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Department of Transportation’s (CTDOT) Route 9 Middletown project: the reconfiguration of the Route 17 northbound on-ramp to Route 9 northbound. The project is designed to address significant safety concerns at a busy interchange.

Funded with 80 percent federal and 20 percent state funds, the $54 million project is scheduled for completion by the end of 2027. State funds covered the engineering costs. According to CTDOT, the reconfiguration is intended to improve overall safety and reduce rear-end crashes at the Route 17 northbound and Harbor Drive entrances to Route 9 northbound. “The current ramp from Route 17 northbound to Route 9 northbound is a skewed, stop-controlled intersection see CTDOT page 4

Excavation Biz Finds Big Returns in Screening Buckets By Brian M. Fraley

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For years, Jake Willis of New London County Septic & Excavation (NLCSS) ran his excavation projects the way most contractors do: strip the topsoil, haul it off site to a processor and truck screened material back in. Today, three excavators equipped with Gyru-Star compact screening

buckets produce clean topsoil on the job site. The result is fewer trucks, lower material costs and higher productivity. Willis estimates the first bucket paid for itself in a couple of months, and even his technology-wary father, Todd, is now a believer. Jake and his father run the Conn.Fraley Construction Marketing photo based company, which was founded in NLCSS bought all three Gyru-Star 2013. Its primary work is septic, sewer buckets through Eric Ransome of see BUCKETS page 16

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Page 2 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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Page 4 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Connecticut Route 9 Project Targets Rear-End Crashes

The principal subcontractors include Norwalk Marine, responsible for micropile installation; A&J Paving, handling paving operations; Safety Markings, responsible for applying and removing pavement markings; Alvarez, performing rebar installation; and Ferguson Electrical, handling electrical work. CTDOT from page 1

with a short acceleration lane that overlaps with the entrance at Harbor Drive along a congested corridor in advance of the Route 9 traffic signals,” CTDOT stated on its project webpage. “These conditions have contributed to higher-than-expected crash rates in this area.” The latest available three-year crash data at the time of the analysis, covering Jan. 1, 2018, through Dec. 31, 2020, documented 340 crashes within the project limits, resulting in 60 injuries. Of those crashes, 249 occurred near the stop-controlled interchange, and 244 — or 98 percent — were rear-end collisions. The project includes installing a 1,000ft., full-length acceleration lane for Route 17 northbound traffic entering Route 9 northbound and eliminating the Harbor Drive on-ramp to Route 9. Crews also are constructing retaining walls along the west side of Route 9 to minimize potential impacts on wetlands and Harbor Park. Another major component is the replacement and widening of the superstructure of the Route 9 bridge over Union Street (Bridge No. 00638). The work will accommodate the new acceleration lane and support long-term bridge maintenance. The project also includes reconfiguring the Route 17 southbound on-ramp at Main Street Extension. The ramp is being realigned

with the Route 17 southbound off-ramp, and the existing traffic signal is being replaced to create a more conventional signalized intersection. “This will serve as the principal access to Route 9 for Middletown downtown’s southern end,” CTDOT said Dedicated turn lanes at Main Street Extension and the Route 17 off-ramps also are intended to reduce congestion. In addition, a noise analysis conducted under Federal Highway Administration (FHWA) regulations and CTDOT’s Highway Traffic Noise Abatement Policy determined that a noise wall should be installed between the Route 17 northbound on-ramp from Main Street Extension and Flower Street to mitigate traffic-related noise. Other improvements include a pedestrian access point along Union Street and new street parking and sidewalks along Main Street Extension. Planning for Safety, Long-Term Performance CTDOT spent approximately four years planning the project before construction began, with safety improvements a central priority. “The reconfiguration is a CTDOT safety improvement initiative to improve overall safety,” said Eva Zymaris, a CTDOT spokesperson. “The purpose of the project is to reduce rear-end crashes at the Route

With bridge reconstruction, roadway widening, drainage installation and traffic reconfiguration all forming part of the work, the project requires careful coordination among the contractor, CTDOT, the railroad and subcontractors.

