wall to be constructed for stability and safety, UMA Geotechnical Construction went to work – designing and building 42,000 square feet of soil nail wall in the project. As a subcontractor to Flatiron Construction, which was building 1.5 miles of divided highway, UMA spent around two years on the project from design to completion in 2019.

“The soil nail walls were designed in-house by UMA,” says President Brian DeSpain, adding that the company utilized licensed engineers on staff.

“The state identified the locations and it was up to us to figure out how to design the most cost-effective system.”

Unlike many such wall projects, though, Wall 4 was a bit more of a challenge thanks to its size and challenging conditions.

UMA’s scope on Wall 4 was straightforward.

The job was essentially to install soil nails and a temporary shotcrete facing to allow Flatiron to finish it off with a cast-in-place concrete wall.

However, due to adverse geotechnical soil conditions, a simple install became increasingly more challenging. In a budget-saving triumph, UMA’s proven history and competent personnel made light work of the challenges.

At just over 30 feet, the height of Wall 4 towers above anyone standing at its base. Once completed, it is 42,000 square feet and just over a quarter mile long.

To provide context, 12,000 square feet is an average sized wall. Of the seven other walls UMA built on the Greensboro Western Loop, the average size was 3,700 square feet. At 42,000 square feet, Wall 4 accounted for 55 percent of the design-build project’s total square footage of 76,000.

28

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

“Most project prequalifications that enable your company to bid on a soil nailing project require that you have completed 2,000 soil nails in the last five years,” says DeSpain. “This one wall is in excess of that requirement.”

Soil conditions were mostly moderate with some areas proving more difficult, which allowed UMA to concentrate its efforts on the sheer size of Wall 4. A large portion of the wall was constructed in a low-quality decomposed granite, which is typical in this part of North Carolina. The remainder was a Piedmont soil, which is a reddish alluvial soil with silt and clay.

“This soil type has some cohesion so when you drill in it, it generally wants to stay open,” says DeSpain, noting that UMA has drilled in challenging soil conditions ranging from glacial till to compressed seashells. “We faced challenges trying to keep the holes open in the fracture rock, but it wasn’t overly difficult due to the experience of our team and the specially selected drilling and grouting equipment for the project.”

Working in lifts

To manage walls that were, in places, greater than 30 feet, UMA worked in lifts. Flatiron handled excavation and the cast-in-place concrete wall, which required UMA to work between its crews for most of the project. Flatiron’s first step was to cut the hill down 30 feet to reach the road base with a fleet of four Komatsu excavators and 18 articulated loaders.

This mass excavation ultimately exposed Wall 4.

UMA’s drilling crew worked the wall from one side to the other. Each lift the excavation crew cut out provided a successively lower working platform for the drilling crew.

UMA completed most of Wall 4 with a single drilling rig – a Casagrande C7, one of the largest soil nail rigs on the market. The supporting equipment

included concrete pumps, forklifts, grout plants and a water truck. Despite having a single crawler drilling rig doing the work, UMA’s crew kept pace with Flatiron’s excavation team.

A balance was required to work in between Flatiron’s crews. The excavation crew, hindered by wet weather and cold temperatures, persevered to provide UMA with as much access as conditions permitted.

The cast-in-place wall crew, on the other hand, required more time to handle formwork, pour concrete, wait for it to cure, and remove the formwork due to the sheer magnitude of this enormous wall.

Using a single rig on this massive wall was intentional, according to DeSpain. “We designed the wall around the 30-foot stroke of the machine,” he says, noting that this simplified the operation by allowing the operator to work alone without support from others. “There were days where he was drilling 100 soil nails in a day by himself.”

UMA bought the Casagrande C7 Drilling Rig specifically for the Greensboro Western Loop project. It was the first of two C7s that UMA has purchased. “We felt that it was appropriate to buy a new machine because of the size and the length of the project,” DeSpain says. “We basically had one crew on the entire project for two years moving from wall to wall.”

More than 2,000 nails used

It took more than 2,000 soil nails to complete Wall 4. The length ranged from 15 to 50 feet long, although the vast majority were 30 feet. The C7’s 30foot stroke allowed UMA to drill most holes with a single stroke. A chevron bit was used to drill and air was used to extract the cuttings, leaving an open sixinch-diameter bore hole.

