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Historic Columbia River Highway Needs Modern Updates By Lori Tobias CEG CORRESPONDENT
Efforts to complete a proposed 570-ft. tunnel and trail alternative as part of the Historic Columbia River Highway State Trail have some reflecting on the challenging task workers faced in completing Oregon’s Historic Columbia River Highway 100 years ago. The tunnel — reminiscent of the iconic tunnel at Mitchell Point destroyed in 1966 — recently received critical endorsements from the Historic Columbia River Highway Advisory Committee and Oregon State Parks and Recreation Commission as the preferred design for crossing Mitchell Point. “Constructing a crossing at Mitchell Point is one of the most challenging segments of the Historic Highway State Trail,” said Don Hamilton, spokesman for the Oregon Department of Transportation. “Facing similar challenges as the original founders of the Historic Highway, ODOT engineers must design a trail in the complicated geology of the Columbia Gorge.” But today engineers and contractors have modern technology at their fingertips. Back when the original highway was built between 1913 and 1922, tools were rudimentary and highway building standards non-existent. “How it was built, that’s what fascinates me,” said Robert Hadlow, ODOT historian. “There were no standards back then. Today you have paving machines and grinders and trucks and away you go. That’s not the way it happened back then.” The project might never have happened if not for the vision of Sam Hill, a wealthy attorney and son-in-law of Great Northern Railway President James Hill, and Samuel Lancaster, an entrepreneur and “good roads” proponent. Hill and Lancaster met and became lifelong friends at the Washington State Good Roads Association (WSGRA) meeting in Yakima in 1906. Hill soon invited Lancaster to create demonstration roads on his 6,000-acre ranch
ODOT photo
The tunnel — reminiscent of the iconic tunnel at Mitchell Point destroyed in 1966 — recently received critical endorsements from the Historic Columbia River Highway Advisory Committee and Oregon State Parks and Recreation Commission as the preferred design for crossing Mitchell Point. ODOT photo
Efforts to complete a proposed 570-ft. tunnel and trail alternative as part of the Historic Columbia River Highway State Trail have some reflecting on the challenging task workers faced in completing Oregon’s Historic Columbia River Highway 100 years ago.
in Maryhill, Wash., and together the two began working to persuade Washington and Oregon legislatures of the importance of good roads. Hill spent more than $100,000 out of his own pocket to pay Lancaster to build 7.5 mi. of model asphaltic macadam roads, Hadlow said. “Hill has Lancaster work for him to develop curve standards and pavement and what to do and what not to do. In 1913, he wanted to build the road in the Columbia River Gorge on the Washington side. It didn’t work out politically for him so he went to Oregon. He brought the Oregon Legislature up to his ranch and had a show and tell of all these roads Sam Lancaster had built. They were so taken by it. Roads back then were
steep and tightly curved and not paved. These demo roads were gently curved and paved. Lancaster had developed a pavement that cars couldn’t skid on. They had steamrollers. They had metal dump wagons, horse drawn with a belly dump. The capacity was much greater than the traditional wagon, and easier to turn. They must have been balanced in such a way that they were easier to pull. But the big advantage was you could dump from the belly. It’s amazing.” Construction materials were brought in by ship or train, and batch plants were built on site. In 1915, parts of the Columbia River Highway were paved with Warrenite, a patented bituminous mixture developed by the Warren Construction Company. The 2-
in. layer of course-graded tar and aggregate mixture was laid while hot on crushed rock over the original macadam road and sealed with a flush coat of asphalt, Hadlow said. One of the greatest challenges in laying out the highway in Hood River County was Mitchell Point, a large basalt headland about 60 mi. east of Portland. Engineers knew they needed to keep the grade at less than 5 percent and eventually routed the highway by cutting into a cliff, building a viaduct and tunneling through the lower slopes. The 390ft. Mitchell Point Tunnel became known as “Tunnel of Many Vistas” for its five windows. The tunnel was destroyed in 1966 to allow for the widening of the river level I-84. Now, it seems a new tunnel could again be part of the Historic Highway State Trail. As proposed, the 570-ft. tunnel and trail alternative balances open-air experiences and views with the appeal of a tunnel that nods to the past. Adequate light within the tunnel and protection from potential falling see HIGHWAY page 8
Page 2 • September 2, 2018 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Prep Work Begins on Alaskan Way for Traffic Switch This Fall
WSDOT photo WSDOT photo
Crews work on a new traffic signal at Columbia Street.