9 northbound and Route 17 northbound interchange.” Zymaris reiterated the findings of the 2018–2020 crash analysis, noting that 98 percent of the 249 crashes recorded near the stop-controlled interchange were rear-end collisions. “Route 9 serves as a critical connector to the city of Middletown and beyond,” she added. “Route 9 overlaps Route 17 through a portion of this project. Main Street Extension is a local roadway located south of downtown Main Street. Union Street, River Road and Harbor Drive are also local roadways and provide access to Harbor Park and waterfront properties.” Traffic volumes underscore the importance of maintaining safe and reliable travel through the work zone. The 2025 average daily traffic volume was approximately 71,000 vehicles on this stretch of Route 9 and 15,000 on Route 17. Approximately 5,800 vehicles per day used the Route 17

northbound on-ramp to Route 9 northbound. CTDOT designed the project, which is being constructed in a densely developed area between the Connecticut River and Middletown’s central business district. Route 9 is a four-lane divided expressway, and the work zone lies just south of two signalized, at-grade intersections. The project is advancing ahead of a larger initiative to remove those signals from Route 9 under project 0082-0318. Bridge No. 00638 also spans an active Providence and Worcester rail line, which crosses diagonally beneath the bridge from the west side of Route 9 to the east side. “This configuration requires close coordination between the contractor, owner, railroad and designer to facilitate a complex Stage Construction plan, site access, submittal reviews, and worker protection,” Zymaris said. “Early in the project, see CTDOT page 8

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 4, 2026 • Page 5

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Page 6 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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Page 8 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Route 9 Reconstruction Combines Safety, Modernization CTDOT from page 4

stakeholders were engaged to develop a consensus understanding of the physical site constraints, construction workflows and schedules, track protection and safety protocols that will be required while the existing structure is removed, replaced, and widened over the course of the four distinct phases necessary to maintain traffic running overhead on Route 9.” CTDOT’s goal for most new bridge construction is a service life of approximately 75 to 100 years. Traffic management relies on daytime and nighttime lane closures, traffic shifts and detours. CTDOT has emphasized that motorists must remain alert as crews work close to active traffic lanes. “We’re reminding the public of the important role they play in keeping Connecticut’s roadways and work zones safe,” Zymaris said. “There are lane closures, traffic shifts, heavy-duty equipment and workers on and near the highway. By slowing down, moving over, remaining vigilant, ditching the distractions and driving sober, we can prevent crashes and ensure safer roads for everyone.” Middlesex crews are working day and night to advance the four-phase construction program while maintaining traffic flow. Four Phases of Bridge Construction The first phase, which ran from spring 2024 to spring 2025, focused on Bridge No. 00638, a 260-ft.-long structure carrying Route 9 over Union Street, with two lanes in each direction. Crews constructed new western spans and reconstructed Exit 14 while maintaining two lanes of traffic in each direction. Phase 2, which began in summer 2025 and was scheduled to continue through spring 2026, involved further work on the bridge, including removal of the existing southbound lanes. The third phase began in spring 2026 and is scheduled to continue through spring 2027. Crews are constructing the new eastern, northbound section of the bridge. The work also includes modifying the merge from Route 17 northbound to Route 9 and completing the remaining eastern portion of the structure. Traffic management remains one of the project’s biggest challenges. “The project is located within a densely developed area,” said Shaun Dirck, Middlesex’s project manager. “Route 9 is a four-lane divided expressway set between the Connecticut River and Middletown’s central business district. Due to the project location along the river, in a highly trafficked area

CTDOT spent approximately four years planning the project before construction began, with safety improvements a central priority.

“A variety of processed aggregates were used for the aforementioned operations,” Dirck said. “Additionally, galvanized deformed steel bars were used as concrete reinforcement. Various high strength concrete mixes were used for the substructure and superstructure concrete pours. A precast concrete Doublewal system was used to construct the retaining wall. The structural steel used was metalized for its form of cathodic protection. A cold liquid elastomeric membrane was applied to the concrete deck prior to the asphalt as a form of protection to the concrete deck.” TMC began by installing 40-ft. sheets, tiebacks, H-piles and lagging to create a support-of-excavation system along the west side of Route 9. After successfully installing the system, crews excavated the embankment beyond the sheet line. Funded with 80 percent federal and 20 percent state funds, the $54 million project The western spans were built from the is scheduled for completion by the end of 2027. State funds covered the engineer- bottom up. ing costs. “First, TMC’s subcontractor, Norwalk served by multiple modes of transportation, Guide that TMC began by installing a Marine, installed micropiles to support the maintaining a schedule can be challenged support-of-excavation system along the new substructure,” Dirck said. “TMC then by construction operations, localized site south side of Route 9 to support the new formed and poured the concrete abutment foundations, followed by the abutment stem conditions, weather, material availability spans. and other factors. Once the system was in place, crews walls and pedestals. [We] also poured two “Keeping the work progressing and constructed the required substructure and new piers utilizing the same methodology to on schedule requires all stakeholders to installed a precast Doublewal retaining wall. support the new structural steel.” Crews installed a precast Doublewal recognize and respond to potential delays They then erected the structural steel and system to construct retaining walls on both in a deliberate and cooperative manner,” he built the bridge superstructure. added. The Exit 14 off-ramp was subsequently sides of Union Street, supporting the new Dirck said the project remains on schedule reconstructed, along with full-depth western spans added to Route 9. After for completion by the end of 2027. reconstruction of the Route 9 roadway. The completing the retaining walls, they removed final step was paving the new construction the temporary support-of-excavation system. “[We] then erected the steel girders and Building the New Western Spans and shifting traffic into the completed all remaining structural steel,” Dirck said. Explaining the approach to constructing section. the new western spans and reconstructing The work required a broad range of “Upon the completion of steel erection, see CTDOT page 12 Exit 14, Dirck told Construction Equipment construction materials.