The rig has no carousel to hold additional drill rods so deeper holes required the support of an EZ Spot UR grapple mounted on a mini excavator. The

C7 would drill the 30-foot-hole and the grapple was used to set another drill rod to accommodate the additional depth.

UMA used approximately 61,000 linear feet of Grade 75 epoxy-coated threaded bar. Temporary casing was required in areas with collapsing soil and rock, but that was only about 1,400 linear feet. Of the roughly 61,000 linear feet of bar installed, about 5,500 linear feet was in rock and the remainder in soil.

Almost 800 tons of Type I/II cement was mixed on site with a Colcrete Grout plant. Aiming for a 1.85 specific gravity, a mud balance was used to measure the specific gravity of the grout and ensure the proper mix, which included Type I/II Portland Cement, water and admixtures.

Once the tooling was extracted, the hole was filled to capacity with grout pumped through a tremie tube, monitoring volume via a magnetic flow meter.

Once the grout emerged from the hole, UMA’s crew inserted the bar.

Most of the soil nails were anchored by pure friction with the soil. Those in decomposed granite areas were bonded to the rock.

UMA’s engineers determined that five-foot horizontal by five-foot vertical spacing was the most cost-effective means to support the soils and critical structures behind Wall 4. The anchor pattern is based on several factors, according to DeSpain. “It’s a combination of the soil properties such as friction angle of the soil and the surcharge loading that’s above the wall,” he explains. The surcharge is the outward force exerted against the wall face by the weight of anything that sits above it.

The length of the soil nails is partly determined by the failure plane behind the wall, which is the assumed location at which the global stability

of the structure could fail. “The nail should be installed past the failure plane to bring the factor of safety up to the FHWA-required 1.5,” DeSpain says. The friction angle determines the internal shear-stress relationship between the individual soil particles; a higher friction angle generally requires less nail length to meet the factor of safety.

Applying shotcrete facing

UMA’s next step was to install a four-inch-thick temporary shotcrete facing. Steel bearing plates were installed over the head of each soil nail while the shotcrete was still wet. That was secured with a bevel washer and

hex nut. The corners of the plates had five-inch Nelson studs, equally spaced to transfer the cast-in-place load to the soil nails.

The four-inch-thick, 4,000-psi shotcrete wall was strong enough to hold the wall in place until the final cast-in-place wall was built in accordance with FHWA guidelines. “The shotcrete behind the cast-in-place facing is ancillary to this type of design,” DeSpain says. “The temporary shotcrete isn’t necessary to the final design of the wall – in this case it was a means to facilitate Flatiron’s cast-inplace pour.”

Flatiron’s cast-in-place crew took over at this point. They tied rebar

Top: A shotcrete barrier placed over the soil surface as UMA worked across the wall gave Flatiron’s cast-inplace crew a surface to work on. Above: More than 2,000 soil nails up to 50 feet long were used on the Wall 4 project; most holes were drilled in one shot thanks to the Casagrande C7’s 30-foot stroke.

cages to the Nelson Studs and assembled formwork over the shotcrete face.

A 12-inch-thick concrete wall was then poured between the two to complete the finished wall.

This wall is what motorists will see when driving along the Western Loop, according to DeSpain. “The cast-in-place wall is like an aesthetic finish,” he explains.” It basically finishes the wall.”

Unlike some walls UMA has designed and built with sculpted shotcrete, the finish of Wall 4 was specifically selected to complement the proposed sound barrier walls to bring an aesthetically pleasing view to an otherwise lackluster means of earth retention.

Production soared because UMA assigned a large crew, “There were only four people assigned to the other walls on the project, says DeSpain. “We added more personnel on Wall 4 to not only deal with the size of this wall, but also to increase our productivity.”

UMA’s production approach was to create repetition and eliminate uncertainty to the greatest extent possible,” according to DeSpain. He says, “We asked, how can we design the wall to be built in a way that is a repetitive process and can be constructed faster?

We wanted to keep the bar and hole sizes consistent to avoid having to cut anything on site.”

UMA’s focus was to make sure crews could seamlessly select the appropriate materials, set them in place, and move on as effortlessly as possible.

Brian M. Fraley is president of Fraley Construction Marketing.