Aug. 6 marked the beginning of an important project that must be completed before the Alaskan Way Viaduct can be removed. Crews working for Kiewit Infrastructure West Co. have begun the traffic signal, striping and roadway signage work required to switch traffic on Alaskan Way from beneath the viaduct to just west of the viaduct. Alaskan Way’s travel lanes were detoured beneath the viaduct years ago to accommodate construction of the seawall project
and the SR 99 tunnel, which could open as soon as this fall. Crews will be working through late summer or early fall to restore street traffic to the west side of the viaduct. This switch will provide space under and around the viaduct for the removal work, while keeping Alaskan Way open during that construction. Implementing the traffic switch requires wiring intersections for traffic signals, installing roadway signage, and updating roadway and parking
striping. Crews are working on the west side of the viaduct, at the crossstreet intersections from Yesler Way to Union Street. They are installing wooden traffic signal poles; trenching and adding underground conduits; and installing cables and traffic signals overhead. This work will temporarily close some parking spaces and parts of the intersections to ensure the safety of crews and the travelling public. People walking, biking and
When work is complete, Alaskan Way will run here, between the viaduct and the piers.
driving along the waterfront will still be able to move through the area and business loading zones will be preserved. Kiewit’s crews are minimizing their work areas where possible in order to limit these temporary parking disruptions. This work will not disrupt the new, free Waterfront Shuttle. The pilot service is providing free hopon, hop-off rides between Pioneer Square and the Space Needle, with stops along the waterfront.
Part of WSDOT’s funding commitment to Seattle’s waterfront and Pioneer Square, the shuttle runs approximately every 25 minutes from 10 a.m. to 8 p.m., seven days a week, through Oct. 1. The switch of traffic from under the viaduct to west of the viaduct will happen before the three-week #realign99 closure of SR 99. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Innovation Improves Safety, Reduces Congestion on I-84 The challenge facing the Idaho Transportation Department was a familiar one — how to make improvements to a highway route fast enough to keep up with growth and demand. Staff came up with a new solution: Identify and combine funding sources to generate enough money to make needed improvements, and make them as fast as possible. The highway that prompted the new approach is the section of Interstate 84 between Nampa and Caldwell. The level of congestion, as well as numerous crashes in the corridor, indicated safety improvements were needed. However, funding was insufficient to make investments that would make a difference.
Transportation department staff analyzed available funding sources, and in a way that would not limit them to a traditional use or traditional allocation across multiple transportation department districts. The model they created involved committing two years of new congestion funds (TECM), which were used to leverage a new federal INFRA grant. They also committed one year of the surplus eliminator, which also was used to leverage a new federal INFRA grant. Additional funding sources include applying for an INFRA grant that could generate up to $90 million in new federal funds, committing $29 million in un-programmed state funds to the I-84 corridor, committing $3
million in un-approved cigarette tax to the corridor, utilizing debt service savings due to refunding and delaying future bonding by one year, and leveraging GARVEE bonding where needed. “This is the first time that ITD has looked at the need to complete a corridor and consider all funding options to put toward a single project,” said Dave Tolman, ITD controller, who was part of the effort to identify funding sources. “We looked at the traditional state and federal funds, but then utilized the other options available provided by new sources approved by the Legislature. The combination of the new funding, traditional funding and GARVEE bonds provided an approach
that when presented to the board, was approved to move forward and improve the system for the traveling public.” This model combines multiple funding streams with different requirements into a single corridor solution. The intent is to use it for other highway corridors in the future to make needed improvements to those routes. Using the new model, specific planned improvements to I-84 include adding additional lanes in each direction, a new interchange, new bridges and reconfiguring another interchange, Tolman said. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 2, 2018 • Page 3
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Page 4 • September 2, 2018 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
From Humble Beginnings to Powerhouse Contractor By Kristin Stires
A major project in progress for Pivetta Brothers Construction is the Harrison Medical Center expansion in Silverdale, Wash.