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 4, 2026 • Page 9

Page 10 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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Page 12 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Four-Phase Project Reconfigures Busy Route 9 in Conn. CTDOT from page 8

[we] formed and poured the concrete deck. [Our] subcontractors then applied the waterproofing membrane to the deck and paved the deck.” To accommodate the new western span of Bridge No. 00638, TMC widened the Route 9 southbound roadway through fulldepth reconstruction. Crews also installed a new drainage system to serve the expanded roadway. “The new construction also required the removal of the existing overhead sign structure and the installation of the new overhead sign structure that spans Route 9 to accommodate the added width resulting from the new spans,” Dirck said. Additionally, crews reconstructed the existing Exit 14 ramp to accommodate the new spans and completed full-depth reconstruction along Route 9 to tie the new pavement into the existing travel lanes. “The final operation involved shifting traffic into the newly constructed area,” he added. “This involved the removal of existing pavement markings, installation of temporary traffic barriers, and the application of new epoxy pavement markings (line striping).” Equipment used during this phase included excavators, dozers, manlifts, telehandlers, concrete pump trucks, a crane for steel erection and various compactors. Demolition, Reconstruction of Southbound Lanes After traffic was shifted from the existing southbound lanes to the new lanes constructed during Phase 1, TMC began demolishing the old southbound portion of the bridge. Following demolition, crews built the replacement substructure and superstructure using methods similar to those employed during the first phase. After completing the bridge deck, they paved the roadway and shifted traffic into the next construction stage. The work required careful sequencing to protect the remaining bridge structure and maintain safe operations over the active railroad. “First, TMC installed a support of excavation system using 40-foot sheets, H-piles and lagging,” Dirck said. “[We] then jacked the existing northbound lanes utilizing jacks placed on the newly constructed pier to allow [the] demolition of the existing substructure from the southbound lanes without affecting the remaining girders. Then, [we] demolished the existing superstructure and removed all structural steel, followed by the demolition of the substructure.”