OCTOBER 2020

>> www.heavyequipmentguide.ca 29

UNDERGROUND CONSTRUCTION

VERMEER

RECLAIMER EXPANDS HDD FLUID MANAGEMENT EQUIPMENT LINE

The new 600-gpm R600T reclaimer (2,271.3-L/min) mud recycling system can pair with maxi rigs pumping between 300 gpm and 600 gpm (1,135.6 L/min and 2,271.3 L/min) on pipeline and other large-diameter installation projects.

The R600T features a redesigned linear-motion shaker deck to help reduce weight, increase the available G-force and extend screen life, as well as several other performance and serviceability-enhancing features.

According to Adam Bates, Vermeer product manager for fluid management equipment, the R600T is the successor to the popular R9x12T reclaimer widely used in the pipeline industry. “Since Vermeer launched its first reclaimer, the industry has embraced mud recycling systems because these machines help reduce the amount of drilling fluid

DON’T DIG IT. LET PW SPLIT IT. PIPE BURSTING

CULVERT REHAB

CARBON CREDITS APPROVED IN B.C. 2019

SLIPLINING

Help your city reach CARBON NEUTRAL TARGETS by putting to use the quantifiable reduction in Carbon Emissions achieved when using ALL TRENCHLESS TECHNOLOGIES. Contact us to find out more.

pwtrenchless.com

30

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

TRENCHLESS CONSTRUCTION Up to 90% Carbon Emission Reduction Up to 50% Cost Reduction Less Disturbance to the Environment Less Disturbance to the Public

604.580.0446

additives and freshwater required on HDD projects,” he explained.

“Our latest generation of reclaimers, starting with the R250C reclaimer and now the R600T, are excellent machines for contractors because they are so efficient and thorough at separating sand and coarse silts from drilling fluids.

Our latest reclaimer model, the R600T, offers excellent jobsite flexibility with its ability to work in conjunction with a range of maxi rig drill sizes.”

The three-tank (scalped, middle and clean) R600T reclaimer has a total fluid capacity of 7,729 gallons (29,257.4 L), and can process 1,100 gpm (4,163.9 L/min) of drilling slurry for a true cleaning capacity suited for HDD projects in the 600-gpm (2,271.2-L/min) range.

The drilling slurry cycles through two 10-inch (25.4-cm) desanders and a desilter manifold with sixteen 5-inch (12.7-cm) desilters to remove sand and coarse material before being deposited onto the unit’s linear motion shaker decks.

The unique design of the desilter manifold reduces turbulence when the liquid exits the hydrocyclone to help minimize recycled sand content and keep spoil/soil moisture levels low.

Also, contractors have the ability to choose their own power source for the R600T. They can configure the reclaimer with an onboard generator set or connect it to another power source they are already using on the job.

“Many contractors prefer to rent support equipment on large-diameter pipeline projects,” explained Bates. “Equipped with quick-connect electrical cables, crews can quickly connect the reclaimer to a rented generator or even a shared gen set that may also be powering the drill’s operator cabin.”

With a one-level working deck, fast deploying walkway and centralized main controls area, the R600T sets up quickly and is efficient to operate.

CRANES & LIFT

MANITOWOC NATIONAL CRANE 60-TON BOOM TRUCK

M

anitowoc has added to its National Crane product line with the 60-ton NBT60XL. “The NBT60XL is set to take on all competitors in the 60 USt market,” said Bob Ritter, product manager of boom trucks at Manitowoc. “Whether it be a boom truck or truck crane, this machine features the best combination of boom length and load chart capacity with a sturdy operator’s feel and plenty of comfortable maneuverability to get to and from any jobsite. Additionally, its commercial truck carrier adds a level of comfort, customization and travel speed not yet available to the truck crane market.”

The NBT60XL offers more than a counterweight up-

grade to the NBT60L. To achieve its capacity and reach, the crane can be fitted to several standard truck options expanding layout configuration options. Adding to the crane’s versatility, the NBT60XL features a hydraulically removable counterweight configurable from 0 to 16,000 pounds, allowing it to take on much heavier picks. When equipped with the National Truck Crane package, this machine will feature additional jobsite setup flexibility with four outrigger positions, optional two-camera system for increased jobsite visibility and a fully integrated wireless wind speed indicator.

“In order to get even more capacity and maintain overall agility, these truck-crane-style counterweights offer many combinations, allowing operators to take what is needed for the job and still meet any roading regulations,” Ritter added.