HITACHI BREAKOUT MAGAZINE
It was 1979. Mark Pivetta was just a guy with $600 and an idea to start a construction business with his brother. Fast-forward to 2018, and life is looking pretty good with a growing demand for work and Hitachi equipment to get the jobs done. Although Pivetta Brothers Construction, based in Sumner, Wash., started from humble beginnings, owner Mark Pivetta has grown the family-run company into a powerhouse contractor while keeping a down-to-earth business culture. “My brother and I started this thing in 1979 with $600 each,” he said. “Most people would laugh at you like you were crazy if you said you started a construction company with $600. But my philosophy has always been that if somebody else built it and designed it and figured it out, I can figure it out. As I always say, it’s not rocket science; we’re moving dirt here, we’re not building nuclear missiles.” But don’t let Pivetta sell himself short. After nearly 40 years in business, Pivetta Brothers Construction is doing a lot of things right. And one of those things is having reliable equipment on job sites — like its fleet of Hitachi excavators. Addicted to Machinery Pivetta, a former heavy equipment mechanic, will be the first to admit he’s got an addiction — to construction equipment. “I’m kind of hooked on machinery,” he said. “It’s a big reason I started the business — so I could have the machinery! We purchased our first excavator in 1985, and we used a variety of brands over the years. We purchased our first Hitachi in 2001 when Papé Machinery originally brought the Hitachi line on.” Before investing in his equipment, Pivetta definitely does his homework. “Years ago, I did a comparison and I went through and measured the thickness of the body, the turntables, the booms, the cylinders and other things,” he said. “So when I bought my first Hitachi excavators after the comparisons, I was pretty impressed with them.
They’ve been wonderful machines. We have a good maintenance program, but as far as repairs, the machines have been very limited and they’ve been very reliable.” Pivetta’s collection of Hitachi excavators has grown over the years. He currently has about 15 in his fleet, which includes a mix of veterans and shiny, new iron. “Hitachi builds an excellent piece of equipment,” he said. “We’re still running our first Hitachi — a 225 with over 14,000 hours on it! Some of the biggest items that have attracted us to Hitachi are the longevity, reliabili-
Mark Pivetta, owner of Pivetta Brothers Construction
Pivetta has dedicated his new ZX350LC-6 as the primary workhorse on the job.
ty, hydraulic systems and Isuzu engines. We’ve had nothing but good luck with HItachi. They work every day, don’t let us down, are very reliable, fuel-efficient and do the job that’s needed. That’s what pays the bills.” Pivetta also meticulously outfits his equipment for maximum efficiency. “The Hitachis are our digging machines,” he said. “Every Hitachi I buy, I buy it with a minimum of three buckets — two sizes of digging buckets and a clean-up bucket — and a hydraulic quick coupler. This makes the machines more efficient and you waste less material by using the proper-sized bucket. Dig as narrow a ditch as possible to get your utilities in, use less backfill, and get more pipe in the ground at the end of the day.” Leaving Footprints Armed with its Hitachi fleet, Pivetta Brothers Construction has made a big impact on the western Washington area. The company completes public, private and governmental projects from pump stations, lift stations and water tanks to mass excavation, road work, infrastructure, bridges and more. “The exciting part is to drive by and see something you built and it’s still there; it’s still used,” Pivetta said. “The older I get, the more I appreciate what we’ve done. My people and our company have kind of left our footprints all over western Washington.” With the Seattle and Tacoma ports nearby, the company has taken on a growing demand for building warehouse space. Among other projects, the company is working to complete phase one of a 575,000-sq.-ft. warehouse on the Port of Tacoma and just recently completed a 550,000-sq.-ft. warehouse project with 15,000 ft. of storm water and sewer pipe as well as fire line and fire protection in Lakewood, Wash. A major project in progress for Pivetta Brothers Construction is the Harrison Medical Center expansion in Silverdale, Wash., which includes a nine-story hospital, a four-story medical center, a five-story parking garage and 11 acres of site development. The location itself is impressive — set see MACHINES page 10
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 2, 2018 • Page 5
Kent, WA (800) 669-2425 Rochester, WA (800) 304-4421 Spokane, WA (800) 541-0754 Boise, ID (800) 221-5211 Pocatello, ID (800) 829-4450 Billings, MT (800) 735-2589 Kalispell, MT (800) 434-4190 Missoula, MT (800) 332-1617 Eugene, OR (800) 826-9811 Portland, OR (800) 950-7779 Magadan, Russia 011-7-41326-99298 Yuzhno-Sakhalinsk, Russia 011-7-42424-69051
Page 6 • September 2, 2018 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
South Terminal...