Once demolition was complete, Route 17 northbound to Route 9 crews installed micropiles and northbound, thus eliminating the constructed the concrete abutment stop sign.” foundations, stem walls and After completing that work, pedestals. crews will shift traffic to permit “[We] then erected the steel installation of the median barrier girders, in addition to a cross along Route 9. girder,” Dirck said. “The cross “Once that operation is girder was erected as the bridge complete, [crews] will install new is over a railroad and thus a pier sidewalks along Union Street, could not be constructed in the close and demolish the Route middle section to support the 9 on-ramp on Harbor Drive, girders.” and shift traffic into the final This stage of steel erection condition,” Dirck said. required multiple temporary The current phase continues to support towers, along with rely on construction materials and complex traffic closures and detours. equipment similar to those used in Crews then formed and poured A typical workday involves approximately 20 Middlesex the earlier stages. the concrete deck. Subcontractors employees and five subcontractor employees on site. Workforce, Subcontractors, applied the waterproofing Equipment Maintenance membrane and paved the deck. A typical workday involves “[We] removed the existing approximately 20 Middlesex concrete pavement under the employees and five subcontractor existing roadway along Route 9 employees on site. southbound and replaced this with The principal subcontractors processed aggregate to complete include Norwalk Marine, responsible a new full depth reconstructed for micropile installation; A&J roadway,” Dirck added. “[We] also Paving, handling paving operations; added new drainage structures along Safety Markings, responsible for the existing southbound lanes.” applying and removing pavement As in the previous phase, the markings; Alvarez, performing rebar final operation involved removing existing pavement markings, installation; and Ferguson Electrical, installing temporary traffic barriers, handling electrical work. applying new epoxy pavement The total quantities of materials markings and shifting traffic into the generated by excavation and newly completed section. demolition, as well as the amounts Similar construction equipment of new materials used, have not was used throughout the work. yet been finalized. Whenever Completing Northbound Maintaining equipment reliability is another important part of keeping the project on schedule. Middlesex operates possible, materials are recycled Section After traffic was shifted from a maintenance program covering both its shop and field on site or transported to recycling with repairs addressed promptly and routine centers for processing. the existing northbound lanes operations, maintenance schedules maintained. Maintaining equipment to the new lanes built during the reliability is another important first two phases, TMC began demolition of the existing superstructure and demolishing the remaining northbound removal of its structural steel. Crews then part of keeping the project on schedule. Middlesex operates a maintenance program portion of the bridge. Crews then constructed demolished the existing substructure. covering both its shop and field operations, the new substructure and superstructure With demolition complete, TMC installed using methods similar to those employed in micropiles and formed and poured the with repairs addressed promptly and routine the earlier phases. maintenance schedules maintained. “Upon completion of the bridge deck, concrete abutment foundations, followed With bridge reconstruction, roadway TMC will shift traffic again to allow for by construction of the abutment stem walls widening, drainage installation and traffic the installation of median barrier along this and pedestals. Crews then erected the steel reconfiguration all forming part of the work, section of Route 9,” Dirck said. “Upon girders and remaining structural steel. “[We are] currently forming the the project requires careful coordination completion, TMC will close and demolish among the contractor, CTDOT, the railroad the Route 9 on-ramp on Harbor Drive deck,” Dirck said. “Upon completion of and shift traffic into its final condition. formwork and rebar installation, TMC and subcontractors. Middlesex continues This condition will encompass the new will pour the concrete deck and apply to target the end of 2027 for completion, acceleration lane, which eliminates the stop the cold liquid elastomeric membrane. when the new acceleration lane and revised sign on the Route 17 on ramp to Route 9 [We will] then complete the full depth interchange configuration are expected to reconstruction and drainage work on improve safety and traffic flow through this northbound.” The ongoing work has involved installing Route 9 northbound and pave the entire heavily traveled section of Middletown.  a support-of-excavation system using 40- area. Part of this full depth reconstruction CEG ft. sheets, H-piles and lagging, followed by will add the new acceleration lane from (All photos courtesy of CTDOT.)

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 4, 2026 • Page 13

Page 14 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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Page 16 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Screening Buckets Cut Hauling Costs, Boost Productivity BUCKETS from page 1