The NBT60XL offers a 151-foot five-section, full-power boom based on the NBT60L. This gives the crane outstanding reach, yet it also remains highly roadable, with the overall vehicle length coming in under 45 feet.

When equipped with the optional 36foot offsetable lattice jib, reach for the crane can be increased to a 196-foot maximum. When equipped with the optional two-piece 26- to 45-foot telescopic jib, a platform height of 204 feet is easily achievable.

The NBT60XL comes standard with a host of operator-centric features, such as the deluxe tilting cab with heated seat and a Bluetooth/AM/ FM radio and speakers. Additional features include electric over hydraulic controls with a function to adjust the speed, an easy-to-use colour graphic display, and real-time diagnostics for simplified troubleshooting without the need for a laptop.

RIGHT-SIZED OPTIONS FOR EVERY JOBSITE

Serious Labs launches first VR-based operator certification training pilot program in North America Serious Labs has partnered with the Alberta Construction Training Institute (ACTI) and the Building Trades of Alberta (BTA) to pilot a mobile elevated work platform (MEWP) operator certification program by using a Serious Labs VR MEWP simulator. The pilot marks the first ANSI-compliant MEWP certification training program in North America that recognizes assessment and certification on a VR simulator.

Six motion-based MEWP simulators are available in the province of Alberta at ACTI’s Ironworkers Local 720 and IBEW Local 424 locations to train and certify a new generation of construction workers. ACTI is completing multiple practical assessments during the MEWP training and will complete practical assessment exercises for certification on both the real equipment and Serious Labs’ VR MEWP simulator.

The pilot, running through mid-October, is being used to certify and recertify operators to the ANSI 3A/3B standards.

FOLLOW US ON LINKEDIN

Working at Height

Heavy-Lifting Applications

Work-Anywhere Hybrid

LEARN MORE AT GENIELIFT.COM ©2020 Terex Corporation, Terex, Genie and Taking You Higher are trademarks of Terex Corporation or its subsidiaries.

www.linkedin.com/company/heavy-equipment-guide/

OCTOBER 2020

>> www.heavyequipmentguide.ca 31

EQUIPMENT MAINTENANCE & MANAGEMENT

FIVE WAYS TO STAY AHEAD OF YOUR HDD RIG MAINTENANCE Save time and money with daily inspections and other preventive maintenance

By Cory Maker

Y

ou know that getting the job done quickly and efficiently is the name of the game for your HDD crews. So when time is of the essence, conducting daily preventive equipment inspections may seem like downtime. But industry veterans know that basic care and maintenance routines are instrumental in preventing actual, costly downtime.

Preventive care and maintenance are what keep machines functioning at a high level and are the best ways to keep an operation efficient. It’s also easier than you may think. Companies like Ditch Witch design machines with operator simplicity in mind. Machines are prepackaged with easy-tounderstand manuals, intuitively located service points and proper equipment guidelines, positioning contractors for success.

Here are five preventive maintenance best practi-

32

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

ces that will keep your machines running smoothly for the long haul.

1 Utilize your daily checklist

The most important step in preventive maintenance is also the easiest – follow the user manual.

This document provides the necessary information to keep your equipment safe, productive and efficient. Within the manual, you can find recommended service intervals, one of which walks operators through daily maintenance routines like checking coolant, oils, mud pump, drilling fluid and Y-strainers. Taking the time to check these components will reveal any issues left over from the previous bore that might keep a machine from running properly. For example, drilling fluids and Y-strainers protect your machine’s high-pressure mud circuit. If they are not inspected daily, sand, debris and other obstructions could cause the machine to break down and be out of commission for that day.

2

Stay ahead of the saver sub

3

Streamline maintenance with telematics

As the equipment responsible for driving pipe downhole, the saver sub is one of the most essential pieces of a rotary system. One of the biggest maintenance fears with a saver sub is if the thread profile becomes damaged inside, this not only leaves the saver sub broken, but also wrecks the entire rack of pipe. A damaged saver sub can cause the entire drill to be inoperable until a replacement part is available.

Your crews should make sure to inspect their saver sub every day. And wise fleet managers will make sure that they’re fully stocked with correct parts so that maintenance, when required, won’t lead to long stretches of downtime.

Modern telematics and centrally located site gauges can help you and your teams streamline the preventive maintenance process even more. For ex-

ample, Ditch Witch’s Orange Intel Fleet Management System is designed to alert contractors about any upcoming service intervals that are tied to the machine’s user manual.