Port of Everett Begins $36M Wharf Modernization Project On Aug. 15, the Port of Everett hosted a groundbreaking to commemorate the start of construction on the Port’s South Terminal Modernization project — the largest capital project in Port history by dollar value and the largest maritime construction project on the West Coast. The $36 million South Terminal Modernization project will ensure the Port’s facilities are ready to support the next generation of over-dimensional cargo, including aerospace parts for the new 777X. At the groundbreaking ceremony, event attendees heard from leaders in industry and local, state, federal, and tribal government about the importance of the South Terminal for the economic future of Everett and the region. Officials from the Port, city of Everett, Snohomish County, Tulalip Tribes, U.S. Maritime Administration, the offices of U.S. Sens. Murray and Cantwell, and The Boeing Company participated in the groundbreaking. “I find it fitting that as we celebrate the Port of Everett’s centennial year in 2018, we continue to be forwardthinking, preparing the Port’s infrastructure to carry us into our next 100 years,” said Glen Bachman, Port of Everett Commission president. “Completing critical infrastructure upgrades like this will better position the Port and its facilities to handle the larger vessels and heavier cargoes now calling Everett, including aerospace parts for the new 777X and other opportunities on the horizon.” “Today we celebrate the kick-off of the much-anticipated South Terminal Modernization project that will bring more jobs, prosperity and commerce to the waterfront,” said Lisa Lefeber, Port of Everett Acting CEO. “Since 2015, the Port has invested millions of dollars to adapt its facilities to support the next generation of shipping, and this major infrastructure investment is a continuation of that effort. This project has come to fruition thanks to the strong, reliable and forward-thinking leadership of our Port Commission and the continuous support of our project partners at the local, state, federal and tribal levels.” The South Terminal facility is a key piece of the Port’s overall Seaport Modernization efforts. It’s the largest of the Port’s docks by land footprint; however, the dock was originally built in the 1970s to support log opera-
tions, and in its current state, can only accommodate 500 pounds per square foot (psf). Modern cargo operations require a minimum of 1,000 psf. The South Terminal Modernization Project (Phase II) strengthens the remaining 560-ft. of the 700-ft. South Terminal dock structure (140-ft. was strengthened as part of Phase I in 2015) and makes electrical upgrades at the wharf. Upon completion, the dock will be strong enough to accommodate two, 100-ft. gauge rail-mounted container cranes and provide vaults for ships to plug into shorepower while at the dock. In 2017, the Port completed two rail upgrade projects totaling more than $8 million. With the help of the Port’s 2-
“This project has come to fruition thanks to the strong, reliable and forward-thinking leadership of our Port Commission and the continuous support of our project partners at the local, state, federal and tribal levels.”
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percent for public access policy, the project also is generating $586,000 to the city of Everett to improve public access along the waterfront that doesn’t conflict with a vibrant working waterfront. The Seaport Modernization was supported by dozens of businesses, educational institutions and public agencies in our region. It also was made possible by both of our U.S. Senators: the project received nearly $22 million in federal loans from the TIGER grant program established by Sen. Murray and FAST Lane grant program from Sen. Cantwell, as well as the Congestion Mitigation Air Quality (CMAQ) program. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 2, 2018 • Page 7
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Page 8 • September 2, 2018 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
ODOT Reflects on Columbia River Highway Construction HIGHWAY from page 1
rocks remain top challenges for engineers, Hamilton said. “When we started this process everyone on the Advisory Committee had a different idea about how to get around Mitchell Point,” said Arthur Babitz, chair of the Historic Columbia River Highway Advisory Committee. “After listening to public comment and carefully studying the alternatives, we were unanimous that this option assures the best user experience while upholding the values of the National Scenic Area and the Historic Highway State Trail.” Design work for the Mitchell Point Crossing will continue through 2019 and includes acquiring a Columbia River Gorge National Scenic Area permit. “The tunnel plans currently include one arched window. The design consultant will explore adding more windows to the tunnel, further mirroring the historic 1915 tunnel with its five arched windows. “The original highway was designed to connect people with a tremendous landscape, and new trail segments restore that connection and bring the beauty of the Gorge to more people while relieving congestion,” says Lisa Sumption, director of the Oregon Parks and Recreation Department. The crossing will connect to western segments of the Historic Highway State Trail and east to Hood River and The Dalles. “Selecting a preferred design alternative for the Mitchell Point Crossing marks a major milestone in reconnecting the Historic Highway,” Hamilton said. “Once construction is complete, only a five-mile gap between Viento State Park and Ruthton Park remains to complete the reconnection of the Historic Columbia River Highway as the State Trail. Babitz added, “We’re confident that when the public sees this link in the trail completed in 2022 they will be as thrilled as Oregonians were when they first saw the original Mitchell Point Tunnel in 1915.” (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.) CEG
ODOT photo
ODOT photo
Today, engineers and contractors have modern technology at their fingertips. ODOT photo
“Constructing a crossing at Mitchell Point is one of the most challenging segments of the Historic Highway State Trail,” said Don Hamilton, spokesman for the Oregon Department of Transportation. “Facing similar challenges as the original founders of the Historic Highway, ODOT engineers must design a trail in the complicated geology of the Columbia Gorge.” ODOT photo
The project might never have happened if not for the vision of Sam Hill, a wealthy attorney and son-in-law of Great Northern Railway President James Hill, and Samuel Lancaster, an entrepreneur and “good roads” proponent.
Back when the original highway was built between 1913 and 1922, tools were rudimentary and highway building standards non-existent.
ODOT photo
“How it was built, that’s what fascinates me,” said Robert Hadlow, ODOT historian. “There were no standards back then. Today you have paving machines and grinders and trucks and away you go. That’s not the way it happened back then.”
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 2, 2018 • Page 9
Page 10 • September 2, 2018 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Homework Before Buying Machines Pays Off for Contractor MACHINES from page 4
between backdrops of the Olympic and Cascade Mountains. The company has completed work for the medical center and parking garage and has moved on to the hospital structure. The new $350 million Harrison Hospital, which will replace an older hospital in Bremerton, will offer private patient rooms, critical acute care services including heart care, a Level III trauma center and an integrated cancer center. “Overall, it’s a five-year project for the CHI Franciscan Health Group,” Pivetta said. “It’s approximately a 24-month project from start to finish on our portion of the work.” Among other Hitachi excavators, Pivetta has dedicated his new ZX350LC-6 as the primary workhorse on the job. “Our work performed for the hospital phase will be mass excavation; digging the footings with cuts as deep as 47 feet; excavation for electrical and plumbing; civil
work for the storm drain, water and sewer; fire protection system on the outside; and prepping for paving and sidewalks,” he said. “So far we have moved 105,000 cubic yards of material.”
we’re like a family and it’s made it fun.” As Pivetta looks toward the future, his down-to-earth attitude and uncompromising work ethic continue to be reinforced with a dose of true grit. Secret to Success “I can’t do it all myself,” When it comes to the comhe said. “It’s about the peopany’s secret to success, ple that I’ve brought along Pivetta said the machinery on the journey with me and makes life easier, but the peoit’s all worked out for us so ple make the real difference. far. When things get hard, “Papé Machinery, our local we put our heads down and dealer out of Fife, has been an figure out a way to make it excellent partner,” he said. through it. Never give up.” “They have put together Pivetta Brothers excellent financing packages; Construction Inc. is serviced they have great parts and by Papé Machinery, Fife, service; and their sales departWash. ment has been excellent to (This article first deal with. They know what appeared in Hitachi’s we need and have programs BREAKOUT magazine, that help us get the equipment Pivetta’s collection of Hitachi excavators has grown over the years. He cur- Summer issue, 2018.) out on the jobs.” (This story also can be rently has about 15 in his fleet. Along with dependable found on Construction dealer support, Pivetta also “We have a lot of long-term he said. “We run about 55 field Equipment Guide’s website at knows how to hire outstanding employees — many that have employees and I know every one www.constructionequipmentemployees. worked for me for 25 to 30 years,” of them. They’re good people; guide.com.)
ITD Begins Improvements Utah Energy Co-op Explores on Highway 69 in Meridian Nuclear Power Project in Idaho The Idaho Transportation Department has begun a series of safety improvements on Idaho Highway 69 (Meridian Road) in Meridian and Kuna. Motorists are advised to expect nighttime lane restrictions on the highway until early October. Improvements will include: • Resurfacing ID69 between Orchard Avenue in Kuna and Overland Road in Meridian. • Adding traffic signals at Hubbard and Lake Hazel roads. • Installing a median barrier to reduce left-turn crashes between Calderwood Drive and Overland Road. • Reconfiguring lanes at the intersection of Meridian and Overland roads to improve traffic flow. ITD worked closely with the city of
Meridian and Ada County Highway Department to develop the improvements after a recent safety analysis of the corridor. Crashes on ID-69 increased by nearly 50 percent between 2011 and 2016. ITD reached out to businesses earlier this year to discuss plans for this project. Throughout this project, crews will work from 8 p.m. to 6 a.m. on week nights (SundayThursday) and 9 p.m. to 6 a.m. Friday and Saturday nights. One lane will be closed in both directions and flaggers will direct traffic at intersections. All lanes will be open during the day. For more information, visit itdprojects.org. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
LOGAN, Utah (AP) A small commercial nuclear reactor that a Utah energy cooperative wants to build in Idaho would be gamechanging for energy customers if the U.S. Nuclear Regulatory Commission approves the project, a high-ranking federal official said this week at a conference. Members of the Utah Associated Municipal Power Systems are pursuing the project as a way to shore up energy stability in a market shaken by the threat of shuttered coal-fired power plants and fluctuating natural gas prices, the Deseret News reported. The energy cooperative is a communityowned, nonprofit political subdivision of Utah that provides energy services to community-owned power systems throughout the intermountain West. Its member cities include Bountiful, Logan, Murray and Blanding. It would own the NuScale Technology project once the small nuclear power plant is completed in 2026 at a site at the Idaho National Laboratory. NuScale Technology recently submitted a design application to the Nuclear Regulatory Commission. It already passed its first phase
of review and has advanced to the second stage. The energy department is eager to see the project through a successful fruition, said Edward McGinnis, principal deputy assistant secretary of the U.S. Office of Nuclear Energy. “We don’t do this lightly,” he told a crowd at the conference in Logan for the Utah Associated Municipal Power Systems. “If we are going to put this much money into something this important, we are going to do everything we can to support this technology.” The small nuclear plant would have cylindrical modular reactors that are 76 by 15 ft. installed underground, according to current plans. Depending on energy needs, there would be anywhere from six to 12 reactors at the Idaho site. NuScale’s project requires less water than a traditional nuclear power plant, McGinnis said. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 2, 2018 • Page 11
NORTHWESTERN PUBLISHING 2018 Issue
Closing
Publishing
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September 20
September 30
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October 18
October 28
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November 15
November 25
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December 13
December 23
Efficiency & High Performance.
Page 12 • September 2, 2018 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
The LH50M Industry material handler represents efficiency and high performance. The standard Liebherr regenerative power system assures maximum handling while, at the same time, achieving lower fuel consumption. Quiet operation with the highest payload is guaranteed by the large, sturdy undercarriage. The attachment of the machine is available in a variety of versions and is thus always optimally matched to your respective application.
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