and excavation. Approximately 85 percent of the jobs are residential, mostly singlefamily home lots and roughly 15 percent is commercial. The terrain in this part of New England is unforgiving. Hardpan, ledge and glacial erratics dominate the region. One site can have clean soil, while the next is littered with five-yard boulders. It is hard digging that is rough on machines and attachments alike. Before screening on site with the GyruStar buckets, NLCSS’s process was expensive and slow. Crews stripped the topsoil, and either spread it out and raked it with a skid-steer power rake or transported it to local yards for screening and backhauled the finished product. Pipe work added more labor because crews hand-shoveled bedding around the pipe and fought rocks that rolled down the trench wall. The cost was folded into the job price, so it never looked like a problem. But it meant a lot of trucking, extensive waiting and double-handled material. “We simplified the entire operation into one process with one bucket,” Willis said. NLCSS’s fleet is built around quickchange technology. Every excavator carries Each Gyru-Star bucket is assigned to its own excavator. an OilQuick quick coupler and a tiltrotator, so attachments can be swapped from inside the cab within for an extended period. Jake and Todd evaluated the return on investment carefully seconds and no hydraulic lines to connect. up front. Each Gyru-Star bucket is assigned to its own excavator. “We looked at the cost of the bucket, and then we broke The Gyru-Star 3-100HE and a 3-100MAX are used on two down the price of the topsoil we were purchasing,” he said. Komatsu PC88s, both of which are equipped with Rototilt “Then we ran some more numbers and realized quickly that tiltrotators. The 5-120HE is mounted on a Komatsu PC138 it (Gyru-Star) was going to pay for itself within a couple with a Steelwrist tiltrotator. months.” NLCSS bought the 3-100HE around 2021, the 5-120HE last year, and the 3-100MAX in the summer of 2026. The Pipe Bedding, 3-100MAX is the first in use in the United States. Topsoil Screening Willis is an early adopter of new technologies, while Pipe bedding is the main screening application for Todd is skeptical. The two crossed that bridge early on with NLCSS. Many local municipalities require 6 in. of bedding tiltrotators. Jake’s persistence led to Todd recognizing the below water and sewer pipes and a 1 ft. above it. Instead value of adoption. of importing pipe sand, the company now makes it on site The screening bucket followed the same path. Willis made using the Gyru-Star. Nothing leaves the site and no fill is the case with numbers, telling his father it could pay for itself lost. Because the bucket goes on and off in approximately 30 in three or four jobs. Today, his father is as convinced as he is. seconds, it is worth using even on smaller trenches. NLCSS bought all three Gyru-Star buckets through Eric “Instead of using rocky fill to backfill around the pipe and Ransome of N.J.-based Ransome Attachments. Willis met removing rocks by hand, you just put on the (Gyru-Star) Ransome at a forestry trade show in Vermont in 2016. His bucket for two seconds and screen in six to eight inches of level of trust was built after acquiring another attachment that pipe cover,” Willis said. “I honestly think you can give your paid off for his firewood business – the Black Splitter cone customers a better quality product as well by better protecting splitter. the pipe.” Willis first noticed screening buckets when a local site Topsoil is the second big win. Crews used to haul out 40 contractor on a subdivision job ran one on a large excavator. to 50 yds. and bring about the same amount back on a typical Two weeks later, an email arrived from Ransome, announcing job. Now nearly all of it stays put, and NLCSS may import the new Gyru-Star line. He offered to send a bucket up for a only 2 or 3 yds. to fine-tune the finish. Tailings can go into demo, and that was the end of the evaluation. onsite burials as fill or be hauled offsite if the job has surplus. “I’m not returning this bucket,” Willis told Ransome. The demo format suited Willis. Because his OilQuick Production Rates couplers do not match the standard pin-grabber heads and Production depends heavily on the material being hydraulic lines most attachments include, he cannot simply screened. The 3-100 handles roughly 30 to 35 tons an hour, buy attachments sight unseen. He needs a dealer willing to and as much as 40 to 45 with dry, silty material. The 5-120 ship a bucket, build a matching head and allow him to test it can screen up to 120 tons an hour with dry material.

Fraley Construction Marketing photo

Willis is candid that these figures trail large screening plants. “It’s (Gyru-Star) not something you’re going to put on a 40-home subdivision site,” Willis said. “But they really shine in the landscaping, small excavating and cross-country pipeline worlds.” Durability in Punishing Ground Skeptics sometimes question how the Gyru-Star’s polyurethane screening stars hold up in rocky conditions. Last winter, NLCSS’s mechanics took advantage of downtime to replace all the stars on his four-year-old 3-100. Aside from a handful of damaged fingers, the stars showed little to no wear. He kept the old shafts to build spares later. The swap used complete shaft assemblies from Ransome Attachments, and despite a warning that the job was involved, his mechanics finished it in a day. The real enemy, Willis said, is roots rather than rocks. Rocks float and bounce on the stars, while roots can sometimes wrap like rope and saw off the fingers. For Willis, the benefit goes beyond cost savings. Eliminating the trucking, screening plant, extra machines, manpower, downtime and material orders means the job moves at the pace of the crew. “With the Gyru-Star, you’re not hauling stuff out to haul stuff back in,” he said. “You can just make your own material on site.” Willis recommends the bucket to everyone he meets, and he has the best possible reference at home: a father that once doubted every new attachment and now wonders why anyone would choose a standard bucket over a Gyru-Star.  (Brian M. Fraley is owner of Fraley Construction Marketing.)