Telematics flag when machine components need to be inspected or serviced, whether it’s at 10 hours or 2,000 hours. Spending five to 10 minutes a day conducting service checks will not only help you save time, money and costly damages from any overlooked maintenance problems, but also keep machines operating at their peak level on the jobsite.

When time is of the essence, conducting daily preventive equipment inspections may seem like downtime.

But industry veterans know that basic care and maintenance routines are instrumental in preventing actual, costly downtime.

4

Maintain your drill pipe

5

Proper end-of-day care

It’s easy to view the cost of the rig as the overall cost of the unit, but the truth is that by the time a drill goes through its full life cycle, you’ve probably spent more money on replacing pipe. That is why maintaining proper lubrication and rotation of your drill pipe will not only help lengthen the life of your equipment but lead to its overall success.

Every manufacturer has their own standard of proper lubrication, which is designed to optimize thread compression and tolerance. Maintaining your automated greaser machines with the correct lubrication compound helps contractors achieve proper torque, reducing the chances of the pipe unthreading and breaking downhole.

At the end of every job, you should take time to clean each machine to eliminate any blocked jets or pumps, which can hinder the performance success of your drill. We know that time

is money and time spent servicing your equipment is valuable. To streamline the cleaning process, manufacturers often design their machines with a high-pressure pump that gets plugged into the circuit system within the machine, allowing for an efficient way to wash down the machine. During the wash down, watch for any connections and hydraulics that might be leaking or flag a broken line. These could lead to costly contamination issues on your next jobsite and keep you down on the job if not identified ahead of time.

It can be hard to set aside time for what may seem to be tedious maintenance tasks, but just a few minutes each day can truly help overall operations at your jobsites. Through these daily checks, aftercare routines and keeping up with proper equipment standards, you can keep your machines in their best operating shape, saving time and money, and combatting downtime.

Cory Maker is HDD product manager at Ditch Witch.

OCTOBER 2020

>> www.heavyequipmentguide.ca 33

ENGINES & POWER SYSTEMS

ALTERNATIVES ABOUND AS CALGARY TAKES ON TRUCK PILOT PROJECTS

By Lee Toop, Editor

W

aste and recycling, snow clearing, general duty and even construction work – a municipal fleet contains trucks and equipment of all shapes and sizes. All of those are tools that help the municipality do the best job possible for its citizens, but they come with a cost, both financially and environmentally.

With alternative fuel technology growing more efficient and less pricey all the time, when a municipal fleet has the opportunity to test-drive some options, it makes sense. That’s what the City of Calgary is doing, thanks to some funding from a federal government program.

Federal funding kickstarts project

A grant from the Green Municipal Fund, through the government of Canada and the Federation of Canadian Municipalities, is making it possible for Calgary to purchase two new Class 8 refuse trucks – one battery electric and one hybrid – and trial them. The results could influence fleet purchases for both the refuse fleet as well as across the board.

“We have a significant complement of work trucks that are not the cleanest, and also need to run for a long period of time. Supporting a new green infrastructure and green vehicle options is driving the market – there hasn’t been a significant push for these trucks,” said Sharon Fleming, Calgary fleet services director.

A pilot project in Calgary provides some unique opportunities for manufacturers to place electric and hybrid

34

HEAVY EQUIPMENT GUIDE

A pilot project exploring the benefits of hybrid electric and battery electric power on Calgary’s refuse trucks (below) is one step toward electrifying fleet vehicles of other classes (above). vehicles in a challenging situation, Fleming noted, offering opportunities on both sides of the arrangement.

“We want to prove that these vehicles can work in our environment so we can, when ready, move forward on expanding our electric fleet in a way that makes the most impact for our environment,” she said.

Reducing emissions is key

Reducing emissions has been a focus for the city, and is influencing purchasing decisions for the fleet, said manager of fleet operations Majid Asefi.

“We are looking for opportunities

>> OCTOBER 2020

to reduce the environmental impact in terms of emissions,” Asefi said. “In 2018 we commissioned a study and hired consultants to look at alternative fuels that included hybrid electric, compressed natural gas and biodiesel, among others.”

Of the options, compressed natural gas was the least likely choice, according to Asefi, because of the significant infrastructure that would be required as well as the lower emissions reduction.

The current trajectory of electric vehicle technology suggests that the next few years are likely to see better and lower-cost options reach the market, and with most fleet vehicles on a roughly 10-year life cycle that means an opportunity to transition from the current diesel fleet straight to electric options in the future.

“The city is thinking in terms of a longer-term approach to lowering carbon emissions, and at the same time creating interest in the industry on the vocational side of trucks,” Asefi said.

“So the better choice medium- and long-term for the fleet was moving toward electrification, with some sort of strategy in the short- to mediumterm for transition from fossil fuel to electric. We identified that to be, if it works in our operations, the combination of using B20 biofuel on the diesel side with hybrid technology.”

That combination would reduce carbon emissions near term, save energy and bring the fleet closer to

where its goals are over the next five to ten years of transition.

Refuse trucks a smart starting point

Refuse trucks make sense for the first step of the pilot, Asefi said, as the city has a fleet of automated side loaders and front loaders for a total of 268 class 8 trucks. If the pilot proves successful, the potential to move electrification into other types of vehicles could be there. Asefi is particularly interested in the latter, as the city is using its dump trucks for multiple purposes, especially in the winter.

“Instead of using single-purpose unit, which were just sanding trucks, we are multipurposing them – we have the base truck, with components that go in the back of it so they can work year round,” he said. “We’re talking about sanding, anti-icing, flushing, cleaning and asphalt patching, and of course the dump truck is the base unit.

It’s five applications in one, so we’re using the same chassis for all of that.

Then, we’re looking to move to electrify those chassis.”

Construction equipment is another area that Calgary is looking at for electrification, potentially as early as this year, Asefi noted. The city runs everything from small skid-steers up to large loaders, and finding options for electrification is on the agenda.

“I think that toward the end of the year we’re going to have our RPFs ready to go to market for those applications,” he said. HEG

THE APPROACH OF OFF-ROAD ELECTROMOBILITY Zero emissions and improved efficiency key benefits of electrification for off-road uses

By Zeyd Okutan

I

t’s a fact that the benefits of switching diesel-powered machines to their electric counterparts are numerous. They will reduce emissions and help us to fight the climate crisis, significantly reduce noise and vibration levels, improve energy efficiency, reduce energy costs and increase uptime as they have fewer moving parts than their conventional counterparts. But for electric off-road equipment to become the norm, we’ll need to see the right charging infrastructure rolled out, regulatory reform, incentives from governments, an acceptance and trust in the technology, a reduction in cost and an increase in the pace of technological change.

If we look at the passenger car industry, people have been predicting the transition to electric powered vehicles for years. Things really took off when investments in infrastructure and government tax incentives paved the way for change. In off-road machinery we expect to see a similar thing, where incentives and infrastructure readiness play a significant role in demand.

The transition in the passenger car industry is being and will be followed by commercial vehicles like city buses, city distribution trucks and haulage trucks. These will come before off-road machinery because, when it comes to non-road machinery, there is a huge increase in the variety of applications the machines work in.

In order for the transition from fossil fuels to electric power to happen, high-power charging infrastructure needs to be taken out of cities to places like industrial sites, agricultural farms, ports and mines – and this needs to be combined with supportive incentives and affordable prices.

Another challenge is how to sort out the energy demand for high-power-consuming machines. The tipping point here will be similar to passenger cars – when battery-powered industrial machines are affordable, the off-road industry will be ready to make the transition. Battery costs will be the key to this as an industrial vehicle consumes a lot more energy than a passenger car. Over the last ten years there has been a good downward trend in the cost of batteries which has helped the passenger car industry; we hope to see the same happening for offroad machinery.

Collaborating with customers

At Volvo Penta we have lots of customers interested in collaborating on both hybrid and fully electric off-road machines. We take a full system approach and want to become the world leader in sustainable power solutions – and we’re well on our way to bringing zero emission results to the market as part of our electromobility journey.

As Volvo Penta is part of the Volvo Group, we are in the privileged position to have the strength of the Group behind us and all the benefits this brings for sharing technologies.

This means that we don’t need to reinvent the wheel, as we start our development work with proven electromobility technology that has already been used globally.

By combining the experience from Volvo Buses, Volvo Trucks and Volvo Construction Equipment with the customer, market and application knowledge of Volvo Penta, we can optimize the design and adapt the complete electric driveline system for a specific vehicle, taking into account the application, usage, climate and environment.

The future is electric

I believe that the off-road industry is already very interested in electrification and OEMs and customers can certainly see the drivers, but they are also aware of the challenges. The speed of change will be defined by the end customer and their needs.

At this point, I think we can safely say that the transition to electric power will begin in the applications with the smallest energy demand and where there are good charging possibilities during a standard working day. Some segments will go straight to fully electric and some will opt for hybrid machines, depending on the equipment’s energy use.

In five years, I predict that we’ll see a significant amount of electric off-road machines.

And in ten years, I hope we’ll be looking at somewhere between 20–30 percent of equipment being powered by electricity.

Zeyd Okutan is a product manager with Volvo Penta.

Photo above: Volvo Penta’s electric driveline uses proven Volvo Group technology and is tailored to meet the application, usage, climate and environment the machine will operate in.

OCTOBER 2020

>> www.heavyequipmentguide.ca 35

LEADING ASPHALT TRADE SHOW AND CONFERENCE “This was my first show and it was a great experience. Being able to see and talk with all of the vendors within our industry was a huge benefit for my current position and professional growth.

I now feel as though I have a better understanding of our industry and what vendors are available as well as technologies. This adds excellent value to our organization.” — Jamie Bailey, Lehigh Hanson

March 9-11, 2021 | Atlanta, Georgia Register for tickets at worldofasphalt.com

HIGHLIGHTS

ADVERTISER INDEX Bit Brokers International, Ltd. .....................20

FROM >> HeavyEquipmentGuide.ca

Buffalo Turbine .............................................37 CASE Construction Equipment ...................25

TRENDING

Easi-Pour ......................................................20 Frontline Machinery .......................................3 The Gear Centre ...........................................33 Genie – Terex Aerial .....................................31 GOMACO Corporation .................................40 Hamm ............................................................23 John Deere .................................................2, 9 LBX Company .............................................. 19 Liebherr-Canada Ltd. .....................................5

How a new approach to marketing is driving opportunity in construction

Mack Trucks ...................................................6 Manulift ......................................................... 14

INDUSTRY LEGEND

Metso: Outotec ............................................39 PW Trenchless ..............................................30 SANY Canada .................................................4 Shred-Tech ...................................................27 Takeuchi ........................................................30 Toromont ...................................................... 15 Trail King Industries, Inc. .............................24 Volvo Trucks .................................................21 Western Star / Detroit Diesel....... Cover Insert Winchkraft ....................................................35 World of Asphalt ...........................................36

JCB celebrates retirement of backhoe drag racer Neil Smith

WATCH THIS

NT AGE E ID ER

T

TR 3X COV E H S / NE

ED AD NGI QUIR E E H EL E RE ZZL IES TOR O D A N • 3 4 HP ENER 7 • OG •N

G DU AS • ST DI & O ESE DO L • R C EL ON ECT TR RI OL C EQ UI PM EN T

DUST

OCTOBER 2020

U

E

BU FFA LO TU RB IN E.C OM

BU

PERI builds first 3D-printed residential building in Germany

T O L FFA

IN RB

>> www.heavyequipmentguide.ca 37

LAST WORD LASTING SHOWER OF FUNDING BETTER FOR INDUSTRY THAN SUDDEN DOWNPOURS

BY SHANTEL LIPP, PRESIDENT, SASKATCHEWAN HEAVY CONSTRUCTION ASSOCIATION

W

hen it rains, it pours. The Saskatchewan Heavy Construction Association, instead, would prefer a steady and long-lasting shower to aid in the growth of the province. As the people of Saskatchewan are well aware, anything is better than a drought.

The short-term forecast calls for a potential flooding of the market thanks in large part to the recent announcement from the Saskatchewan Ministry of Highways and Infrastructure that tenders for upcoming projects reached a record $437.4 million in highway work. That’s the largest total in Saskatchewan history.

As president of the SHCA, I was thrilled to hear the news. The provincial government deserves praise for delivering an early schedule and for its willingness to work with industry to deliver the work set to come out this year. I feel this a result of our association’s lobbying to have the tender schedule released as early as possible.

However, there’s cautious optimism with this inflated tender schedule.

Clearly, the government understands the importance of kickstarting the economy after it took a massive blow earlier in the year. Our industry plays a major role in the restart of the economy.

As we’re well aware, early tendering is critical. More importantly, expediting the awarding of contracts is even more so to allow contractors to bid responsibly. Our members take on

an extreme amount of risk during a routine construction season. But this year is anything but routine.

It is understood the bulk of this tender schedule includes most of the road construction work for the 2021 season. The spring tender schedule is expected to be considerably smaller.

Government stimulus money – and a lot of it – is on the way to several rural and urban municipalities in the province. The funding represents a $2-billion increase over the government’s existing capital plan. The resulting projects are expected to support close to 10,000 jobs. More than $300 million of the funds are intended for highway projects, including surface upgrades, passing lanes, with almost $50 million dedicated to upgrades to municipal roads and airports.

The stimulus funding will balance the need for smaller, short-term projects to spark the economy and get people back to work. Longer-term, large-scale projects that leverage multiple sectors will make an impact over the next several years and beyond.

We’re hopeful this financial support will aid our members who have been struggling and keep them busy for the foreseeable future.

The timing in how this abundance of work will hit the market is critical. Tenders need to be awarded quickly with as little delay as possible and that the work is sequenced in a slow drop rather than a downpour.

A quick procurement process will be the key

to the industry’s success or failure in the delivery of the program.

If we don’t sequence that work in a manner where contractors can plan and bid responsibly then that’s going to be a challenge because we’ll then be faced with a capacity issue. The other thing is to make sure government understands the importance of awarding these contracts fast.

The way the system is set up now, it takes anywhere from five to 20 days to award a project. If you triple the workload coming onto the market but internally the processes aren’t tweaked to be able to expedite contract awards. . . that’s going to be a real problem for our guys.

The uncertainty could wreak havoc with the labour force as well. As it stands, 75 percent of a contractor’s workforce must come from Saskatchewan. Should out-of-province companies swoop in to take part in the feeding frenzy, those contractors could pull workers from other provinces.

We’re aware much of the work will hit the market later in the year. But having an early gameplan helps in planning for the year ahead.

There will be bidding on stimulus projects tendered by RMs, cities and towns, as well as by the Water Security Agency. This is why it’s important that these upcoming projects are sequenced properly and integrated where possible.

The quicker we can get to work, the quicker we can get people back to work. Having this tender scheduled released early definitely helps.

The Saskatchewan Heavy Construction Association is committed to the heavy construction industry by actively promoting quality, cost-effective, socially responsible services for the public and its members. Our members are from all across Saskatchewan and we represent companies large and small. Our members are working on jobsites everywhere in our province and sometimes beyond. SHCA is a member-driven organization with a board of directors drawn from the membership and a president and staff who work with the board to provide the best representation, advocacy and services to all members.

38

HEAVY EQUIPMENT GUIDE

>> OCTOBER 2020

Partner for positive change The world around us – from skyscrapers, bridges and highways to the internet and all the devices connected to it – is made of aggregates, minerals and metals. The newly formed Metso Outotec provides the technologies and services needed to responsibly produce the commodities that build modern society. We lean on more than 150 years of experience to continuously innovate solutions for a more efficient and sustainable tomorrow. That’s why we are your partner for positive change.

Over 15,000 experts in more than 50 countries, all at your service. mogroup.com

mogroup.com

New

www.gomaco.com x info@gomaco.com “Dedicated to Concrete – Dedicated to You”. GOMACO offers the full range of concrete slipform pavers, curb and gutter machines, placer/ spreaders, texture/cure machines and bridge/canal finishing equipment. GOMACO equipment features our exclusive and proprietary G+® control system, created in-house by our software engineers from the wants and needs of contractors paving in the field. We’ll show you the new Navigator controller with a 10-inch touchscreen that allows ground personnel to simply control and view all attachments from one location. We are also introducing our new high-production system for the C-450 cylinder finisher for bridge decks and flat slabs. At the heart of GOMACO equipment is our passion for concrete and our commitment to our customers. We look forward to visiting with you about your upcoming paving projects and your concrete paving equipment needs.

CONCRETE STREETS AND HIGHWAYS x AIRPORT RUNWAYS x CURB AND GUTTER x SIDEWALKS RECREATIONAL TRAILS x SAFETY BARRIER x BRIDGE PARAPET x BRIDGE DECKS x IRRIGATION CANALS GOMACO CORPORATION IN IDA GROVE, IOWA, USA x 712-364-3347