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 4, 2026 • Page 17

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Page 18 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

NEW ENGLAND SUPPLEMENT ADVERTISER INDEX ABLE TOOL & EQUIPMENT.......................................... 1,6 ALTA CONSTRUCTION EQUIPMENT......................... 1,11 BARRY EQUIPMENT CO. INC........................................ 20 CHADWICK-BAROSS INC.............................................. 13 CHAPPELL TRACTOR.................................................... 10 EQUIPMENT EAST........................................................ 1,5 GORILLA HAMMERS........................................................ 1 H O PENN MACHINERY CO INC..................................... 9 HYUNDAI CONSTRUCTION EQUIPMENT.................... 17 J R VINAGRO CORPORATION........................................ 1 M G EQUIPMENT.............................................................. 1 NORFOLK POWER EQUIPMENT.................................... 6 POWERSCREEN NEW ENGLAND................................ 15 QUALITY FLEET SERVICE INC....................................... 7 ROGERS BROTHERS CORPORATION........................ 19 SEAVIEW EQUIPMENT LLC........................................... 14 SHAWMUT EQUIPMENT CO INC.................................. 14 T-QUIP SALES & RENTAL INC....................................... 14 THE W. I. CLARK COMPANY........................................... 2 TIBBITS EQUIPMENT SERVICES INC............................ 1 TYLER EQUIPMENT CORPORATION............................. 3 The Advertisers Index is printed as a free editorial service to our advertisers and readership. Construction Equipment Guide is not responsible for errors or omissions.

Quality Fleet Service Names New Veep of Operations

Quality Fleet Service has named Michael Tucker as its new vice president of operations, bringing decades of experience in law enforcement, organizational leadership, commercial vehicle safety and industry education to the company’s expanding operations. Tucker joins Quality Fleet Service following a distinguished career with the Massachusetts State Police, where he held several leadership positions, most recently serving as lieutenant and station commander of the Athol barracks. In that role, he oversaw personnel, scheduling, operational standards and employee development. These responsibilities closely align with the needs of Quality Fleet Service as the company continues to grow. Beginning his law enforcement career with a local sheriff’s office in the early 2000s, Tucker joined the Massachusetts State Police in 2004. His career included serving as west team commander and director of training for the Commercial Vehicle Enforcement Section, overseeing regional enforcement and educational efforts across five Massachusetts counties. He also became a master instructor through the Federal Motor Carrier Safety Administration’s National Training Center. Throughout his career, Tucker developed a reputation for leadership, mentorship and problem solving. He trained law enforcement personnel, developed educational programs alongside state and federal agencies and regularly worked with trucking companies and contractors to improve safety and regulatory compliance. His ability to lead teams, communicate effectively and develop others will be an asset to Quality Fleet Service’s employees and customers. “We were really a resource for the trucking industry,” Tucker said. “The good carriers are going to have a bump in the road from time to time. How do we help them get on the correct route, lower their safety scores and have their drivers be safer on the road?” Those experiences helped Tucker establish relationships with company owners, managers and equipment operators throughout New England and New York and are connections he believes will prove valuable in his new position. Tucker was already familiar with Quality Fleet Service and its owner, Nick Moynihan, having watched the company grow over the years. He also had firsthand experience with the company’s trucking operations, regularly utilizing Quality Fleet Service driver Jeff Austin and company equipment during commercial vehicle training programs. In his new position, Tucker will apply his experience in personnel management,

Quality Fleet Service photo

Quality Fleet Service has named Michael Tucker as its new vice president of operations.

training and operational oversight to strengthen communication between departments, support employees and establish greater efficiency as the company continues to expand. “My new role is more about team building, culture, problem solving and logistics,” Tucker said. “It’s making sure everybody has what they need, the right guys are assigned to jobs and helping with the schedule.” His responsibilities extend across the company’s equipment sales, rentals, service and parts operations. While Quality Fleet Service is increasingly recognized for its construction equipment offerings, Tucker emphasized that the company’s extensive service capabilities remain a major part of its business. Its technicians handle everything from complete diesel engine rebuilds and transmission repairs to specialized equipment maintenance and manufacturer-authorized warranty work. An important part of Tucker’s assignment is relieving some of the day-to-day operational responsibilities currently handled by Nick Moynihan, allowing Moynihan to concentrate on company growth, customer relationships and more complex technical challenges. “I’m just trying to take as much work off his plate as I can,” Tucker said. Beyond internal operations, Tucker brings an additional resource to Quality Fleet Service customers through his knowledge of commercial vehicle regulations, load securement, licensing requirements and hazardous materials transportation. His combination of operational leadership, industry relationships and technical expertise positions him to help strengthen the company’s workforce and support continued expansion.  CEG

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 4, 2026 • Page 19

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Page 20 • November 4, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide