Equipment Today February 2021

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Trucks & Transportation: Pick the Right Heavy Truck Transmission Fluid Helping you optimize ROI on your construction equipment



SKID STEERS Tailor compact loader buckets to boost productivity

TECHNOLOGY TRENDS Battery system advances propel electrification


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If you work there, we work there. Used in the wrong place or time, mobile phones can put employees in danger and companies at risk. Those incessant pings and buzzes are constantly stealing our focus. So why settle for safety measures that sometimes work? TRUCE Software is a simple way to manage mobile device distractions. TRUCE recognizes situations with higher risk and automatically hides the apps and features you specify. Then automatically reveals them again when the risk is gone. Helping to bring your mobility vision to life. So when employees are at work, we’re at work making them safer. No matter where that is.

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2021 State of the Industry Reports

Leading economists share their outlooks for construction and the road building segment.

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PRODUCTS 22 Road Building 27 Skid-steer Loaders 32 Technology Trends 38 Trucks & Transportation 47 Fleet Management


48 Equipment Gallery

Both concrete and asphalt pavers have evolved to provide greater controllability and operator comfort.



4 Breaking Ground

Specialty buckets can maximize skid-steer and CTL performance.

6 Equipment Introductions


31 Jobsite Solutions

Battery-powered Saws Boost Time Savings and Safety

33 Profit Matters

Does 3D Scanning Live Up to the Hype?

40 Fleet Management

Fuel Options Continue to Evolve

50 Running the Business Still Hills to Climb to Return to “Normal”

COVID-19 Construction Risk Mitigation Strategies for Today and Tomorrow


SELECT THE RIGHT TRANSMISSION FLUID FOR HEAVYDUTY TRUCKS pg 34 Transmission type and application determine the best choice.

StructionSite recommends a method contractors can use to evaluate, prioritize and act to reduce their risks without being overwhelmed.

Why Does My Blade Dull When Cutting Concrete in the Cold?

There’s something you can do to be a bit more successful when cutting in the cold.

Advances in battery technology enable higher power capabilities and more uses in heavy equipment.

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Diesel Engine Do’s and Don’ts for a Trouble-free Winter

Simple steps can make a big difference in how winter impacts your business.

Things to Consider When Finding a Company to Transport Your Equipment


Find a hauler that gets the load to its destination safely and on time, and operates in a professional and legal manner.

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B R E AKI N G G R O U N D | By Becky Schultz

Assess Weaknesses & Build On Strengths


Becky Schultz /

s you’ll see in the State of the Industry reports featured in this issue, there are mixed opinions as to what the future holds for construction. There are far too many “what ifs” in play for a general consensus at this point. Still, the optimist in me believes we will see positive things ahead — they may just

be a little further down the path than we had hoped. To better position yourself in the meantime, I suggest you assess the strengths and weaknesses within your organization to determine how you can build on the former while correcting the latter where possible. This calls for a “deep

Connected to your success Now you can stay connected to your fleet and your business – instantly. From a cell phone, laptop or tablet, simply log on to My Komatsu, your free online portal for remote fleet management, parts ordering and tracking, parts and service news, and other real-time, customized information.

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dive” into what’s happening in the office and in the field to identify what’s going right, and which aspects of your business could stand improvement. Looking at potential weaknesses first, there’s been a lot of discussion about the influx of technology into the industry as companies sought to address pandemic restrictions, ensure communication internally and between parties on projects, and maintain productivity with limited staff/smaller crews. Certainly, technology can make various aspects of an organization more efficient. But before investing in it — or equipment or other tools, for that matter — it’s important to identify which aspects of your business will benefit most long term. For example, have you historically struggled to get billing out on time — or to deliver accurate bids? Are you losing money to inefficient use of materials or equipment — or is rework draining profit on projects? Pinpointing the biggest areas of weakness can help you assess where an investment in tech, equipment and/or processes could enhance efficiency, and profits, for the foreseeable future. Next, look at the strong points within your organization. In most companies, the greatest strength is the people. As such, consider how you can build upon this strength. What training, tools and/or resources can you provide that can make employees even greater assets? Are there ways you can make their jobs easier and thus make productive employees even more so? How might you utilize existing people and resources to help good workers become even better? Talented, skilled employees are hard to come by and essential to a company’s success. They’re well worth any time and investment put into their retention and growth. Your equipment fleet should, in theory, be another area of strength for your company. But these critical assets require care and attention on an ongoing basis to keep them performing at peak. Take a close look at fleet management records to ensure inspections and preventive maintenance are being performed properly and in a timely manner. Assess equipment utilization and owning and operating costs. Identify those assets that continue to perform and cover their costs, and those that may be nearing the end of their life in your fleet. Keep those that deliver ROI and weed out those that are under-utilized or have costs that are ratcheting up. Evaluate acquisition options to identify how needed units can be most cost-effectively replaced. I’ve barely scratched the surface when it comes to a business assessment. But hopefully this gets you thinking about how you might approach a deep dive into your operation, as well as the potential impacts changes taken now could have in the months and years ahead. ET

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or Visit


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These pages feature some of the latest equipment available. You’ll find a solid sampling of both new machines and models that have been recently revamped by the manufacturers. For more information on these products, simply visit and include the eight-digit code shown. Tsurumi


Designed to handle high-volume drainage at low head, the compact, lightweight HS3.75SL (manual) and HSZ3.75SL (automatic) submersible pumps can handle debris, sand and solids with minimum wear and clogging. They offer a maximum flow rate of 140 gpm and maximum total dynamic head of 40 ft. Wear parts are built from durable materials for low maintenance. The shaft incorporates the company’s original agitator to prevent air lock and to stir slurry efficiently. The HSZ3.75SL has a simple float switch-equipped automatic sensor to prevent dry running operation and reduce power consumption. Both models include an anti-wicking cable, dual internal mechanical seals with silicon carbide facing and Oil Lifter.

The 8-ton AS900tele combines the compactness and mobility of the AS Swing Loader Series with telescopic technology, enabling a lifting height of 15.5 ft., outreach of 11.5 ft. and carrying capacity of 5,004 lbs. at full extension. The swing design enables operators to swivel a fully loaded bucket 90° on either side for minimal repositioning and ease of use in confined areas. The 22.2-gpm auxiliary hydraulics allow use with a range of attachments. Two-wheel, four-wheel and crab steering options, a well-balanced design and automatically locking rear axle allow operators to simultaneously drive, pivot and maneuver in all positions and on various terrains.

Single-phase Trash Pumps

AS900tele Swing Loader

DPL Telematics

AssetCommand Max Tracking System The AssetCommand Max Tracking System enables wireless monitoring and remote tracking of off-road equipment and over-the-road trucks. The rugged device tracks runtime, trips, geofences, curfews, rollover and service schedules while empowering managers to remotely disable assets. Assets can be remotely monitored from an intuitive, Internet-based software package and mobile app. Features include remote starter for disable and enable, asset immobilization for safety, theft or nonpayment concerns, tilt and rollover detection and real-time notifications of potential safety issues or machine abuse, tamper detection with immediate text and email alerts and more.


MX FUEL CARRY-ON 3600W/1800W Power Supply

Soft Heat

SH-AR55 Asphalt Reclaimer

The 49.7-lb. MX FUEL CARRY-ON 3600W/1800W Power Supply provides 3,600 peak watts and 1,800 running watts of pure sine wave energy to power from high-demand 15A tools to sensitive electronics. Its compact size, zero emissions and quiet operation allow it to safely operate in confined indoor spaces, while a roll cage provides durability for outdoor jobsite use. A push-button start enables startup in seconds. The unit can power one 15-amp tool and one lower wattage device simultaneously. It can be powered by a single battery or two batteries for double the run time. The kit includes the power supply, MX FUEL REDLITHIUM XC406 Battery Packs and a detachable charger cord.

The SH-AR55 portable asphalt reclaimer is designed to reheat virgin or recycled asphalt products to working temperature in a matter of minutes. Cold asphalt products in chunks or pre-made cookie forms are placed inside the box on a grating. In seven to 10 minutes, up to 200 lbs. of heated material falls through the grating into the heated holding area. Upper and lower burners can be fired simultaneously or independently as needed using propane gas. The unit features the striker, high-volume regulator, 10-ft. hoses, 50,000-btu burner/lighting wand and self-storing handles. It uses 14-gauge steel throughout with a heavy barred grating suspended inside the heating chamber.


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G5HD Heavy-duty Cold Planer

John Deere

L-Series Backhoe-loaders The upgraded L-Series offers engine upgrades, pressure-compensated load-sensing hydraulics on the 310SL and machine control improvements. The 310L, 310SL, 315SL, 310SL HL and 410L now have a 4.5L PowerTech EWL Tier 4 Final engine that boosts horsepower across the models while removing the exhaust gas recirculation system and components. Lift mode has been added to the 310SL, providing up to a 10% to 15% increase in backhoe lift capacity. AutoShift technology is available as a base offering on the 310SL, 315SL, 310SL HL, 410L and 710L. Auto Ride Control is now the only ride control option. Updates to the 310L EP include a simpler front-axle design and four-speed manual synchromesh transmission.

The Generation 5 HD (G5HD) heavy-duty cold planer for skid steers is equipped with a Fairfield 7HBX planetary coupled to a Sauer M44 piston motor. It comes in 18-, 24-, 30-, 40- and 48-in. cutting widths and can achieve up to an 8-in. cutting depth for optimal base repair and stabilization work. Features include a 3/4-in. chassis and housing plate, 1.5-in. walled cutting drum, 5-in. tooth clearance for reduced drag in cuts below 2.5 in. and a front steel debris guard. Overall attachment weight is on average 20% higher than the standard model, reducing vibration, improving productivity and extending component life.


GTC-2000 Telescopic Boom Crawler Crane The GTC-2000 offers a lifting capacity of more than 170 tons and a maximum load moment of 590 meter-tonnes. Its 196.9-ft.-long main boom with extension lengths of 16.4, 36.1, 55.8 and 75.5 ft. can be mechanically and hydraulically offset. Primary and auxiliary hoists offer a high line pull of 15.3 tons. The unit includes the Demag IC-1 Plus intelligent control system as well as the IC-1 Remote telematics system technology. Its tracks can be controlled via travel pedals or joysticks. Traction force of 326,000 lbf. allows the crane to turn on the spot under load, even with the narrowest track width. Power is provided by an MTU Stage V/Tier 4 Final, six-cylinder engine rated at 308 hp and 958.83 ft.-lbs. of torque.




657 Wheel Tractor-Scraper The 657 Wheel Tractor-Scraper (WTS) has a rated load of 52 tons and boasts a 7% increase in fuel efficiency. Its two-engine design includes the Cat C18 powering the tractor and C15 in the scraper, both meeting Tier 4 Final emissions standards. The Advanced Productivity Electronic Control System (APECS) allows the machine to better utilize engine power and torque, resulting in more material moved per shift. The transmission features Electronic Clutch Pressure Control, which improves shift quality and fuel efficiency. New hydraulic disc brakes improve braking performance and reduce maintenance. On-the-go weighing through the integrated Payload Estimator allows for up to 95% load accuracy.

The Maxi-Postmaster from Autoguide will quickly and efficiently drive up to a 10-in. post of steel, wood or plastic in all shapes with little or no ground disruption. Powerful jaws clamp on the post so it can be moved to the precise insertion point. Once the drive motors are engaged, the entire post begins vibrating, the soil under the post is disrupted and the post moves easily into the ground. Weighing in at 660 lbs. and providing up to 24,750 lbs. of downforce, the unit can attach to any excavator, mini-excavator or skid steer and requires only 12 to 16 gpm of hydraulic flow for operation.

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S P E CI AL RE P O R T | By Curt Bennink

State of Construction: A Forecast for Uncertain Times

©Pugun & Photo Studio –

2021 will be an unpredictable year with some segments outperforming others. Nothing about 2020 fell within the realm of business as usual. It seems like there were surprises around every corner and the best prepared business plans were quickly laid to waste as contingency plans were hastily put in place to deal with one crisis after another. While the uncertainty of the 2020 election cycle is finally settled, and there are a couple of vaccines approved to combat the continuing COVID-19 pandemic, there is still plenty of uncertainty that makes it very difficult to forecast the future. The pandemic and its aftermath are expected to continue to plague the economy through at least the first half of the year. The vaccine will take time to produce and distribute.

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n the meantime, construction backlogs and the construction material supply chain have been impacted. And despite the uncertainty, you still need to make a plan to address the upcoming year. To help you sort it all out, we contacted some of the construction industry’s most trusted sources about what they see for the months to come. Q: What are likely to be the major drivers of the commercial and housing construction markets in 2021, and do you anticipate the current level of new construction to be sustained in both segments? Fan Yu Kuo, National Association of Home Builders (NAHB): After a gradual reopening of the economy, the housing market has seen a meaningful rebound and record breaking growth, especially in recent months. With a recovering economy and renewed interest in housing, the residential sector will lead the economic rebound. This year, we have seen a shift in housing demand preferences as a result of the COVID-19 pandemic, with home buyers and renters favoring lower density suburbs and exurbs over the core of large metropolitan areas. This suburban shift is seen in construction data, with the NAHB Home Building Geography Index (HBGI) showing that residential construction activity expanded at a more rapid pace in lower density markets. With this changing geography of housing demand, combined with record-low mortgage rates and a renewed focus on the importance of home, we expect demand will remain strong in 2021. Supported by increased buyer interest, builder confidence remained near a data series high and sales have outpaced construction. Singlefamily construction is now at the highest level since the spring of 2007 and is expected to grow steadily over the next two years. However, builders continue to face challenges in terms of supply chain shortages of building materials and skilled labor as well as a lack of lots. From a rental perspective, we expect multifamily construction to decline in 2020 and 2021 before stabilizing in 2022, although apartment construction will see strength in lower density markets. Though home building and remodeling are relative bright spots for the overall economy, nonresidential construction will experience greater headwinds, as private nonresidential construction spending has seen a significant decline since January 2020. Anirban Basu, chief economist, Associated Builders and Contractors (ABC): COVID19 accelerated several pre-existing industry trends, many of which have implications for real estate, construction and the overall economy. Among the most obvious trends is e-commerce, a trend that was gaining market share even before the global health crisis began. An ongoing proliferation of fulfillment and data centers will serve this ongoing boom. However, this could translate to tougher times ahead for retailers and shopping centers, with many large American malls set to falter within the next five years. Another trend is remote work, a pattern that gained momentum during the pandemic that could translate into less demand for traditional office space. But the work from home trend also supported a raging U.S. housing market in 2020 as people seek to acquire more space for dedicated home offices. This is also consistent with greater migration from cities to suburbs, which is already reflected in largescale declines in apartment rents in some of America’s most expensive cities, such as San Francisco, New York City and San Jose. The multifamily market is less likely to generate as much construction activity as it did during the prior decade. Richard Branch, chief economist, Dodge Data & Analytics (Dodge Data): The commercial construction space in 2021 will be somewhat

of a mixed bag. On the upside, warehouse construction will continue to flourish as demand for e-commerce space seems to be nearly insatiable. Warehouse construction topped $30 billion in 2019, a record for the category. That record was broken in 2020 and we expect a new record to be established in 2021. Office construction should also begin its recovery in 2021, following a steep decline in 2020. While demand for new office space will be lower than years past, renovation activity will increase as landlords and developers push to improve their facilities by providing more physical space for workers and improved environmental attributes such as better air handling and washroom spaces. Retail and hotel construction is expected to continue to languish in 2021, and indeed, won’t resume growth until there is widespread vaccine adoption. Since that is not expected until the mid-point of the year, it leaves little opportunity for growth in 2021. Housing will be driven by strong demand for single-family construction in 2021. This is the result of the natural aging of the millennial generation as they grow their families, but also the pandemic-driven search for additional space away from dense urban areas. Increased flexibility resulting from remote working will aid this geographic shift. Multifamily construction will be weak in 2021 due to the supply overhang in large metropolitan areas. Ken Simonson, chief economist, Associated General Contractors of America (AGC): There is huge pent-up demand for single-family housing in most parts of the country and widespread demand for moderate income multifamily housing. Most categories of nonresidential construction will be in decline in 2021. But a few niches should do well, including smaller distribution facilities, data centers and specialized healthcare-related facilities, such as clinics, screening/testing facilities and medical laboratories and manufacturing plants. Q: What are likely to be the major drivers for public construction in 2021, and do you anticipate the current level of new construction to be sustained? In which subsets do you expect to see the greatest uptick or downturn in activity? ABC: Countervailing forces are at work in public construction. On one hand, weakened state and local government finances suggest weaker public works spending going forward. Despite the prevalence of low interest rates, many policymakers will probably seek to avoid putting more debt on public balance sheets. On the other hand, given the battered state of the U.S. economy

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“Warehouse construction will continue to flourish as demand for e-commerce space seems to be nearly insatiable.” — Richard Branch

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“Republicans and Democrats do not agree on much, but leaders from both parties agree that America spends too little on infrastructure.” — Anirban Basu

and the priorities of the incoming administration in Washington, D.C., federal spending on infrastructure could increase as part of a post-inauguration stimulus package. Republicans and Democrats do not agree on much, but leaders from both parties agree that America spends too little on infrastructure. Public spending on infrastructure could rise over the next couple of years as the federal government steps up to assist our recovering economy, but that spending could fade quickly thereafter. Dodge Data: The public sector — both building and infrastructure projects — will be reasonably stable in 2021. Given the growing gaps in state and local budgets across the country, this is somewhat positive news. Street and bridge construction will see tepid growth in 2021 as federal funding provided through the one-year extension of the FAST Act is unchanged from the previous year. We fully anticipate that by the summer, a replacement for the FAST Act will be enacted providing for improved funding the following year. It is also likely that we will see a push from the Biden administration for an infrastructure package now that the Democrats have control of both the House and Senate. On the building side of public construction, the largest project type is education. This sector was under great pressure in 2020 as the pandemic forced students out of their classrooms and into their homes. The fiscal issues facing state and local governments also weigh heavily on this sector’s ability to recover, meaning 2021 is likely to be another down year for education construction. AGC: Any growth in public construction will depend on early passage of federal funding for infrastructure and relief for state and local governments. Unless this occurs early in the year, the impact on projects is unlikely to be felt until 2022 or later.

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Highways have the greatest chance of receiving additional funding. But there will also be a push to fund transit and other passenger rail projects; alternative energy production, storage, and charging facilities; and possibly public hospitals and care facilities. The weakest public markets are likely to be public universities and colleges and other types of public buildings such as office and judicial system buildings. Q: What factors could play an instrumental role in raw material costs in 2021? Will the ongoing COVID-19 pandemic have any impact on the costs of raw materials or other construction inputs? NAHB: The issues that have limited housing supply in recent years, including land and material availability and a persistent skilled labor shortage, continue to place upward pressure on construction costs. The result of insufficient supply to meet soaring demand has caused prices of building materials, most notably lumber, to skyrocket this year. Between mid-April and mid-September, lumber prices soared more than 170% due to reduced domestic production during the pandemic. NAHB data showed spikes in softwood lumber prices earlier in 2020 caused the price of an average new single-family home to increase by $16,148. While prices fell from September to November, lumber costs are rising once again as production remains limited and housing demand is strong headed into 2021. As tariffs contributed unprecedented price volatility leading to higher prices and harming housing affordability, the U.S. Commerce Department has recently made the decision to reduce its duties on shipments of Canadian lumber into the U.S., down to roughly 9% from more than 20%. The tariff reductions were expected to go into effect in mid-December. Lower tariffs would mitigate uncertainty and associated volatility that has plagued the marketplace,

which could help ease upward pressure on lumber prices. Beyond lumber, there are other material costs that are elevated. Additionally, appliances and materials are taking longer to deliver, extending construction times and increasing costs. ABC: For the most part, construction materials prices have behaved, with exceptions like softwood lumber. Production capacity of this lumber has been constrained recently for several reasons. When home builders began placing large softwood lumber package orders, suppliers were not prepared for the rush and prices took off. Once vaccines become broad-based globally... similar dynamics may become apparent for commodities such as steel, oil and copper as the global economy comes racing back after a period of slumber. That could set the stage for large-scale increases in construction input prices at some point in 2021. That is an important point to consider as people enter longer-term commitments presently. Dodge Data: One of the key factors will be the new administration’s views on tariffs on construction-related goods from China, Canada and elsewhere. Additionally, increased levels of construction activity in 2021 will put upward pressure on materials prices and wages. AGC: Materials costs are likely to remain volatile as the U.S. and global economies expand or pause. Bottlenecks and supply chain disruptions may crop up again, depending on the severity of COVID-19 outbreaks. Q: How has the COVID-19 pandemic impacted the continued labor shortage plaguing the construction industry? What are your projections for the labor market in 2021, particularly when it comes to skilled trades? NAHB: Cost and availability of labor

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has been top issue for builders in recent years. In 2011, only 13% of builders reported cost and availability of labor as a significant problem, but the share increased to 85% in 2020. As housing demand is outpacing residential construction, the gap between housing needs and production has widened and the labor shortage continues to grow this year. The U.S. Bureau of Labor Statistics November data shows that over the past seven months, job gains in residential construction offset 96% of the jobs lost in March and April, while there has only been a 58% job recovery in nonresidential construction. However, in any given month, there is still a shortage of 200,000 to 300,000 workers. Looking forward, the job openings rate is likely to experience choppiness in the months ahead given divergent outlooks within the construction industry. As the construction skilled labor shortage remains a key challenge for residential and nonresidential construction firms, training and adding new workers is an important goal of the industry as we have seen an aging workforce in the skilled trades. A labor shortage will lead to higher housing costs and increased home prices, and make housing less affordable for buyers. To help close the gap on the labor shortage, the housing industry needs to continue to invest in training to attract younger workers who may not have considered a career in construction or have been inordinately affected by the pandemic and recession. Workers trained in the building trade skills will increase productivity and further lower construction costs to consumers. Bringing additional women into the construction labor force also represents a potential opportunity for the future. A recent NAHB study found that the number of women employed in the construction industry grew substantially in 2019, surpassing the peak pre-recession employment level. ABC: Despite the loss of nearly 200,000 construction jobs over the course of the pandemic, shortages of skilled construction workers will persist. Many of America’s most skilled construction workers are approaching retirement age, and the next generation has still not entered the skilled trades in sufficient numbers. History indicates that when construction workers lose jobs, they often leave the industry altogether. All of this suggests that while it may be marginally easier to recruit talent now than prior to COVID-19, structural issues remain. Dodge Data: The construction sector will continue to be plagued by the lack of skilled and available labor in 2021. While the number of job openings in

construction has fallen since the pandemic began, there are still, on average, more open positions in the industry currently than there were in 2017. The demand for workers is down, but not out, and will certainly rebound sharply in 2021 as construction picks up. AGC: Many contractors report projects are taking longer to complete, either because fewer workers are allowed on site

at one time, workers are kept home by illness (their own, a family member’s or the need to provide dependent care), or delays and shortages of materials. While the decline in nonresidential projects will mean fewer companies are hiring and more workers are laid off, contractors that are trying to hire are still likely to have difficulty finding willing applicants with the right skills. ET

THE STINGER The Stinger electric flex shaft vibrator is rugged, lightweight, and powerful. The 115v electric motor has been designed to run cool with the power and torque torque to handle todays concrete concre loads. The stinger attaches to competitor competitor core e and casing with quick disconnect adapters. www. m

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S P E CI AL RE P O R T | By Jessica Lombardo

State of Road Building: U.S. is Ready to Make Infrastructure a Priority @yingyaipumi –

America will continue to fall behind along the dimension of infrastructure if we do not invest in it. That has many ramifications, including for both multifactor and labor productivity. It is ultimately growth in productivity that translates into higher living standards.

As the industry tries to put 2020 behind it, see why experts are cautiously optimistic for the year ahead. Each year, our State of the Road Building industry report seeks to give contractors some idea of what the year ahead will bring. If 2020 has taught us anything, it’s that no one knows what the future holds — but we know the industry is stronger for the challenges the year presented. It survived project cancellations and layoffs, COVID-19 protocols and dwindling revenues, civil unrest, a tumultuous presidential election and more.

—Anirban Basu

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o, where does that leave things in 2021? While you may be apprehensive, experts say there are reasons to stay positive. “While disappointed the [Trump] Administration and Congress weren’t able to come together on a long-term surface transportation reauthorization, we were pleased that, on a bipartisan basis, Congress agreed on a one-year extension with an additional $13.6 billion for the Highway Trust Fund (HTF), ensuring no interruption in federal highway and transit funding,” says Ed Mortimer, vice president, Transportation Infrastructure, U.S. Chamber Of Commerce. “This gives the new Administration and Congress time to build upon the work done in the previous Congress and enact a long-term, wellfunded bill. “We are optimistic that the new Administration and Congress can come together to address infrastructure issues early in 2021,” he continues. “As we look toward economic recovery, a major infrastructure bill would create good paying jobs, improve every citizen’s quality of life and ensure economic vitality for many years to come.” Here’s more on why industry experts are cautiously optimistic.

FUNDING IN THE TIME OF A PANDEMIC Q: Because the American public chose to drive less due to the pandemic, gas tax revenues that were already in trouble are now in even worse shape. What can be done at the federal level to help state DOTs feel more confident in their ability to let future work? Alison Premo-Black, chief economist, American Road & Transportation Builders Association (ARTBA): While the one-year extension of the FAST Act provides stability for state transportation programs during a time of uncertainty, it does not provide any increase in revenue. The extension bill maintains surface transportation programs at current levels of $47.1 billion for highways and $12.3 billion for transit programs. Federal investment accounts for an averAlison Premo-Black, age of 50% of state transportation program chief economist, capital outlays, which include construction American Road & work, right-of-way purchases and planTransportation Builders ning and design activities. A long-term, sustainable increase in federal surface transAssociation (ARTBA) portation investment would help spur real market growth in some states and offset any potential pull-back in other programs. While some states are continuing to face significant transportation revenue shortfalls, others have reported a recovery in revenues as traffic volumes and economic activity have increased. State governments are addressing the revenue shortfalls in different ways. Some plan to issue more bonds and maintain capital programs. Overall, there are at least 18 states and 25 transportation authorities that have announced project delays or cancellations of nearly $12 billion. This includes states that have delayed a handful of projects and others that have made more widespread cuts. We expect to see some states pull back on capital projects in 2021, while others will continue with their programs as planned. Anirban Basu, chief economist, Associated Builders & Contractors (ABC), and owner of Sage Policy Group: Congress remains both unwilling and unable to create funding mechanisms that allow for more forward-looking infrastructure planning. Instead, America groans from one year to the next, largely placing band-aids on roads, Anirban Basu, chief bridges, runways and seaports rather than economist, Associated supporting the next generation of solutions. Builders & Contractors, America’s infrastructure deficits continue to and owner of Sage expand, and that jeopardizes U.S. supremacy in the 21st century. Policy Group

The federal government must engage in a multi-pronged approach, both raising the gas tax and finding new mechanisms to finance infrastructure upgrades. These can range from user fees to a federal retail tax, which would not only raise more for capital expenditures, but induce more Americans to save for retirement. Audrey Copeland, president and CEO, National Asphalt Pavement Association (NAPA): The asphalt pavement industry was grateful that Congress passed a one-year extension of surface transportation reauthorization programs. However, it is still imperative that a multi-year highway bill be enacted to maintain and improve highway infrastructure, avoid project delays and provide proper investment for HTF solvency, which needs a sustainable revenue source. Audrey Copeland, In the short-term, Congress should president and CEO, address and include the funding relief the National Asphalt state transportation departments requested Pavement Association through the American Association of State Highway and Transportations Officials. This (NAPA) would help them deal with the impacts of suppressed gas tax revenues due to COVID-19 by growing the job market and the economy. In addition, NAPA supports temporarily making Federal-aid highway funded projects eligible for a 100% federal payable share in order to give states the opportunity to address their revenue shortfalls in 2021. Q: As states continue to scrape by filling potholes and completing emergency work, what impacts will this have on U.S. infrastructure with states unable to complete necessary long-term projects? NAPA: According to the 2019 FHWA Conditions & Performance Report, over the next 20 years, the funding that will be required to rehabilitate and reconstruct pavements and other operational conditions will average $53 billion annually. Meanwhile, projected spending is estimated at only $41 billion annually. The costs of a deficient roadway network would be severe according to the FHWA C&P Report, totaling $4.2 trillion over 20 years. This has social, economic and environmental impacts — for example, travel delay costs for auto users, excess petroleum-based fuel used by autos and trucks and direct time costs of truck delays. Major rehabilitation and replacement projects are important in that they enhance the nation’s long-term economic competitiveness. People benefit too because highway expansions and upgrades shorten travel times, enhance safety and save lives. Ed Mortimer, U.S. Chamber Of Commerce (U.S. Chamber): This is a prime reason why our coalition of business and labor have come together to urge prompt action early in the New Year. The Chamber has launched a Build by The Fourth of July (www.letsrebuildamerica. com) campaign, which will bring together diverse stakeholders urging Congress to enact a long-term sustainably funded infrastructure package by July 4. Ed Mortimer, ABC: America will continue to fall vice president, behind along the dimension of infrastrucTransportation ture. That has many ramifications, including for both multifactor and labor productivity. Infrastructure, U.S. Chamber of Commerce It is ultimately growth in productivity that translates into higher living standards. By not investing with sufficient scale, scope and foresight into infrastructure, America is dooming itself to slow household income growth, more people who need to work multiple jobs to make ends meet and less government revenue to close sizeable budget gaps. Q: The pandemic has solidified the fact that solely using gas tax revenue to support the HTF is not an adequate solution. What method(s) do you suggest to shore up the fund for the future?

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I believe the Members of the 117th Congress and the President heard loud and clear what voters want. Voters want action to bring the pandemic under control, put people back to work and keep our economy open while rebuilding communities and working together toward a stronger future for our country. —Audrey Copeland

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The Chamber believes the need is greater than ever for federal action to modernize the nation’s infrastructure. We look forward to joining with... a growing group of stakeholders in working with the Administration and Congress on a long-term bipartisan solution. —Ed Mortimer

ABC: The American Society of Civil Engineers has put forth many brilliant, workable ideas to bolster infrastructure spending. Naturally, these solutions go well beyond the gas tax. User-based fees represent a critical component to stepped up funding. Public-private partnerships, though not panaceas and accompanied by risk, are also important elements of the solution. NAPA: The House and Senate in their respective surface reauthorization proposals included no details on how these bills [would] be funded. Congress has been patching the hole with General Fund revenue transfers into the highway account to cover the HTF shortfall. We expect Congress... to pass a budget and reconciliation bill where the HTF solvency issue should be addressed. In terms of funding the future of the program, Congress must consider a combination of an increased gas tax (in the early years) indexed to inflation, and some type of user-based fee like vehicle miles traveled (VMT) in order for the HTF to be sustainable. ARTBA: Over the last decade, states have taken significant steps to diversify their revenue streams. While state gasoline and diesel fuel taxes continue to be the cornerstone of transportation revenue initiatives, many states have included changes to other revenue sources as part of a broader package. These include motor vehicle registration and licensing fees,

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alternative vehicle fees and revenues from other transactions, such as rental car fees and occupancy taxes. There are now 22 states that have a variable gas tax rate component, which means that part of the rate changes automatically based on a published indicator, such as inflation or the wholesale price of gasoline. This helps states protect the purchasing power of their motor fuel tax revenue. U.S. Chamber: The Chamber believes in a need for a sustainable source of revenue for the HTF. We have maintained that we are willing to work with any party, industry, labor, local or state leaders to spur economic growth by reinvesting in America’s infrastructure, and we welcome all ideas to fund infrastructure improvements. In the short term, the Chamber has advocated for an adjustment to the federal motor fuel tax of $.05 per year for a five-year period. That would generate $400 billion over 10 years for highway, bridge and transit investment. We also need to continue to move forward on fully implementing a VMT mechanism that will maintain the user-based concept and ensure all alternative fueled vehicles pay into the much needed investment. We are following VMT pilot programs in over 10 states and believe it can be ready at the federal level in 10 years.

A NEW POLITICAL LANDSCAPE Q: While some in the industry are worried, many experts have

hope that infrastructure funding may be one of the few bipartisan things that can gain traction in 2021. Do you believe we will we see broad federal funding legislation passed? How will this impact the road building market? NAPA: I believe the Members of the 117th Congress and the President heard loud and clear what voters want. Voters want action to bring the pandemic under control, put people back to work and keep our economy open while rebuilding communities and working together toward a stronger future for our country. A key part of the legislative agenda in 2021 will be enactment of a multi-year surface transportation authorization bill before the FAST Act extension expires on September 30. Lawmakers know that investments in infrastructure get people quickly back to work and strengthen the economy. I expect to see significant increases in infrastructure investments that will positively impact the road building market. ABC: There is... at least one item upon which Democrats and Republicans seem to agree, and that’s on the need for greater infrastructure outlays. Accordingly, it appears that infrastructure spending may benefit from the outcomes of this year’s elections. ARTBA: Congress will have to address the issue of federal surface transportation investment as the extension of the FAST Act is set to expire on September 30. The good news is that there was legislation

approved in Congress... that called for a robust increase in federal spending. While these measures do not carry over into the new Congress, they do set a precedent. The Senate “America’s Transportation Infrastructure Act” was approved by the Senate Environment & Public Works Committee in July of 2019 and called for $278 billion in highway program funding, an increase of 27% over the FAST Act. The House INVEST in America Act, approved in July 2020, would have provided $319 billion in federal highway program funds. Transportation has traditionally been a bipartisan issue and one area where members of Congress can come together. Voters continued to show this at the ballot box where they voted on 335 state and local transportation funding measures. A record-high 94% of measures were approved in 18 states across the country, including Arkansas, Michigan, Ohio, Texas and Washington. Q: How might infrastructure investment change under the Biden Administration? Should the industry be afraid of his approach to sustainable initiatives? U.S. Chamber: The Chamber is ready and willing to engage in conversations with many companies to bring innovation and technology in building 21st century infrastructure. While we may differ on some of the specific proposals, the business community wants to be engaged in building modern infrastructure that will improve the environment and be resilient to last for many years. NAPA: During the 116th Congress, there has been an increased focus on carbon emissions reduction, resiliency and recyclability. A change in Administration will not shift that priority but will amplify it. The asphalt pavement industry has a long history of implementing sustainable technologies and is actively engaged in multiple efforts to reduce the carbon footprint of pavements. Transportation vehicles are one of the largest sources of carbon emissions in the U.S. With over 90% of America’s roads surfaced with asphalt, building and maintaining pavements in good condition or better plays a significant role in creating a

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low-carbon transportation network. When it comes to asphalt pavements, emissions reductions can be achieved through expanded use of proven technologies and optimized design and construction practices. NAPA will be working with the 117th Congress to continue to further reduce the carbon footprint of pavements by providing adequate funding through the next transportation reauthorization bill to keep existing roads smooth through timely maintenance, rehabilitation and reconstruction projects. Q: Will the industry suffer if the new administration works to reverse regulatory reforms the prior administration put in place? ABC: The regulatory environment will change meaningfully under a Biden presidency, but not for all industries. Among the most impacted industries will be oil, natural gas and coal. Firms in these segments are likely to face a more expensive regulatory framework, ultimately translated into less output than there would have been under a second Trump term. That will impact related construction. However, alternative energies will receive greater support, including wind, solar and battery technologies. U.S. Chamber: It is important for the industry to read “Build Back Better: The Biden Plan to Build a Modern, Sustainable Infrastructure and an Equitable Clean Energy Future.” Under the plan, the Biden Administration will push for “a series of policies to build worker power to raise wages and secure stronger benefits,” including expansions in union representation and collective bargaining, maintaining Davis-Bacon, Project Labor Agreements and expanding Buy American. As with all campaign proposals, the challenge is in the details. NAPA will be working closely with the Biden Administration to provide insight on how regulatory relief has proven beneficial and ensure the potential impacts of any regulatory reforms are well understood by policymakers.

FINDING WORKERS AND KEEPING THEM SAFE Q: How has the pandemic impacted the worker shortage and what do you suggest the industry do to help create a larger pool of workers for the future? ABC: Unfortunately,

construction skills shortages will remain after the pandemic. While it is true that construction has lost nearly 300,000 jobs on a year-ago basis, past experience suggests that many construction workers will retire or find opportunities in other industries, including in e-commerce (e.g., drivers, fulfillment center workers). The industry continues to experience elevated retirements and too few young people entering the industry. However, with unemployment elevated and people scrambling for middle income jobs, more young people may be induced into considering the skilled trades. Emerging training platforms, including those using virtual reality, may also induce more young people to enter the trades. To expand the pool of workers, construction must expand access to virtual training opportunities in addition to expanding the scale and scope of appren-

opportunities to develop programs with schools, technical colleges and universities, and then create a national support network that raises the profile of industry opportunities. Since most workforce development initiatives currently focus on the people already employed in the asphalt pavement industry, it’s crucial to target people outside the industry. A great example is when the Asphalt Pavement Association of Indiana began collaborating in 2017 with the Indiana Chapter of Future Farmers of America to introduce asphalt opportunities to agriculture students. The result was the firstever Ag2Asphalt Day in 2018, where asphalt producers, paving companies and equipment and materials suppliers, as well as colleges, participated in a career fair and offered hands-on experiences with construction simulators. We should continue to expand the philanthropy of the

first recognizing how exposure occurs and then controlling for that exposure. Initially, some of the state mandates and federal guidance were unclear and that created uncertainty and confusion, especially for companies that operate in more than one state. Once proper PPE was put in-place — for example, face coverings, sanitization and social distancing — productivity was not significantly impacted. However, due to media attention, some employees might have focused too much on protecting themselves from the coronavirus at the expense of paying equal attention to other daily construction hazards. U.S. Chamber: We have seen companies continue to operate and even thrive while ensuring their workforce and customers remain healthy and safe. The Chamber continues to promote important things such as wearing a mask, maintaining social distancing and washing hands until

ticeship programs. Too many young people look askance at construction, deeming it to be a less satisfying industry than those that align more neatly with college degrees. In short, the industry has to appear and be “cooler.” This involves marketing to young people, expanding the use of cutting edge technologies both for purposes of training and in the delivery of construction services, and emphasizing the wages, benefits and entrepreneurial opportunities that accompany the trades. NAPA: We need to identify

industry – especially through vehicles such as the NAPA Research & Education Foundation – and share the success stories of those communities and individuals impacted by our support and commitment to diverse recruitment. Q: Companies that have been busy with work have also been tasked with keeping their workers safe from the coronavirus. Has this negatively impacted productivity or are companies taking these challenges in stride and moving forward? NAPA: Companies treat coronavirus like other hazards by

a vaccine is [distributed] in the near future. ARTBA: Businesses across the country and all industries have had to adjust because of COVID-19. This includes enhanced measures that add necessary costs to keep workers and customers safe. Transportation is also a core business expense. To the extent that an increase in federal, state and local investment can help reduce those transportation costs in the short and long term, this will help offset the increase in other business costs and support longer-run gains in productivity. ET

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Federal investment accounts for an average of 50% of state transportation program capital outlays... A longterm, sustainable increase in federal surface transportation investment would help spur real market growth in some states and offset any potential pullback in other programs. —Alison Premo-Black

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R OAD B U I LD I N G | By Becky Schultz

Wirtgen Group / Vogele

The goal of paver manufacturers such as Vogele is to use technology to enhance the performance of the equipment, make operators more productive and help the equipment operate more efficiently.

OPERATORS Move to the Forefront in Paver Designs Both concrete and asphalt pavers have evolved to provide greater controllability and operator comfort.


aving equipment has come a long way in the past decade as manufacturers continue to improve their products’ features and capabilities in order to ensure optimal production speed and pavement quality. But changes have also targeted the paver operator and operation. “The ease of operation and the ability to train up operators continues to be a focus as

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finding a qualified labor force remains a challenge,” says Darick Franzen, vice president of business development - North America, Miller Formless. “Certainly, establishing easier operation and creating a comfortable work environment help in retaining and recruiting. “In terms of productivity and performance, a comfortable operator will stay more focused and efficient when operation and

controllability become easier,” he continues. “This in turn will create higher productivity and performance.” “Improvements to the operator’s station and controls make for a happier, more satisfied employee,” says Kevin Klein, vice president of engineering/research & development, GOMACO Corp. “Studies have proven happy employees have a tendency to stay longer at their

jobs, which ultimately cuts down on training costs and employee turnover.”

COOL OPERATOR As with other equipment, operator comfort goes a long way in keeping paver operators content. To this end, the Wirtgen Group has taken advantage of the synergy of providing a full line of equipment in both the

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Wirtgen Group


concrete and asphalt (Vögele) market spaces. According to Tim Nash, director of the Concrete Division, Wirtgen America, innovation is “at the core of Wirtgen Group design principles,” with comfort, visibility and safety part of the key focuses driving machine design. “With regard to comfort and visibility as it relates to the frame design, Wirtgen has long offered standard features such as vibration-reducing rubber isolators between the power unit and the operator’s stand, an overhead canopy and the ability to mount the control panel on either side of the machine for left-hand or right-hand paving for better operator visibility,” says Nash. “Having one of the quietest engine packages on our equipment for the last 10 years even further reduces operator fatigue and makes it more convenient for crew members to be able to communicate around the pavers.” Operator comfort is equally important on the company’s asphalt pavers, which include ergonomically efficient operator stations. “This keeps the operator in a comfortable position so they are more alert and productive,” says Jim Holland, vice president of Vögele. “It was important for us, as well, to prevent the paver operator from sitting over the tunnel where the heat of the asphalt can cause more fatigue. In addition, our swing-out dual operator seat has glass shields protecting the operator from elements of wind, heat and noise, providing the most comfortable workspace in the industry.” “Comfort and simplification have been big drivers in the

hopper, away from the crew for a more user-friendly operating environment.” Power Curbers has also implemented improvements to its concrete slipform pavers to enhance cooling, including more thoroughly enclosing and insulating the engine to reduce ambient noise and heat, and adding a cold air gap between the engine enclosure and operator’s console to prevent heat transfer. The company has even expanded its sun protection options with a larger, collapsible canopy. Cooling isn’t the only benefit of such design enhancements. “The top deck cooling system combined with the integrated generator have dramatically reduced the sound levels around the [Cat asphalt] paver, helping to improve crew communication and efficiency,” says Anderson. The G+ digital control system on GOMACO’s slipform concrete pavers is not only an advanced machine control system, it makes it possible to reduce ambient noise as well as vibration. “It has the ability to control the cooling fan based on temperature inputs from the engine and hydraulic oil. Based on these inputs, the cooling fan can run at a slower speed and produce less noise,” Klein explains. “GOMACO pavers have an isolated platform which

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reduces the machine vibration that operators would normally feel and makes a full day of paving more comfortable. Several operators have commented they no longer have that ‘fuzzy feeling’ in their legs anymore after working a full day.”

HIGH-VIS DESIGN According to Franzen, improved visibility is perhaps the single most important change in paver operator stations. “All manufacturers have worked hard and done a good job in seeing to it that visibility has become a top priority for the safety of others and to the jobsite itself,” he states. “The ability to see all sides of an operational machine becomes very important in the safety of others.” Greater visibility also aids in monitoring the work being performed. Caterpillar asphalt pavers utilize dual independent operating stations that swing out beyond the machine frame to provide enhanced visibility to curbs, longitudinal joints and truck exchanges. “The stations are equipped with color touchscreen operating displays, 12-volt power receptacles and heated seat options with pneumatic suspension that help provide day-long comfort,” says Anderson. “Lowprofile cooling systems and enhanced auger chamber visibility help operators monitor

“Air flow, temperature control, comfort features, ergonomics and visibility all will advance performance in a long day of paving. " — Darick Franzen

Increased visibility of the slipformed concrete gives the operator more information to make rapid, accurate adjustments to ensure a quality product.

Power Curbers Companies

Wirtgen Group / Vogele

By consolidating functions, it's easier for an operator to locate, control and monitor paver performance. Shown is the current generation operating concept on a Vogele asphalt paver.

highway-class paver development,” says Jon Anderson, asphalt paver sales support consultant, Caterpillar. “Long days and high employee turnover have led to the development of cooler operating environments, fumes ventilation systems and enhanced visibility. Also, automated machine functions and interactive operating displays have evolved to help limit operator fatigue and enhance efficiency.” “Air flow, temperature control, comfort features, ergonomics and visibility all will advance performance in a long day of paving,” Franzen agrees. Advances in operator station and control system design also have “the ability to assist operator focus and create a more professional atmosphere and environment.” Consider features such as Caterpillar’s top deck, frontmounted cooling system, which can help keep the operating environment cooler by redirecting exhaust air away from the operator and crew. “Cooler operating stations and fumes mitigation help operators stay more attentive,” says Anderson. “Cat highway-class pavers are equipped with a ventilation system that collects fumes from the auger chamber and redirects them with the engine and cooling system exhaust out over the

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GOMACO’s G+ is a versatile, user-friendly, digital control system that makes setup of the company’s concrete slipform pavers easier with features such as single-person, push-button calibration for steering and grade.

material flow in order to provide smooth flow to the screed for better pavement quality.” Power Curbers’ four-track, frame-over concrete pavers feature a large operator’s platform that provides a complete view of the front and rear of the machine and below the platform into the vibration chamber. The operator can also move the control panel around the platform to best suit the paving configuration. “Visibility and safety have been the driving forces for the design of our operators’ stations,” says Fred Bryan, vice president of sales, Power Curbers Companies. “Seeing the entire ground crew and being able to react quickly is essential for a concrete slipform operator. A better view of the slipformed concrete gives the

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operator more information to make rapid, accurate adjustments to ensure quality production.” The company’s other models offer the same advantages. “Twotrack Power Pavers equipment has a raised, centralized station offering a clear view of the entire process,” says Bryan. “The Power Curber 5700-D’s operator station lets you see the whole process from the controls.”

SIMPLIFICATION AIDS CONTROLLABILITY The ability to easily perform and monitor paver operations has been another key focus. “Operator control systems on highway class pavers have been evolving very rapidly in the past decade and the primary reason behind this is adaptation of

advanced technology by the paving crews,” says Vijay Palanisamy, director of product marketing & communications, Dynapac North America LLC. “They are looking for ways to improve efficiency and also working conditions. Technology advancement in this area not only helps tremendously in operators’ efficiency, it also helps in getting real-time feedback about the paving process.” Controllability is critical given the broad range of skill levels among today’s workforce. “The operator stations have become more intuitive to control and monitor the functions of a paver,” says Holland. “The Vögele paver can be placed into Pave Mode with the press of a single button. All settings for that job, including auger speed, conveyor speed, grade settings and paving speed, automatically resume to the previous settings. This allows for the operator to be more productive and maintain positive control of the performance of the paver. With the simplified controls, it allows the operators to be more conscious of safe practices and productivity.” “The goal of equipment manufacturers is to use technology to enhance the performance of the equipment, make the operators more productive and make the equipment operate more efficiently,” he adds, noting that Vögele’s operations concept is centered around ease of use. “This provides the best platform for a new operator to learn from and the experienced operator to better their productivity.” Operator stations now include carefully positioned switches/buttons based on frequency of use, says Palanisamy, making them easy to remember with minimal training. “Also, most manufacturers are going with symbols so that regardless of the operator region/language preferences, the operator can easily understand the functions,” he points out. “By consolidating these functions, it is easier on the operator to locate and monitor the performance of the asphalt paver,” Holland comments. “In addition, this enhances the ability to train new operators since it takes fewer steps to put the machine into the paving mode. “Control of the paver is much more accurate with the use of

sensors, which give feedback to the operator, as well. This will enhance our ability to allow the use of 3D control systems, as the use of these in paving applications is expanding,” he adds. Switches/buttons with lights for activated function on the control panel make it even easier to monitor paver operation at a glance. “Simplified controls with interactive operating displays help operators visualize machine conditions and simplify setup for more efficient performance,” says Anderson. “Being able to optimize machine functions not only helps reduce fatigue, it also helps crews produce better asphalt mats.”

ADVANCES IN AUTOMATION A number of manufacturers have invested in “smart” control systems designed to enhance and/or automate key functions. “Easy and reliable operation is one of the main focuses of control system advancements. Another area is capturing and showing in real time the key paving parameters so the paving crew consistently knows the mat they are putting down is within specification,” says Palanisamy. Such capabilities are referred to as operator assist functions on Dynapac Highway Class SD asphalt pavers. One example is Set Assist, which enables the paver to “memorize” the paving parameters of different layers of the job — paving width, thickness, head of material, etc. — and replicate those parameters consistently across different areas and days during a paving project. Another is Paving Manager, which controls all functions and displays real-time paving parameters, such as paving width and thickness and material throughput, so the jobsite foreman can monitor production in real time. Other assist functions include Truck Assist, Mat Tracker and more. “These advancements help the paver operators quickly set the paver for the particular job and start paving rather than waiting for time-consuming setups and trials before full production can begin,” says Palanisamy. “Another area where the operator is benefiting is the level of automation, which makes their life very easy and gets the job done accurately [with] repeatability of results.”

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Li C 48 N P E w w

Experience the Progress.

Active personnel detection at the rear

New joystick steering

Integral tyre pressure monitoring system

Liebherr weighing device with 'Truck Payload Assist'


Intelligent Assistance Systems for Liebherr Wheel Loaders Intelligent assistance systems enable Liebherr to offer holistic solutions for wheel loaders L 526 - L 586 XPower and to support operators in their day-to-day work. These include: Active personnel detection at the rear incl. brake assistant New joystick steering Integral tyre pressure monitoring system Liebherr weighing system with “Truck Payload Assist”

Find out more

Adaptive Working Lighting Operator’s Cab Without Steering Wheel / Steering Column – Joystick Steering Only Roof Camera for Front Area Monitoring Skyview 360°

The easy operation of these systems enables safe and efficient machine operation.

Liebherr USA Co. Construction Equipment Division 4800 Chestnut Avenue Newport News, VA 23607 Phone: +1 757 240 4250 E-mail:

ET0221_16-21_Pavers_BC.indd 19

1/26/21 2:28 PM


Caterpillar’s top deck, frontmounted cooling system helps keep the operating environment cooler by redirecting exhaust air away from the operator and crew.

Automated functions simplify and speed operation from setup to cleanup. “Cat F-Series [asphalt] pavers are equipped with auto-fill that helps simplify paving starts by filling the auger chamber until the mix reaches the material feed sensor set point,” says Anderson. “A singletouch material delivery function automatically activates the augers and conveyors with the touch of a button. One-touch hopper control allows the hopper wings and the optional front hydraulic apron to be folded with a single touch and release. “Cleanout/warmup mode activates the augers, conveyors and tamper bars (if equipped) in slow speed, allowing for the application of release agents to prevent material buildup,” he continues. “Machine-integrated grade controls help provide paving accuracy and ensure that the system always stays with the machine.” These features enable the operator to focus on other critical tasks, such as haul truck management and crew safety. Concrete paver manufacturers have developed their own

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equivalent of smart control solutions. “Our new SlipSmart Control Solution has elevated the capabilities of our equipment,” says Bryan. Capabilities of the Power Curbers Companies’ system include: simplified communication with 3D control systems; improvements to all aspects of slope controls; individual crawler steering with improved angle control; a new all-up jog switch that raises or lowers all posts simultaneously; a master vibrator control knob that increases or decreases hydraulic flow to all vibrators at once while maintaining individual vibrator adjustments; remote hydraulic controls; and a simple steering mode selector to easily swap between various steering modes. “These changes give the operator more precise, smooth control of the machine, which results in a higher quality slipformed product,” Bryan states.

“The additional tools allow the operator to set up for pours faster and get offline and cleaned up quicker at the end of the day. It is more efficient to navigate jobsites and load and transport our equipment from one job to the next.” GOMACO first introduced its proprietary G+ digital control system in 2011, ensuring a more versatile, user-friendly control system with more onboard diagnostics and multiple language options for the global market. “The control screen featured a display with a machine ‘run’ screen and control loop deviation meters, giving the operator fine-tune grade and steer performance using a high-definition, multi-colored bar graph meter which indicates machine deviations,” Klein explains. “Machine setup is easier than ever before with single-person, push-button calibration for steering and grade.” The company has since expanded upon these features. “Our G+ control system makes so many things possible on GOMACO pavers,” says Klein. For example, leg positioning with rotary-sensored slew drives on four-track pavers provide the system with information on the pivot arm position and work together with track rotation sensors to maintain tracks in a straight-ahead steering line. G+ can also be combined with the Navigator software and touchscreen display — which can be mounted anywhere on the paver — to enable ground personnel to fine tune paver performance and configure settings for paving accessories. “If there’s a GSI onboard — a GOMACO Smoothness Indicator to read the smoothness profile of the new pavement — Navigator also manages it,” says Klein. “It logs the paver’s speed and makes it possible to relate the machine speed with smoothness and automatically track the paver’s start and stop events. Instant smoothness results allow changes to be made right away in the paving process for better ride numbers overall.” On Wirtgen concrete pavers, much effort has been focused on striking a balance between user-friendliness and sophistication that can deliver lower operating costs, more uptime and improved smoothness, Nash indicates. “Multi-lingual display

capability utilizing pictographic images throughout the operator’s console offers more intuitive control and understanding, while features such as the Eco Mode allow for on-demand engine rpm sophistication as a standard on all machines to lower fuel consumption and emissions,” he points out. “Some unique features on the mainline pavers include a ground-level handheld remote that allows convenient machine setup by one person," he continues, "and an auto-lift function that mitigates stop/start roughness, therefore optimizing smoothness ability to achieve pre-grinding ride bonuses.”

IMPACT ON PAVEMENT QUALITY While designed to aid the operator, these and other advancements ultimately improve overall paving operations. “These enhancements accomplish three things: safer operation, greater efficiency and a higher quality product,” says Bryan. “A well-designed [concrete slipform paver] with a simple operator interface, combined with easier 3D/stringless machine control integration, quicker movement around the jobsite and faster setup, cleanup and transportation all make the machine more efficient. “More accurate, smooth and responsive speed, slope, steering and elevation controls contribute to a higher quality slipformed product,” he adds. “Better visibility and a more responsive machine make it a safer piece of equipment to work on and around.” Anderson agrees, noting, “Ease of use, comfort and machine automation all play an important role in producing quality pavements. Simplified machine functions that operators easily understand can help operators monitor other jobsite functions. Comfort features help alleviate operator fatigue and can lead to a continuation of proper paving techniques. Machine automation can help ensure consistent asphalt placement, leading to better quality surfaces and longer lasting roads.” Such end results make not just paver operators but all parties, particularly project owners, much happier at the end of the day and at the end of a project. ET

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New x 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

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Something something


Dynapac SD Asphalt Paver Range Roadtec RP-250 Asphalt Paver The RP-250 10-ft. paver has a 252-cu.ft. hopper with a 10-ft. 3-in. width, and offers a paving speed of up to 233 fpm and travel speed up to 13 mph. • 241-hp Cummins QSB 6.7 six-cylinder Tier 4 Final diesel engine and Sauer Danfoss Series 90 hydraulic pumps for propel and material feed • Features antisegregation design of the feed tunnel, feed tunnel discharge and rear augers, and sonic feed sensors to control each side of the feed system • Seats and controls mounted to seat station slide out past the side of machine and assembly pivots for added visibility • Large tires and adjustable frame provide optimal weight distribution and tractive effort

Caterpillar F-Series Pavers The AP500F and AP600F have wheeled undercarriages, while the AP555F, AP655F and AP1055F come with the Mobil-Trac undercarriage. • SE-Series screed platform available with vibratory only or vibratory and tamper bars • Some models offer screed packages with the capability of paving up to 33 ft. wide • ACERT Tier 4 Final engine includes standard Eco-mode and automatic engine speed control • Integrated generator brings screed plates to proper temperature in about 15 minutes • Screed extensions with two-speed proportional control for enhanced responsiveness near obstacles and more precise control

Leica MC1 for Stringless Paving The MC1 asphalt paving solution enables operators to precisely place cement-treated base course or start paving directly without waiting for manual stakeouts. • Operator can change height offset directly on the run screen • Fully compatible with iCON site and ConX for seamless data sharing, file transfer, as-built documentation, track, view and sync functions • Terrain models for milling and asphalt pavers • Smartspare TPS feature for the handling of spare TPS tracking and lock to target

Wirtgen SP 154i Slipform Paver The SP 154i slipform paver features a 436-hp Cummins Tier 4 Final engine that enables paving concrete surfaces up to 52.5 ft. wide and 18 in. thick. • Available with automatic dowel bar inserter, up to three automatic side tiebar inserters and a concrete conveyor for bottom layer paving • Standard oscillating beam and super smoother to produce a level surface • Hydraulically adjustable one-piece or two-piece side plates on both sides to minimize concrete loss • Four steerable and slewing crawler tracks


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The 8616D asphalt paver provides consistent material flow and delivers a paving width up to 15 ft. 6 in. • Legend HD PRO screed features springloaded end gates, HD flight screws, heavy-duty crown and valley mechanism and an angle-of-attack adjuster with vertical height adjustment • Includes 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 • Includes dual operator control platforms and multi-position, pivoting seats

The SD2500CS can meet tough ride specifications including airport runways, racetracks and new highways, plus is suitable for RCC paving applications. • Includes operator-assist technology such as Truck Assist, Light Assist, Width Assist and Screed Assist systems • Dual speed screed control offers two speed levels for faster reaction around quick obstacles and slower control for fine adjustments • Can be paired with the V5100THE tamper, high-compaction electric screed and extensions to pave to 27 ft. • “THE” high compaction screed technology allows flexibility of adjusting pressure and vibration parameters for optimal results

LeeBoy 8616D Asphalt Paver

Topcon Thermal Mapping System for Asphalt Paving

Volvo DD128C Asphalt Compactor Powered by a 148-hp Volvo D4 Tier 4 Final engine, the DD128C delivers fast rolling speeds while maintaining proper compaction spacing with the Impact Spacing Meter. • Includes a 79-in.-wide front drum with chamfer and radii drum edges and a 55-in.-diameter rear drum and auto-reversing eccentrics • Automatic drum wetting systems on both drums • Amplitude range of 0.003 to 0.03 in. • Standard Compact Assist Intelligent Compaction System

BOMAG CR 820 Asphalt Paver The CR 820 Series 8-ft. pavers come in rubber or track models with a 10-ton hopper capacity and a 160-hp Tier 4 Final diesel engine. • Stretch 16 hydraulically extendible screed offers 8- to 16-ft. infinitely variable paving widths and a 12-in. maximum paving depth • Quick-connecting extension kits deliver a maximum paving width of 20 ft. • Three-Point suspension floats the paver over subbase irregularities and maintains preset screed slope and grade • Operator station includes dual swing-out seat and consoles with 7-in. multifunction color display

The Thermal Mapper for asphalt paving is designed to monitor temperature segregation and easily provide accurate compliance reporting, all with real-time kinematic (RTK) positioning accuracy. • Provides a visualization to operators in real time of whether the mix falls within a pre-defined temperature range • Quickly tells operators if mix is stable or if moderate or severe temperature variation is occurring • Creates data reporting files to download for applications such as DOT compliance via an interactive Pavelink module

Minnich A-4SCW Dowel Pin Drill with i-QAN System

The A-4SCW on-slab self-propelled wireless drill features the I-QAN remote communication system that enables drill monitoring, diagnostics and remote access to field support via an iPad tablet, iPhone or Android device. • Offers a service weight of 3,260 lbs. and a maximum hole depth of 18 in. • Drills automatically retract and shut off when the hole depth has been reached • Remote control with joystick controls speed, steering, direction of travel and a dust collection on/off switch • Magnetic feed sensor prevents drill from traveling if the slider is not completely retracted due to the drill steel becoming stuck in concrete

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Miller Formless M-8800 Slipforming System

Power Curbers 5700-D Slipform Curb Machine GOMACO Xtreme GT-3600 Curb and Gutter Machine The Xtreme GT-3600 with the Xtreme package means tight radius paving is even easier and more efficient. • Each track includes rotary-sensored slew drives, sensored All-Track Steering and All-Track Positioning and smart hydraulic cylinders • Smart cylinders allow the G+ control system to know the exact track position to make steering adjustments as needed • Xtreme Radius program allows for tight radii on stringline • G+ control system easily interfaces with any of the major 3D guidance systems • Smart hydraulic cylinder utilized for intelligent offset when telescoping and side shifting the mold mounting system

The 5700-D features the SlipSmart Control System, simple and accurate controls that come ready to interface with Topcon, Leica and Trimble 3D stringless systems. • “All up” jog switch raises or lowers all crawler posts simultaneously • Vibrator master scaling knob allows operator to increase or decrease vibration across all vibrators while individual vibrator adjustments remain relative to each other • Features improved cross-slope control, auto-calibration for the radius steer sensor, fine scaling of speed pots, an easypivot conveyor and more

The M-8800 can pour up to 102-in. barrier and bridge parapet walls and up to 20 ft. in straddle or side-mount configuration. • 173-hp Tier 4 Final diesel engine • MFS Control System includes sensors and handheld remote and is 3D ready • Four tracks with independent steering and two-speed hydraulic drive motors • Includes 10-spool vibrator control, hydraulic frame widening (48 in.), heavyduty dual transfer augers, 45-in. elevation tubes, high-volume water wash down system and triple grouser track pads • Standard machine pours in right- or lefthand configuration

Wacker Neuson RD12 Series Tandem Rollers The 1.2-ton RD12 series vibratory rollers feature a 34.5-in. drum with front drum dynamic centrifugal force of 3,400 lbs. • RD12A powered by a 20.8-hp Honda gasoline engine and RD12K equipped with a 21.6-hp Kubota diesel engine • Fully recessed hydraulic motors provide optimal curb and side clearance • Tapered frame and hood design provides for visibility to the drum edges and more comfortable operation • Ergonomically designed operator’s platform

Trimble Roadworks 2D Paving Control Platform Trimble Roadworks 2D Paving Control Platform is an automatic screed control system featuring intuitive software built on the Android operating system. • Can use various 2D references to pave with a fixed thickness • Uses the same interface as the Earthworks Grade Control Platform and many of the same sensors as the PCS400 2D Paving Control System while running on a 7-in. TD510 touchscreen display • Two external keypads allow sensor values and input data to be easily changed in the field • Can be mounted on a variety of new and existing asphalt paving machines, regardless of manufacturer


Case DV36D, DV45D and DV45CD Vibratory Rollers The DV36D and DV45D double-drum rollers and DV45CD combination vibratory roller have high curb clearance and no overhangs for small- to mid-size compaction applications. • Drums can be offset to further improve access and performance during turns • Powered by a 43.5-hp Tier 4 Final engine • Feature 8,290- to 10,340-lb. operating weights, selectable dual frequencies (2,700/3,420 vpm) and automatic or manual vibration engagement • ISO-mounted operator platform with standard lateral-sliding seat • Standard 50-gal. water tank with pressurized water system • Compatible with the Case ACE Force Intelligent compaction system




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COM PACT E Q UI P M E N T | By Curt Bennink

Case Construction Equipment

Tailor Compact Loader Buckets to Boost Productivity Specialty buckets can maximize skid-steer and CTL performance.

that best accommodate your needs. To find to most appropriate bucket, you will need to know the following: ˜ Skid-steer tire or CTL track width ˜ Bucket width ˜ Material weight ˜ Operating capacity You also need to understand the applications a bucket will most commonly encounter. Will it be used mostly for loading, spreading, digging or handling loose material, or maybe a combination of them all? Will it primarily handle bulky, irregularly shaped objects? Will it be used for a specific purpose, such as snow removal? Or will it be required to serve several functions? Buckets tend to fall into four basic categories: general purpose, light material, multipurpose and specialty. Specific terminology for buckets varies between manufacturers, so ask your representative about the characteristics of each one to ensure you’re getting the right fit.

BUCKET WIDTH CONSIDERATIONS In most cases, the bucket should be wider than the tires or tracks of the carrier. If the bucket is not wide enough, you will be operating within the track of the machine, so you will not be operating on a flat plane. Also, if you overfill the bucket, the excess will spill over the edge and the tires or tracks will run over it, which changes the level of the machine. Ideally, the bucket should be about an inch or two wider than the tires or tracks. If you go too much wider, you can run into problems with machine overload. Keep in mind that wider and larger buckets will also weigh more, which will limit the amount of material you can carry, especially with smaller loaders. Bigger isn’t always better.

The Case 4-in-1 bucket allows the operator to experience the benefits of four attachments in one. It functions as a bucket, clam, dozer and scraper.


hile many contractors simply utilize the general-purpose buckets that tend to come standard on skid-steer and compact track loaders (CTLs), there are many bucket options that can tailor machines to specific applications, making them

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MATERIAL DENSITY AND WEIGHT more efficient and productive. The source of these buckets can either be the machine OEM or will-fit suppliers specializing solely in attachments, including buckets. Given all the choices available, you may either become thoroughly confused, or find a bucket, or possibly two or three,

For the bulk of applications, a traditional dirt bucket — a.k.a., construction, industrial or general-purpose bucket, depending on whom you talk to — is likely the best choice. It is by far the most commonly used type. But even here you need to make decisions. Do you need

extra strength and durability? How about teeth? What size do you need? Dirt buckets generally are good choices for digging and moving dirt and rocks. But the material’s density and ground conditions will dictate if you need to upgrade to a heavy-duty dirt bucket. Constructed from a greater thickness or higher grade of steel, this bucket type is designed for harsh applications that need added durability. Heavy-duty buckets are made for more severe, rugged use such as on a CTL or a larger skid-steer loader with more power, traction and force. Of course, when you add strength to a bucket, you also add weight. This in turn reduces the weight of material you will be able to carry. For example, while a 66-in. standard dirt bucket may weigh 540 lbs., a 66-in. heavy-duty dirt bucket may weigh about 660 lbs. In many applications, the heavyduty bucket may not be the best choice since the bucket weighs an additional 120 lbs., which reduces the available lift capacity of the loader. The limiting factor in buying any bucket is the weight and density of the materials you’re lifting. Look for the cubic foot rating on the bucket to make sure you don’t overload the machine capacity, which can stress the engine and drivetrain. Depending on the carrier, overloading may also eliminate your ability to roll back the bucket. Even worse, it can compromise safety. Carrying more load than intended for a given size loader can cause its back end to lift off the ground. When it comes to capacity, it may be tempting to opt for more than what is actually needed in an attempt to get work done faster. But that may hurt the performance of the machine. Sometimes, it’s a balance between capacity and cycle times. It may be possible to do more work with a smaller bucket because you aren’t constantly overloading your machine.

CAPACITY VS. BREAKOUT FORCE Bucket capacity is the maximum volume a bucket can hold, typically measured in cubic feet. There are two types of bucket capacities: struck capacity and

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John Deere

heaped capacity. Struck capacity is the volume the bucket holds when filled level with the top of the bucket. Heaped is the volume the bucket holds when it’s slightly above the top of the bucket. For weight calculations, use the heaped capacity for safety. You need to know this number and the density of the material to be handled to correctly match the bucket to the machine’s operating capacity. Multiply the material density by the bucket capacity to get the weight of the material being lifted. Be sure to include the weight of the bucket. If you are working with different types of materials, specify the bucket based on the heaviest material it will handle. Don’t forget that moisture content will affect the material density, so material exposed to rain can weigh significantly more. When capacity is an issue, you may want to consider a low-profile dirt bucket. These buckets have a longer lip, which in some cases offers more capacity. They also have a lower back, which enhances visibility.

John Deere offers grading-heel buckets that are similar in style and dimensions as standard dirt buckets, but with a squaredoff heel for backdragging applications. Smooth bottoms with no lifts or edges allow buckets to create a flat surface.

Low-profile buckets have become increasingly common. In addition to slightly more capacity, the increased visibility to the cutting edge allows the operator to see the edge when working close to curbs, gutters and buildings. While a low-profile bucket may enhance capacity, smaller buckets with a shorter lip and shorter bottom offer more breakout force than larger buckets with longer lips and deeper bottoms. This is due to simple geometry. A shorter distance lets you put more force on the bucket to break through the material.

wanted), a bolt-on edge can save wear and tear on the bucket edge. The surface the bucket will be used on determines if a bolton edge is necessary. The bolt-on edge is the leading cutting edge on the bucket. It can be replaced if worn out,

Multipurpose buckets increase versatility and minimize the need to transport other attachments to the jobsite. The trade-off is they come with reduced capacity and increased complexity.

SELECT PROPER GET Ground Engaging Tools (GET), such as weld-on or bolton teeth and bolt-on edges, can affect breakout force. If the material to be moved is highly compacted with rocks, a bucket with teeth and a shorter floor length will increase the breakout force. Teeth can also be beneficial in summer months when it’s dry because they can break through the hardpan. If teeth are not needed (or

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and will not affect the edge welded in the bucket. The corrosive nature of the material the bucket will encounter is another consideration. Thicker steel will mean longer bucket life in a corrosive environment.

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Caterpillar offers skeleton buckets for use with skid-steer, multi-terrain, compact track and compact wheel loaders. They allow operators to quickly separate rock and debris from soil.

While dirt buckets are by far the most popular choice for compact loaders, there are situations that dictate a different option. If the material to be moved is considered light material, you may want to consider a bucket with a higher capacity rating to move a higher volume of material in a shorter time frame. Light material buckets are deep with a high back to carry larger volumes of lighter material such as mulch, wood chips, sawdust, bark, etc. In some cases, they do double duty as snow buckets, although dedicated snow buckets are available from some suppliers. Utility buckets can also be grouped into this category. These buckets are not intended for digging but rather for moving material. They typically have more capacity than a dirt bucket, but they don’t have the strength. They are for loose materials or for backfilling around foundations. Many manufacturers also offer specialty buckets such as skeleton, brush and scrap grapple buckets. A specialty bucket can be more cost-effective in the long run due to the fact that the bucket is more efficient for the application. In some cases,

a standard dirt bucket will not work for the job. Skeleton and brush grapple buckets are essentially sifting buckets. They are a good choice for demolition or any task requiring you to separate dirt from the base material, since they let dirt pass through. Tasks could include separating out stone, brush or any other material that is large enough to not fall through the “cracks.” These buckets are also available with a grapple for handling and ripping out brush, small trees and shrubs. Scrap grapple buckets are essentially buckets with open sides — they have a bottom lip and back with sides cut out, plus a pair of grapples. For construction applications, they are often used to handle brush. They may also be needed in a demolitiontype application with grapples mounted to the top of the bucket.

MULTIPURPOSE BUCKETS Multipurpose or 4-in-1 buckets have gained popularity. These buckets can perform multiple functions because the bottom and sides can separate from the back. Operators can dig, load, carry and dump material as with a construction

bucket, plus grip debris like a grapple, or grade and level dirt. Serrated grapple edges are good for moving logs, beams, concrete chunks or other bulky materials. When closed, multipurpose buckets operate like a standard bucket, but with an added advantage for dumping at maximum height. You can roll the bucket out like you would any other bucket; dirt or other material will spill over the cutting edge, which works 99% of the time. But if you’re trying to reach into a dump truck that’s at the limit of the lifting height capacity of your machine, you can’t roll out a bucket enough to dump it because you will hit the sides of the truck. With a multipurpose bucket, you can simply open up the bottom of the bucket and spill out the material. When open, the back of a multipurpose bucket can serve as a dozer or box blade. If you’re doing trench work, having the straight-edge dozer blade is handy for backfilling. Plus, you can reach across the trench with the bucket open and use the backside to pull material in. The main advantage of a multipurpose bucket vs. a general-purpose bucket is versatility.

When a skid-steer or CTL is equipped with a multipurpose bucket, it doesn’t have to be changed as often and it reduces the need to haul additional attachments to the jobsite. This can result in time and space savings. While these buckets definitely offer some advantages, there are drawbacks to consider. Because of the mechanics required to open and close the bucket, you do lose some volume. Cutting edges and hydraulics also add to the weight, which decreases the available capacity. Multipurpose buckets are a more complex attachment, as well. The bucket cylinders are exposed and, by the nature of the bucket’s function, could be damaged. You must make sure the hydraulic cylinders are set in and protected from dirt and built-up debris. Make sure the cylinders are shielded. Hose routing should preferably be run internally through the bucket as much as possible to avoid being snagged and damaged. In addition, multipurpose buckets can cost up to three times as much, or more, compared to similar-sized dirt buckets. Yet, many contractors who have made the investment don’t go back to a standard bucket. They find they need to leave the seat much less frequently because the machine can now pick up things that the operator used to have to get out of the machine to do. Specialty buckets have several different applications, and each have pros and cons depending on the job. It is very important that the right bucket is used for the given application for both the machine and bucket to be cost effective. Oftentimes, contractors will find that there is more than one right bucket for their typical applications. Universal quick-attach systems on many of today’s skid steers and CTLs allow quick changes in seconds. In many cases, the buckets can be changed without the operator leaving the cab. This makes the case even stronger for selecting the most appropriate bucket for the job at hand. ET


Information for this article was supplied by Bobcat, Caterpillar, Gehl, EDGE, JCB, John Deere, Stanley Infrastructure’s Paladin brand and Takeuchi.

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Takeuchi TS80 Series Skid-steer Loaders The large-frame TS80 series skid-steer loaders feature 74-hp Deutz Tier 4 Final engines that supply 192 ft.-lbs. of torque at 1,800 rpm. • 7,950-lb. radial lift TS80R2 has a 2,825lb. rated operating capacity (ROC), 5,845-lb. bucket breakout force and 10-ft. 5-in. maximum hinge pin height • 8,965-lb. vertical lift TS80V2 has a 3,500-lb. ROC, 5,920-lb. bucket breakout force and 10-ft. 10-in. hinge pin height • Functional, well-equipped cab includes a lower threshold for easier entry and exit • Optional ride control, bucket positioning and high-flow auxiliary hydraulics

Gehl R190 Skid Loader The 6,800-lb. R190 features a 68.4-hp Yanmar Tier 4 engine and amped-up hydraulic system with an intuitive design for precise controllability. • 1,900-lb. rated operating capacity and 120.5-in. height to hinge pin • 18.5-gpm standard or optional 31.5-gpm high-flow auxiliary hydraulics • Spacious operator station with Level II ROPS/FOPS, side-folding restraint bar and adjustable armrests and adjustable control pods • Customizable integrated digital display and upper-left and upper-right instrument panels for easy readout and switch access

KOVACO Elise 900 Electric Skid-steer Loader The Elise 900 has two electric motors for travel and one for the hydraulic system. • Upgrading to a 400Ah battery increases working time 30% to 40% and rated operating capacity from the standard 1,984 to 3,000 lbs. • Planetary gearbox in each wheel reduces electric motor speed to the desired travel speed • Maximum speed of 8.2 mph • Features a vertical and horizontal shovel alignment function, self-leveling bucket and 11.81-ft. boom height • Provides easy interconnection with a mobile app for remote operation

Wacker Neuson 100-hp Loaders The 100-hp models include the SW32 skid steer and ST40 radial lift and ST50 vertical lift compact track loaders. • Rated operating capacities of 3,200, 3,500 and 5,000 lbs. • Hinge pin heights of 134.8 in. (SW32) and 136.6 in. (ST50) • Kohler KDI 3404 turbo diesel engine with maintenance-free diesel oxidation catalyst and selective catalytic reduction • Cab fully tips forward with loader arms down • Control options include mechanical hand-foot (SW models), electrichydraulic (EH) hand-foot and selectable EH (ISO and H-pattern)

Case B Series Skid Steers and Compact Track Loaders The B Series includes five compact track loaders and eight skid steers in radial and vertical lift patterns, as well as numerous horsepower and size classes. • Offer enhanced visibility, an updated operator interface and controls, simple startup and operation and powerful breakout force and auxiliary hydraulics • Completely redesigned operator interface includes left- and right-hand posts with simple ignition, push-button operation, easy throttle control and intuitive switches for all core functions • 8-in. LCD multi-function display includes a backup camera view in a split screen with machine data

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John Deere Tier 4 Final G-Series Loaders The 312GR, 314G, 316GR and 318G skid steers and 317G compact track loader feature an optimized boom design that provides lifting heights over 10 ft. on vertical lift models (314G, 317G, 318G) and a 21% increase in breakout forces on radial lift models (312GR, 316GR). • 1,550- to 2,124-lb. rated capacities • 51- to 65-hp Yanmar Tier 4 Final engines • 316GR, 318G and 317G offer 24% more engine power and all models provide 11% additional fuel capacity • 316GR and 318G feature two-speed, air conditioning, electrohydraulic joystick controls, enhanced lighting package and self-level and ride control combination

Bobcat R-Series T62 and S62 Loaders The R-Series T62 compact track loader and S62 skid steer are radius lift path models that feature 68-hp redesigned Bobcat 2.4-liter, Tier 4, no-DPF diesel engines and 2,150- and 2,100-lb. rated operating capacities. • Inline engine design and a durable directdrive system ensure high performance • Redesigned cooling system with a larger, higher capacity radiator and heavy-duty steel louvers on the tailgate • Stronger cast steel lift arm sections and powerful hydraulics improve lifting capabilities • One-piece sealed and pressurized cab

JCB Teleskid Available in tracked and wheeled versions, the Teleskid features a telescopic boom that combines vertical and radial lift capability. • Has a forward reach of 8 ft., lift height of 13 ft. and can dig below the chassis to a depth of 3 ft. • Bucket-positioning leveling system allows bucket level to be set and maintained throughout the boom’s range of movement • 74-hp Ecomax Tier 4 Final engine • myCHOICE software can be used to set control responsiveness and joystick sensitivity

Kubota SSV65 and SSV75 Skid-steer Loaders The 64-gross-hp SSV65 boasts a 1,950lb. rated operating capacity (ROC) and 4,839-lb. bucket breakout force, and the 74-gross-hp SSV75 has a 2,690-lb. ROC and 5,884-lb. bucket breakout force. • Vertical lift configuration can dump into a dump truck with 10-ft. sides • Kubota Tier 4 four-cylinder diesel engine • Include a spacious, dust-resistant pressurized cabin with an optimized climate control system, slide-up frontentry door and hand-foot controls • Standard two-speed travel • Optional high-flow hydraulics and multifunction lever for fingertip control of major machine and implement functions

Caterpillar D3 Series Skid Steers and Compact Track Loaders The D3 Series includes 16 skid-steer, compact track loader and multi terrain loader models offering rated operating capacities (50% tipping load) from 2,185 to 6,200 lbs. and 67.1 to 110 gross hp. • Wider opening cab door for easy entry and exit and an added 3 in. between joystick pods for extra space inside cab • CTLs feature standard two-speed travel and changes to the undercarriage frame and torsion axles that reduce machine pitching and rocking • Smart Technology automatically recognizes and converts machine controls to align with Smart Attachment needs • Advanced control features include Return-to-Dig and Work Tool Positioner

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T E CHN OLO G Y T R E N D S | By Sara Jensen

ADVANCEMENTS in Battery Systems are Increasing

The Webasto CV Standard Battery System can be scaled to provide the power necessary for a range of equipment types.

Web a


Developments in battery technology enable higher power capabilities and more uses in heavy equipment.


The RQ350 is Delta-Q’s smallest and lowest powered charger at 350W. It came about due to increased conversion to lithiumion batteries, which could use a smaller charger.

Delta-Q s



s electrification continues to advance in the heavy equipment and vehicle industries, so do the battery technologies available to power them. With these new technologies have come increases in power output, as well as new applications in which batteries are employed. Nikola Motor Co., for instance, announced in November 2019 it was introducing a new battery technology with energy density of 1,100 watt-hours per kg on the material level and 500 watt-hours per kg on the production cell level. The prototype of this battery removes binder material and current collectors, enabling more energy storage within the cell. Use of the battery in Nikola’s battery electric trucks could enable them to drive 800 miles fully loaded between charges, and reduce their weight by 5,000 lbs. compared to the competition if the same battery size was kept. Nikola’s hydrogen-electric fuel cell trucks could surpass 1,000 miles between stops and top off in 15 minutes. Mourad Chergui, product manager at Delta-Q Technologies, says battery

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technology has reached a point at which it allows heavy equipment to have the same duty cycle — typically an eight-hour shift — as traditional power sources. Case Construction Equipment’s fully electric backhoe-loader, introduced at CONEXPO-CON/AGG last year, is a demonstration of this capability. The 580 EV, also known as Project Zeus, is powered by a 480V, 90-kWh lithium-ion battery pack that supports most common eighthour workday applications on a single charge. Advancements like these show that battery technologies are overcoming many of the concerns regarding range associated with electric vehicles and equipment.

MORE MANUFACTURERS ENTER THE BATTERY SPACE Development of electric-powered equipment and vehicles will continue to increase in future. As such, over the past several years, many component manufacturers have begun diversifying their product portfolios to include batteries. In November 2019, Webasto, which is probably best known for its heating and cooling products, introduced its commercial vehicle (CV) Standard Battery

System. Designed for scalability and configuration flexibility, the battery pack provides 35 kWh of energy and allows up to 10 packs to be combined to provide enough power for larger equipment applications. Josh Lupu, director of marketing at Webasto, says the company started investing in high-voltage technology around 2010 due to the increased interest and future growth it was seeing in regards to hybrid and electric vehicles. “We created the high-voltage heater. That was our first entry into e-mobility or the electric powertrain,” he says. “That was the start of Webasto diversifying into non-combustion powertrains.” In 2016, the company started developing charging stations and acquired a charging station company in 2017, which is also when it started developing the CV battery system, a nickel-rich NMC (nickel manganese cobalt) prismatic cell battery. Webasto chose the NMC chemistry because it provides high energy density as well as a long life. “We have a lifetime of 3,000 cycles or eight years,” says Lupu. “This means if you fully discharged the battery if it was at 100%, and then fully charge it back up to 100%, you could do that every day for eight years.”

In reality, that is not how people will use the battery; no one usually fully discharges and recharges it. But it’s been verified that it can withstand that type of use. “It’s very robust and made for extreme use cases,” says Lupu. Briggs & Stratton is one of the latest engine manufacturers to announce its entry into the battery development market. “We’ve identified that there’s a gap in the marketplace of people that are powering units anywhere from 0.5 kWh up to 20 kWh,” says Christine Davison, senior manager marketing, Engines & Power. “We believe there’s a big opportunity there.” She notes there are some manufacturers offering lead acid batteries in that power range, but not lithium-ion technology. The company wanted to offer a flexible lithium ion solution for this power range, and so developed the Vanguard Commercial Lithium Ion Battery pack. In addition, the company saw where the markets it serves were heading and wanted to position itself to be more agnostic about the types of power systems it offers. Key markets it is looking at for the battery pack include construction, agriculture and traditional outdoor power equipment such as lawn mowers.

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Case Construction Equipment

Equipment that would be used inside a building would benefit from using the technology to protect the health and safety of workers, as there would be no exhaust fumes emitted such as would be the case with a gasoline engine. The system is customizable to an application. “Although we first launched with a 5-kWh 48V pack, as we move forward, and as more products and more customers are being developed, those packs can be customized to an application,� says Davison. An advantage of Briggs & Stratton’s technology is that it only uses the power that is needed for that application. “You’re not using anything extra; you’re not paying for power you don’t need,� notes Davison, “which is a huge advantage for the OEMs we will be working with.�

A COMPLETE, MODULAR SYSTEM Creating a system that is modular and can be customized to an application is beneficial for OEMs looking to develop electric vehicles. Having the ability to choose how many battery packs to use in a machine based on its power needs helps ease the design process. For example, Webasto offers

a plug-and-play system that reduces development time, cost and resources for OEMs. “We’ve had several customers want to use this system because they can have one supplier, one battery pack that they can use across their full product line,� says Lupu. “They can use one [battery pack] on this piece of equipment, two on another piece of equipment and 10 on yet another, which significantly simplifies their R&D.� Providing a complete system is also a key aspect. Davison says the Vanguard battery comes with the battery management system — which ensures all components work together properly and safely — as well as the controller and charger. In addition, she says Briggs & Stratton is able to help manufacturers with the design and integration of the battery. The company does all of the assembly and testing of the battery system, which helps reduce development time and costs. “Putting together the battery cell module and integrating it with the charger, battery management system, controller and motor is really where we deliver value because we’re bringing that whole system together to work

DIVERSIFYING POWER OPTIONS While electric-powered systems continue to advance, many in the heavy equipment industry agree that traditional diesel- and gasoline-powered engines are not going away any time soon. “We believe gas engines are going to be around for a really long period of time,� says Christine Davison, Briggs & Stratton. Battery technology is still in its infancy, she says, and there are many challenges yet to overcome, such as run time and quick charging capabilities. But like many companies, Briggs & Stratton knows there is a need to diversify power source options. “The beauty of what Briggs & Stratton does is we can provide products that complement each other to help customers get their jobs done,� says Davison. Customers could have some machines in their fleet that use engine power and others operating on battery power to meet their various needs. “So, it’s kind of a one-stop shop from a power [perspective],� says Davison.

Case’s electric backhoe-loader is powered by a 480V, 90-kWh lithium-ion battery pack that can be charged by any 220V/three-phase connection. [in the OEM’s application],� says Davison. Webasto also provides a complete system consisting of the battery and vehicle interface box (VIB), which Lupu says is the brains of the system. It will load balance, houses the charging interface, constantly monitors the cells and keeps everything in a safe operating range. Proprietary software developed in-house by Webasto

knows voltages will start to increase in the coming years. Right now, 400V is the norm for high-voltage electric powertrains. But Lupu says that it will eventually rise to 800V, with many manufacturers already developing systems in this power range. “When you do that, you’re able to achieve more power with less current, which means you’re running cooler, can use thinner gauge

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is used in the VIB to recognize how many packs are hooked up and if they’re being run in parallel or series. The same box and packs can be run at 400V if connected in parallel or at 800V if connected in a series. “That’s significant because it allows the manufacturer to be flexible in their design process,� says Lupu. It also prepares OEMs for the future, since Webasto


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T E CHN OLO G Y T R E N D S Briggs & Stratton

wire and can charge the system faster,” he explains. The VIB has provisions for both the standard 240V AC , level 2 charging (J1772) and

DC fast charging. “It is completely up to the manufacturer which they choose to use in their application,” says Lupu. The battery is liquid cooled,

LEARN MORE ONLINE Electric-powered Machines Spark Excitement at CONEXPO-CON/ AGG 2020 — Electrified Construction Equipment Gaining Momentum — How Close Is Electrified Equipment to Your Operation? — [PODCAST] Briggs & Stratton Unveils Lithium-Ion Battery Technology —

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with coolant paths within the battery enclosure using a 50/50 water-glycol mix to cool it. Manufacturers can choose to use one of Webasto’s many battery cooling systems, one of which was developed specifically for the CV Standard Battery. It is an all-in-one heating and cooling system capable of cooling the battery system with a capacity of 5 kW. Liquid heating capacity is in the range of 7 to 10 kW and provided by the company’s high-voltage heater. Sensors continuously monitor the temperature of the battery cell and command the use of heating or cooling to keep the system in a safe operating range.

INTEGRATED BATTERY CHARGING In talking with OEMs and end users, Chergui says there is a drive toward having less maintenance on batteries. As such, they are seeking higher power levels, faster charging, as well as the ability to utilize public charging infrastructure. The Vanguard Battery Packs are serviceable, Briggs & Stratton points out, which makes them unique within the market and will be beneficial for end users. Regarding charging technology, the trend is moving toward integration of battery chargers into a piece of equipment. Onboard charging

Briggs & Stratton

The first demonstration of the Vanguard battery was on an ARGO J8 unmanned ground vehicle.

The Vanguard battery comes with the battery management system as well as the controller and charger, offering a complete package. makes it easier for end users to charge the machine anywhere instead of having to go back to a home base and charge for several hours overnight, which Chergui says is typical with lead acid batteries. “I would attribute [the shift] to the emergence of lithium battery applications, which require higher input rates,” he adds. “Having the equipment on board is definitely the way to go.” Growing use of lithium batteries led Delta-Q to develop its latest charger, the RQ350, which is the company’s smallest and lowest powered charger at 350W. “When an OEM converts from a lead acid to a lithium battery, the vehicle and battery are much lighter,” says Chergui. The lithium battery is 20% to 30% more efficient, and thus smaller than its lead acid counterpart, which allows the charger to be more compact and smaller, as well. Because of this, use of chargers in various off-road applications, particularly more compact equipment, is growing. Global emissions regulations and efficiency improvements will continue to drive development of electric power systems, and thus battery technology, in the coming years. “We’re going to see a lot more normalization of electrification and a lot of the components are going to be driven toward [becoming] a commodity item,” says Kevin Rhodes, chief engineer of electrification at AVL. “That’s important because right now, a lot of things have to be custom made.” He believes components such as chargers and inverters will become standardized as power levels and use cases become more normalized. This will help drive down costs. It will be the same with battery technology, which is currently a large cost driver of an overall electric-powered system. Rhodes expects more battery chemistries to continue to be developed and more manufacturers will get into the battery space. “I think right now is really a great time to get into that space because it’s just going to continue moving very rapidly,” he states. “And if you’re not getting on board with it right now as a company, you’re going to be left behind to some extent. You really need to at least be advancing your knowledge of that and be ready for the changes that are going to be coming in the next five, 10, 20 years.” ET

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BATTERY-POWERED SAWS Boost Time Savings and Safety Battery power allows for faster setup, reduced maintenance and zero emissions, meaning enhanced productivity and safety. Koetter Construction is one of the largest full-service, design-build general contractors and commercial developers in Southern Indiana and the Greater Louisville, KY, area. Almost half a year ago, the company brought on board new Milwaukee Tool MX FUEL 14-in. cut-off saws to supplement its gas-powered saws. For Koetter’s hardscape and masonry divisions, the saws — which use a combination of advanced motors, electronics and batteries in place of a two-stroke engine — have proven to be ideal in situations where quick cuts need to be made.


Koetter’s teams can easily get the new battery-powered saws started and get right down to cutting. But while the hardscape and masonry divisions are realizing the benefits, one Milwaukee Tool team that is often the “unsung hero” is truly reaping the rewards. As fleet manager, Ed Michal is responsible for maintaining nearly 70 trucks, 100 pieces of heavy equipment and many other miscellaneous tools needed by Koetter’s divisions. When it comes to the gasoline-powered saws, busted spark plugs, snapped pullstart ropes, dirty air filters, failing carburetors and more have Battery power on the MX FUEL 14-in. cutfrequently required off saws enables teams from Koetter Michal’s attention Construction’s hardscape and masonry over his 28 years of divisions to easily get the saws started and leading his team. “There’s rarely a get right down to cutting.

Milwaukee Tool


here are few things more frustrating than needing to make a quick cut but having to go through a multi-step process to even get the saw started. Worse yet is finding out that the saw won’t start at all. Suddenly, what was supposed to be a quick cut gets that much harder and longer. Most cut-off saws run off two-cycle engines that require mixing the proper ratio of oil to gas. Once gassed up, you have to pump the choke at least 10 times before it will fire. And once it’s pumped, it’s time to start the saw; but that isn’t quick either. The pull-start requires firm pulls to get the saw to sputter to life. Assuming all that goes to plan and the saw gets going, there’s no denying it’s not exactly conducive to maintaining jobsite productivity during a normal day — let alone in the dead of winter.

Milwaukee Tool MX FUEL 14-in. cut-off saws use a combination of advanced motors, electronics and batteries, providing low-maintenance operation and zero emissions. week that goes by where we don’t have gas-powered chop saws that need maintenance,” says Michal. “It can be anything from the replacement of pistons, springs or ropes to potentially complete tear downs.” In fact, Michal even has a “scrapyard” for all the gas-powered cut-off saws his team has had to tear down. “We spend four hours a week on just these saws alone, and this could be time that could go toward other critical maintenance on other pieces of critical equipment,” he says. Then, Koetter brought the battery-powered saws on board. “In the time those saws have been out in the field, we haven’t had to maintain a single one. Once they go out, I don’t see them again,” says Michal.

NO MORE EMISSIONS Battery power also addresses

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a very common safety issue of gasoline engines — emissions. When used in buildings or semi-enclosed spaces, gasolinepowered tools such as concrete cutting saws (walk-behind and hand-held) can put users at risk of CO2 poisoning. This gas can rapidly accumulate even in areas that appear to be well-ventilated and build up to dangerous or fatal concentrations within minutes. As reported by the National Institute for Occupational Safety and Health (NIOSH), a plumber using a gasoline-powered concrete saw in a basement suffered from CO2 poisoning even though the doors and windows were open and a cooling fan was in place. In addition, an OSHA report shared that two workers died while using a wet cut-off saw to cut a hole in a basement wall for a new window. Each felt ill and tried to move to fresh air

but collapsed before they could get there. These examples demonstrate how real the dangers can be. But these deaths can be prevented. With the danger of CO2 inhalation squarely in focus, the problem of needing to cut in a confined space often remains. Battery power eliminates gasoline engines, thus eradicating the fumes that they create. This provides workers with a much less hazardous environment. For a company’s bottom line, all of this makes batterypowered cut-off saws a major advantage. Not only will battery-powered light equipment save on the time and money associated with maintaining gas engines, but it will also help keep workers (your biggest asset) safer in the long run. ET Information for this article provided by Milwaukee Tool Corp.

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Ukey Keyless Ignition Alarm System This keyless ignition alarm system is designed to solve the issue of unauthorized use on a large array of machines, such as scissor lifts, boom lifts, backhoes, skid steers and others with a 12- or 24-volt system. • Eliminates physical keys • Assigns a unique four-digit pin number to each operator and is programmable to fit up to 124 user codes • Provides ability to see the last 10 operators that used the machine • Includes starter protection and tamper alert, which notifies if someone has attempted to log on or hotwire the equipment

AAMP Global EchoMaster Fleet Solutions Telematics Products This line of telematics products and services includes two asset and two fleet trackers, an intelligent dash cam, live streaming video and real-time tracking for on-road, off-road and off-shore vehicles. • Film live streaming video both outside and inside fleet vehicles • Provide real-time tracking of fleets via driver management, vehicle health, maintenance management, traffic and route planning • User-friendly, single platform monitoring software accessible via tablets, mobile devices (Android and iOS) and PC • Track both motorized fleet vehicles and non-motorized equipment

HCSS Aerial This HCSS Aerial cloud-based solution for continuous monitoring of infrastructure construction projects now provides survey-grade accuracy levels of 1/10 ft. from independent checkpoints across small and large survey areas. • Enhanced Accuracy Report and Checkpoints Support validates model accuracy • Includes Local Coordinate System Support for geo-referencing and seamless workflow integration and Terrain Filtering capabilities for more accurate volumetric measurements • Image Validation used to check integrity of images selected for uploading and look for gaps • Works with the latest generation of drones for professional applications

Milwaukee Tool One-Key Asset ID Tags

Verizon Connect Reveal Starter

Durable ONE-KEY Asset ID Tags allow users to easily manage smaller tool and equipment inventories by providing instant documentation as assets are transferred between jobsites and users. • Users simply scan tags to record time and location data using any smart mobile device with an integrated camera and the ONE-KEY app installed • Available in small (0.69” x 1”) and large (1.5” x 2”) and come in sets of up to 200 designed to adhere to either plastic or metal surfaces • Offer resistance to water and chemical exposure, fade protection from UV light and scratch resistance, and can maintain adhesion through significant temperature fluctuations

Reveal Starter is a fleet management solution designed for small businesses, making it a mission-critical service for companies providing field services, transportation and deliveries. • Plug-and-play device is simple to install • Provides access to vehicle near-real-time location information via an iOS or Android-enabled app or directly on the Reveal website • Allows fleet owners to manage, track and get alerted on driver assignments, miles driven and driver behavior (such as speeding, hard braking, etc) • Provides detailed vehicle reports for understanding long-term trends and performance • Available at corporate retail locations

Hilti Concrete Sensor System This concrete sensor system is an end-to-end solution to help contractors more accurately measure and predict the performance of concrete, potentially enabling schedule acceleration of construction projects. • Includes a portfolio of connected devices, easy to use mobile app, internal lab testing for calibrating concrete mix designs and training and support services • Sensor embedded into concrete works with the easy to use software to provide real-time data on concrete as it cures and dries • Mobile app can quickly share the status of the concrete’s estimated strength, temperature and relative humidity

DT Research Military Standard 360 Convertible Laptops The military-grade LT320, LT330 and LT350 transform from a laptop with a standard full-size keyboard with multi-touchpad into a tablet by flipping the screen 360° and closing it to the back of the keyboard. • Antimicrobial enclosure inhibits growth of microorganisms on surface • Run the Windows 10 IoT Enterprise operating system on Intel 10th Generation Core i5 or i7 processors and have full-size, backlit keyboards • 11.6-, 13.3- or 15.6-in. LED-backlight, high-brightness sunlight-readable screen • LT330 and LT350 come with dual high-capacity 11.4V, 5400mAh batteries that are hotswappable for 24/7 operation

Leica iCON Field Software Version 6.0 The iCON field software version 6.0 includes improvements that provide fast, precise, real-time verification of justconstructed parts in a building project. • Enables integration of Leica’s Nova MS60 scan workflows • Provides grid scan functionality from motorized iCON sensors • Delivers in-field verification of point cloud data (MS60) and single-point measurements (iCT, iCR, iCB, MS60) • Offers a straightforward user interface and apps designed for construction users • Supports a range of data formats including common CAD and IFC

Procore BIM - Dynamic Wall Elevations With Procore BIM and the Dynamic Wall Elevations feature, users can quickly generate elevations, or lift drawings, instantly in the field. • Lets users zoom in and out and analyze dimensional relationships down to 1/8th of an inch • Select any object to get the centerline or outside dimensions to grids and levels to validate that everything is installed exactly per the coordinated model • Reduced rework means safer projects and cost savings

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3D scanners spin in a 360˚ radius to analyze every tiny detail of the construction site.


Does 3D Scanning Live Up to the Hype?

Here’s how 3D scanning technology can deliver ROI throughout the project life cycle.


he market for 3D scanning is growing and gaining steady adoption. Construction stakeholders are realizing the value the technology provides and using the tool throughout the project life cycle. 3D scanners provide project stakeholders with deep insights by capturing the precise measurements of a designated area. The scanner spins in a 360° radius to analyze every tiny detail of the construction site. These details are combined with highresolution imagery captured by the scanner’s camera. The result is a perfectly dimensioned digital replica of the space that can be viewed as a virtual tour. Verifying the site in this way eliminates the potential for human error and allows for accuracy unattainable with manual techniques. Many still question how this information is valuable. On paper, this service looks like an additional cost. Scanning, however, more than pays for itself by reducing and eliminating project mistakes and speeding up the project timeline. Here are a few ways that scanning delivers ROI throughout the project life cycle.

1. UP-TO-DATE AND ACCURATE SITE MEASUREMENTS Too often, out of date or unreliable documentation is used to create project plans. This sets the project on a crash course toward

unforeseen additional costs and timeline delays from day one. Verifying the site at the beginning of the preconstruction phase with 3D scanning gives the project’s engineering and design teams the as-built documentation they need to avoid costly mistakes down the line.

2. REMOTE COORDINATION In addition to reducing the potential for mistakes, the scan’s 3D virtual tour allows project stakeholders to visit the site whenever needed. This is valuable considering current events. Since the breakout of COVID19, traveling is complicated. Analysts are predicting that companies will continue to have restrictive travel policies for the next few years to protect their people and mitigate risk. To adapt to these changing times, teams on opposite sides of the country need a way to coordinate project plans. Scanning gives stakeholders this option with a 3D virtual tour. This real-world view is accurate within an eighth of an inch and makes it easy to get familiar with the project and coordinate plans. This freedom to visit, measure and verify plans decreases the likelihood of faulty designs.

3. CLASH DETECTION The clarity that the scan provides can also assist in preventing trade errors. Each trade can use the scan to communicate and

coordinate instead of drafting in isolation from one another. Using the 3D scan as an asbuilt allows costly clashes to be noticed and corrected. Building information modeling (BIM) takes these capabilities even further. By importing the project’s 3D models into the scan, the virtual tour becomes a project road map that can inform all teams on

Verifying the site with 3D scanning gives the engineering and design teams as-built documentation to avoid costly mistakes. each stage of the job. This heightened communication allows field team progress to be systematic, productive and streamlined.

4. DECREASED REWORK By clash detecting and preventing design hiccups, 3D scanning also reduces rework. Trusting the scanner to measure and assist with the coordination leads to better solutions and the opportunity for skilled workers to do things correctly the first time. Elimination of rework leads to time savings and is a benefit for the overall health of the project,

ET0221_33_ProfitMatters_CB.indd 33

as rework is the ultimate timeline killer. In a 2016 study by Dr. Heather Moore and Dr. Perry Daneshgari, rework negatively affected productivity by 300% ( Dr. Moore summarized: “For example, if your rework is an average of 10% of the total work completed on the job, then its impact on the job is wasting 30% of the labor.”

According to the study, up to 30% of all work completed on a job is rework. The resulting extension of deadlines leads to an increased budget and negatively affects the bottom line.

5. INCREASED PROFIT MARGINS Construction projects are a game of margins. The top priority is to work as productively and efficiently as possible to maximize the budget and make a decent profit. While it does not prevent all rework costs, scanning prevents a lot by providing a clear outline of the project.

By relying on scanning during the design process, field teams finish tasks smoothly, measurements are near perfect and plans are sound. A case study published by DJM described how it was able to design 33,000 sq. ft. of duct in less than four days. A customer story from Faro found that scanning reduced project costs by 20% (https://bit. ly/3lBGCba). Companies that refuse to use 3D scanning are going to be outbid by those using it in the future. COVID-19 has caused an industry-wide digital transformation. The pandemic has forced stakeholders to examine their current technologies and modernize operations, but many are still resisting change. These unoptimized processes waste over a quarter of a construction worker’s time. Outdated workflows cost the industry an estimated $177 billion in losses annually. Refusing to adopt construction technologies can negatively affect a company’s financial prospects by harming profit margins. The bottom line is that practices like 3D scanning are proving their validity and will eventually be industry standard. It is time to jump on the bandwagon. ET John Brown is head of 3D Scanning, DJM, leading the 3D scanning division of DJM CAD & Coordination.

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T R U CKS & T R A N S P O R TAT I O N | Curt Bennink

Select the RIGHT TRANSMISSION FLUID for Heavy-duty Trucks Transmission type and application determine the best choice.

©vit –

The severity of the application has to be taken into consideration when selecting transmission fluids and determining proper change intervals.

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1/26/21 2:24 PM



very transmission supplier lists the approved oil specification for its products. But there are several other factors that may influence the ultimate choice. “The first thing to note is that operators should always follow original equipment manufacturer (OEM) recommendations when making a transmission fluid choice,” says Darryl Purificati, OEM technical liaison, Petro-Canada Lubricants. “These recommendations should be the first point of reference for any fluid- or lubricant-related decision.” Next, the severity of the application and expected oil drain intervals should be considered. “In comparing different transmission fluids for the same application, the criteria should be based on the specification and available supporting material such as testing or field trials for proof of performance and OEM validation/formal approvals,” says Purificati. “There are still differences even for those fluids that meet the manufacturer’s specification.” He adds, “Any given heavyduty transmission OEM will publish a specification that will outline the minimum chemical and performance requirements

for a fluid. Some transmission fluids are formulated to exceed some of the specific performance targets. A few of the more common characteristics that can exceed OEM requirements are cold temperature properties, wear protection and resistance to oxidation.”

UNDERSTAND THE APPLICATION Vocational truck applications place unique demands on heavyduty truck transmission fluids compared to line-haul applications. Even the way you track maintenance intervals can be different, depending upon the application. “Any time you are operating off highway, you may want to look at hours more than miles,” says Stede Granger, Shell Oil. “You could be really using the engine and transmission but accumulating very little mileage.” Manufacturers often list mileage and equivalent hours of operation in their maintenance recommendations. The application will help determine what product is needed and how often it needs to be serviced. “Depending upon what you are doing with the transmission, how much off-roading you are doing, you could be exposing fluids to higher temperatures,” says Granger. “If that is the case, that could lead to more oxidation of the oil. You don’t want to be operating severely

oxidized oil. In an off-highway application, you definitely don’t want to go past those recommended intervals.” The other issue with offroad applications is the potential for contamination. “Getting dirt and water in there would be more likely when you [have] off-road vs. over-theroad applications,” says Brad Jordan, Shell Oil. There are currently three distinctive transmissions that dominate the heavyduty truck market: manual, automated manual (AMT) and automatic. No matter which type of transmission a heavyduty truck utilizes, it is critical to use the fluid approved for that particular make and model of transmission by the manufacturer. “These three types of transmissions have different hardware architecture that will require, for example, different friction modifiers, different levels and types of anti-wear additives and corrosion protection additives for soft-yellow metals,” says Purificati. “It is always very important to ensure you are using the correct fluid in the correct transmission and for that

ET0221_34-37_Oils_CB.indd 35

application. Operators should also always follow OEM recommendations and advice from qualified lubrication specialists.” Owners need to use an approved fluid to maintain the OEM warranty. “Equipment that is out of warranty should still use products that are recommended for or suitable for use in the transmission,” says Penney Do, driveline specialist, Chevron. “Severe applications (high loads, steep climbs) would benefit from synthetic-based products. The higher viscosity index gives better film thickness at elevated temperatures when compared to conventional. Additionally, it offers better protection during cold starts.” Check for any test data. “An approved fluid has met the rigors of testing defined by the OEM,” says Do. “Some fluids may have supporting field testing (as opposed

Eaton came out with its current transmission oil specification, PS-386 Synthetic Transmission Fluid, in 2017. The company believes synthetic lubricants offer opportunities to promote superior maintenance and bottom line operating performance while significantly extending component service life and reliability.

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1/27/21 10:43 AM


less chances for something to go wrong,” says Granger. “If you go to change an oil out, there is always a chance — and it happens — that [a technician] puts the wrong oil in there. There would be a definite advantage to not having to change the oil so often.” But there is still a place for price-point oils. “If you are in a situation where you are off highway and you are running in water or fording creeks and you have a chance of contamination, it would be a lot cheaper to change out that oil than change out a more expensive synthetic oil,” says Granger. “Once you get that water in there, you have to change it out. I would be weighing that as a fleet owner, especially if I am not getting the mileage accumulation and the chances of water contamination are high.”

Nothing starts up a vocational vehicle like a torque converter-style transmission. On the negative side, when you are stalling that torque converter, some of the engine power is converted to waste heat that is put in the transmission and can potentially raise the temperature of the fluid.

“Severe applications (high loads, steep climbs) would benefit from synthetic-based products.” — Penney Do

Automatic and AMT transmissions now represent the vast majority of those sold in new trucks as fleets seek increased efficiency and the ability to attract a broader potential pool of drivers to address the widening driver shortage. But at one time, manual transmissions were the dominant choice in the Class 8 truck market. Gear oils and engine oils were among the first fluids used in these transmissions. While some of the early manual transmission manufacturers recommended the use of API GL-5 gear oils, like SAE 80W-90, Eaton was the dominant manufacturer and originally recommended engine oils. “That’s where the recommendation of SAE 50 engine oils came from,” Granger explains. But fluids were quickly developed that are more tailored to the specific needs of manual and AMT transmissions. “They still may look a little bit like engine oils, but they are really focused, specific transmission oils,” says Granger. The changes address the key differences between engine oil requirements and transmission fluids. “Transmissions have long drain intervals, and therefore require more robust shear stability compared to engine oils,” says Do. “Additionally, there is a focus on gear protection and friction materials. Engine

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and watch out for, when choosing a lubricant. Unfortunately, product labeling can be difficult to understand. For its products, Eaton recommends using only lubricants with the “Eaton Approved Lubricant” label. When determining if a lubricant is OEM approved, look for “Approved for/by...” on the packaging. Marketing “jargon” to avoid includes: • Product X meets and/ or exceeds the manufacturer’s requirements of... • Product X is recommended for use where...

AMTS ARE THE NEWEST PLAYERS An aging driver population and the addition of vocationalspecific features have translated into increased popularity for AMTs. The AMT is a derivative of a manual transmission. It internally operates like a manual but shifts with computer-controlled actuators. There is no burdensome clutch to fatigue the driver. Eaton started and dominated the AMT market early in the product’s infancy, then many of



oils have short drain intervals and combustion by-products to contend with. This puts more emphasis on soot dispersion and acid neutralization for engine oils. Otherwise, the two fluids have similar key performance needs that are addressed with similar component chemistries used at varying levels — lowtemperature performance, foam control, wear protection, antioxidancy, etc.” In 2017, Eaton came out with its current transmission oil specification, PS-386 Synthetic Transmission Fluid. According to Eaton, synthetic lubricants have proven to be superior to petroleum products and represent opportunities to promote enhanced maintenance and bottom-line operating performance while significantly extending component service life and reliability. Extended Drain synthetic lubricants offer greater thermal and oxidative stability for extended product performance and reliability. The performance characteristics of these lubricants enable component manufacturers to offer extended drain intervals and extended warranties. Added benefits include a more efficient drivetrain that translates into proven fuel economy savings over mineral-based lubricants. Extended Drain synthetic lubricants are advantageous in all applications and Eaton highly recommends their use for severe duty applications and in cold climates. There is marketing language you need to watch for,


to a test rig) which can offer further assurance.”

Be cautious when choosing a transmission fluid and don’t get fooled by marketing jargon. For example, this label should be present on any Eaton PS-386 approved product.

Allison is introducing a new transmission fluid, TES 668. It will supercede the previous specification and TES 668 products should begin appearing on the shelves soon.

When choosing between mineral oils and more expensive synthetic oils, make sure the cheaper product doesn’t cost you more in the long run. “In this day and age where labor costs you money, the changeout costs you money — even though the synthetic is going to be a significantly more costly oil, it may save you in the long run because of fewer oil changes and

the OEMs began to develop their own proprietary designs, including the Daimler DT12, Volvo I-Shift and Mack mDRIVE. “While the technology for automated manual and manual transmissions is similar, the fluids that they require can be different and typically correspond to a certain make or model as specified by an OEM,” says Purificati. “As far as the difference

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between AMTs and manuals, it really depends if there is a wet clutch,” says Jordan. “For AMTs with a wet clutch, the transmission fluid must also provide those particular friction characteristics for that clutch to operate properly.” There are examples where the same fluid can often be used. “If it is an Eaton manual vs. an AMT, they pretty much use the same PS-386 fluid,” notes Granger. “Eaton also allows for the use of other fluids in the manual side that they don’t allow for in the AMT side.”


AUTOMATIC TRANSMISSIONS OFFER OFF-ROAD BENEFITS Allison dominates the automatic transmission market. These are torque converter transmissions that offer the advantages of torque multiplication and stepless, uninterrupted power shifts. Vocational truck users have gravitated to automatic transmissions for their ease of use, reliability, efficiency of uninterrupted power transfer and the torque multiplier effect that offers the ability to start loads on slopes and in poor underfoot conditions. “Especially with a vocational-type vehicle, nothing starts a vehicle up like a torque converter-style transmission,” says Granger. “One of the negative parts of a torque converter transmission is when you are stalling that torque converter, you are actually taking some of the power of that engine and putting that into waste heat in the transmission. You can actually raise the temperature of the fluid pretty significantly depending upon how much stalling you are doing on the torque converter.” Automatic transmissions place unique demands on the oil beyond lubricity and corrosion protection. “A crucial consideration for automatic transmissions is the friction of the clutch packs,” says Do. “The fluid needs to provide the right frictional properties to ensure proper engagement of gears. It also needs to perform well for the torque converter lock-up clutch to prevent shuddering. In both cases, the fluid needs to be compatible with the friction material, so it’s not prematurely worn.” Allison has traditionally offered a few options for transmission fluid, including TES 295, TES 468 and TES 389. There are performance and cost

differences to consider with these fluids. “TES 389 is more of a mineral-base fluid with shorter drain intervals,” says Jordan. “Option two is the synthetic TES 295, which will have much longer oil drain intervals and less maintenance required by the maintenance shop.” High heat environments typically favor synthetic oils. “In that application, you would be much better off with the Allison TES 295 fluid,” says Granger. “Most of our customers opt to have the TES 295 for that reason and for much longer drain intervals.” There is a significant price difference between TES 295 and TES 389, but that can be offset by the longer drain interval for the synthetic product. “The drain interval really depends on application, but it might be a 5:1 or 8:1 longer drain interval for the synthetic product,” Granger points out. The big news is that Allison has introduced a new specification, TES 668, that supersedes TES 295. “The TES 295 specification came out in the late 1990s, so that is getting some age on it,” says Granger. “When comparing TES 668, the latest Allison Transmission automatic transmission fluid, with its predecessor, TES 295, the latest specification displays clear benefits in terms of oxidation stability, wear protection, durability and transmission performance,” says Purificati. “Manufacturers of automatic transmission fluids have generally reduced viscosity for improved efficiency and increased the fluid life, which is reflected in extended oil drain intervals.” TES 668 builds on the proven 20-year record of TES 295 fluids by delivering the same performance with a modern additive package, according to Allison. TES 668 also provides a streamlined approach to aftermarket approvals, which allows broader availability of approved fluids to end users. Due to the high level of quality, TES 668 meets the needs in order to be used in combination with Allison Extended Transmission Coverages (ETC). According to Allison,

DON’T PUSH THE LIMITS Manufacturers typically try to synchronize fluid check and change intervals. “Transmission fluids are typically changed following a schedule, similar to engine oils,” says Darryl Purificati, Petro-Canada Lubricants. “They are usually also checked when the units are due for the engine oil change.” Transmission oil service may be more easily overlooked due to the longer service intervals, which can prove costly. “The ramifications of neglecting transmission fluids are similar to those of engine oils,” says Purificati. “Transmission fluids are designed for a specific purpose over a period of time. Degradation of the fluid will lead to premature failure of hardware components. If transmission fluids are left in service too long, additive consumption and/or deterioration will result in formation of deposits, increased wear and increased shudder or slip-stick occurrences.” You may not see immediate failures, but the advanced wear does occur. “If a transmission oil exceeds its recommended drain interval, the components may become vulnerable to wear because the fluid viscosity can fall out of grade and the additives may become depleted,” notes Penney Do, Chevron. “The risk of catastrophic failure is not likely in absolute terms, but the transmission life can be diminished.” Whether or not oil analysis is justified depends on the case. By their nature, accessing the transmission oil reservoir to perform oil analysis is often more easily said than done. “If the truck is operating within OEM-defined duty cycle limits, routine analysis is probably not necessary,” says Do. “It can be valuable for especially severe conditions, i.e., heavily loaded, mountainous terrain. In a unique case like this, it can help optimize drain intervals.” Oil analysis can also help if your goal is to optimize the drain interval. “Extended life is inherent in these fluids and they are built to last much longer than engine oils,” says Purificati. “That being said, oil analysis close to end of life is necessary to ensure optimum performance. Follow OEM guidelines where possible. While oil analysis is recommended, not all users follow oil analysis recommendations for heavy-duty transmissions. Oil analysis is recommended through the drain interval and not only at the end of the fluid life.”

TES 668 improves on the previous TES 295 transmission fluid spec in oxidative stability, anti-wear performance and friction modifier durability. These factors improve the quality of the shifts and reduce the noise, vibration and harshness experienced as the fluid ages. Better friction performance provides more consistent clutch application, even across temperature variations and load sizes. TES 668 meets the most demanding specs related to fluid stability, lubrication and cold operation. This allows Allison to support long drain intervals, including when operating under heavy loads. This

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next-generation transmission fluid is specified for all Allison 1000 Series, 2000 Series, 3000 Series and 4000 Series automatic transmissions. There are a range of durability problems that come from using an unapproved fluid in an Allison product, including seal and friction issues. If you are currently using TES 295, you can switch to TES 668 when it becomes widely available. “TES 668 is back serviceable and it interchanges with the TES 295 products,” notes Granger. “Allison is really going to push everybody to move to TES 668,” says Jordan. “That should happen fairly quickly.” ET

While the technology for automated manual and manual transmissions is similar, the fluids they require can be different and typically correspond to a certain make or model as specified by an OEM. Pictured is the DT12, the latest AMT offering from Detroit.


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Something something

TRUCKS & TRANSPORTATION Products Stellar EC3200 Aluminum Telescopic Service Crane The 500-lb. EC3200 Aluminum electric telescopic service crane features aluminum extrusion construction and a proprietary design and manufacturing techniques that enable 3,200 lbs. of lifting capacity and 15 ft. of horizontal reach. • Rated at 11,500 ft.-lbs. and suited for service bodies with crane reinforcement kits • Robust gear bearing rotation system with high-strength steel ball bearing turntable gear, high-strength steel worm gear and cast steel worm gear housing • Planetary winch ensures the crane will continue lifting until it reaches the full rated capacity • 410° of rotation with an integrated rotation stop

2021 Ford F-600 Super Duty The F-600 with available 6.7-liter V8 Power Stroke diesel engine delivers a gooseneck towing capacity of 34,500 lbs. and a maximum GCWR of 43,000 lbs. • Third-generation diesel offers 330 hp and up to 825 lbs.-ft. of torque at 2,000 rpm • Available 7.3-liter V8 gasoline engine • TorqShift 10-speed automatic transmission comes with a 10-bolt design live drive PTO provision standard on both the gasoline and diesel powertrains • Available in regular cab configuration with a choice of four wheelbases, twowheel or four-wheel drive and three fuel tank configurations • Includes six factory-installed overhead upfitter switches, a programmable upfitter interface module and the same cab-to-axle dimension as the F-550

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CM Truck Beds Gen 2 SB The Gen 2 SB service body includes several upgrades that combine enhanced functionality with features ranging from rugged stainless steel fenders to the aluminum cast square fuel fill. • 16-gauge (G60) galvanized steel body with TexArmor powder-coat finish • Universal bolt-on crash zone bumper • Three toolboxes on each side available with multiple configurations, including vertical and horizontal options • Steel-braided door holdback cables • Can be customized by adding side fliptops, heavy-duty overhead racks, slide-out drawers, shelving, lighting and more

Fontaine Renegade LXLN12 Lowbed Trailer The 20,525-lb. Renegade LXLN12 advanced technology lowbed trailer features a 12-in. loaded deck while maintaining 4 in. of ground clearance. • Handles 30 tons in 16 ft. or 30 tons in 20 ft. with the addition of an optional flip axle • Provides nearly 33 ft. of open deck and a 53-ft. overall length • Features dual-pawl seven-position gooseneck ride height control • Engineered box beam design features fullwidth crossmembers on 18-in. centers • Twin box beams provide optimal torsional stability to help prevent twisting

IMT 11-ft. Dominator III Mechanics Truck The Dominator III 11-ft. mechanics truck is capable of working in tighter quarters, maintaining stability and providing extra lift performance in critical work zones. • Upgraded 25-ft. telescopic crane features a 440-lb. weight reduction and increased crane rating to 81,000 ft.-lbs. • Crane can easily clear a 12,000-lb. load • Available with a 159.7- to 164.9-cu.-ft. compartment storage capacity and 52- to 60-in. sidepack height • Standard energy-absorbing boom support, multiplex electrical system with programmable logic and rear access package

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Venturo ET12KX-P Electric Crane

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The ET12KX-P is a 3,500-lb. electrichydraulic service crane with a fully powered boom extension up to 16 ft. • Proportional controls give the operator precise load control functions including rotation, elevation and extension • Fully hydraulic boom extension features a 9- to 16-ft. one-piece hexagonal boom • Easier access to rear housing of crane •Auto-Adjust Anti-Two Block device automatically adjusts to the boom angle • Dual-pole slip ring in the center of the crane provides consistent and uninterrupted positive and ground paths with unlimited, continuous rotation

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Aluma 8200-14K Tilt Tandem Utility Trailer The 8200-14K tilt tandem utility trailer features all-aluminum construction and two 7,000-lb. rubber torsion axles with easy lube hubs. • Three configurations with tilt angles of 11.5°, 9.5° or 10.5° • 101.5-in. overall widths and 288- or 308in. overall lengths • 42-in.-long A-framed aluminum tongue with 2 5/16-in. coupler • Extruded aluminum floor and removable aluminum fenders • Electric brakes with breakaway kit • 10K spring-loaded drop leg jack

Maintainer H8524 Service Crane The H8524 hydraulic telescopic crane has a maximum lift capacity of 8,500 lbs. and a reach of 24 ft. 6 in. • Includes a 52,500-ft.-lb. crane rating and a boom-mounted planetary winch • Features Advanced Crane Control 2.0, which provides better visibility of lifting loads and error codes if instability with a lift is detected • Includes a proportional wireless remote, low-profile boom, tall and short tower configurations and a closed-center/loadsensing hydraulic system • Recommended for chassis with a minimum GVW of 22,000 lbs.

International Truck launched the next generation of its HX Series vehicles — the first released under the company’s Navistar 4.0 strategy and Project Compass initiative, which focuses on flexible modular design in order to meet customer needs, streamline the customer experience and deliver the best support and service. The series is available in a set-forward axle HX520 and a set-back axle HX620, which are available with dual steering gears and advanced anti-lock braking systems that result in enhanced turning, traction and control. To help maximize delivered payload, the HX620 comes standard with the International A26 engine, delivering up to 500 hp in a lightweight package. The new vehicles are supported through OnCommand Connection, the company’s real-time remote diagnostics system. Customers will have visibility into the health of their fleet, plus this technology allows International Truck and its service network to predict parts needs, so dealers have inventory on shelves where and when needed. “The new HX Series represents our most comfortable, durable, technologically integrated and driver-focused severe service truck ever,” says Mark Stasell, vice president, vocational truck, Navistar. Learn more at

Thunder Creek Expanded Multi-Tank Diesel Hauling Platform Curry Supply On-road Fuel/Lube Trucks The 2,000-gal. on-road fuel/lube trucks are built from the ground up and configured to any specifications with custom options. • Four 100-gal. oil tanks standard • 85-gal. antifreeze capacity • 50- to 75-gal. DEF system • 120-lb. grease system • Hydraulic-driven pumps (fresh oils only) and 30-cfm compressor

The updated MTU bulk diesel hauling platform provides better control of fueling and DEF management without requiring a CDL or HAZMAT endorsement. • Re-launched on the Ram chassis and equipped to carry 920 gal. of bulk diesel contained in separate 115-gal. fuel tanks • Rear utility box houses the diesel pump and manifold system • Optional heated diesel exhaust fluid handling system for use in colder climates • Options include a variety of meters for measuring, security and tracking, numerous reel options and lengths, a 4-micron filter and available color schemes

Dakota Bodies Gen II Service Body The Gen II weld-together service body provides a long-term, solid connection between parts to achieve enhanced structural integrity. • Universal mounting kit designed to fit 2020 and newer Ford, Ram and GM chassis • Compression T-handle door latches • Cast aluminum fenderettes • Silver zinc finish tailgate brackets • Fuel filler cup in street-side fender • Modernized bumper appearance

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FL E E T M A N A G E M E N T | By Sara Jensen

A Scania V8 engine running on renewable diesel is being used in its power generation configuration for a test program in Australia, which allows assessment of exhaust emissions, performance and response, fuel efficiency, cost and engine lifetime.

Scania AB

Fuel Options Continue to Evolve Advancements in various fuel types are providing more opportunities for emissions reductions and new application uses. 40  EQUIPM ENT T OD AY | February 2021 ET0221_40-42_FuelOptions_BC.indd 40


nterest in alternative and renewable fuel options continues to increase in the heavy equipment industries as manufacturers and end users look to decrease their environmental footprint. “For years, petroleum-based fuels have been the industry standard, primarily due to the lack of acceptable, cost-effective and reliable alternatives,” says Michael Lefebvre, manager,

Global Marketing Support at John Deere Power Systems (JDPS). “However, with growing interest in sustainable energy, alternative fuels are becoming more widely adopted and readily available.” While some fuels, like hydrogen, are still in the testing phases, others such as renewable diesel and propane have been used in various capacities for several years and are seeing

increased use and application capabilities. The Propane Education & Research Council (PERC), for instance, announced at the Work Truck Show 2020 the development of a Class 8 truck engine capable of running on propane. Propane is often thought of as a fuel for use in lawn mowers or other small equipment. But PERC and manufacturers in the

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heavy equipment space have been working to increase the applications in which this fuel can be used. Most agree that no one technology or fuel source will be the solution. As such, engine manufacturers and OEMs are investigating a wide array of options, including hydrogen, propane and natural gas. Cummins Inc., for example, has announced further partnerships and investments in hydrogen technology. It also received two U.S. Department of Energy (DOE) awards in August to develop hydrogen fuel cell powertrains. This work is in addition to its development of electricpowered solutions as well as natural gas and diesel engines. During CONEXPO-CON/ AGG 2020, Deutz highlighted its various power solutions, which included diesel-, gas-, hybrid-, electric- and hydrogen-based technologies. “From internal combustion engines running on various fuels to hybrids and electric drives, we see ourselves as a development partner and systems integrator,” states Michael Wellenzohn, member of the Deutz Board of Management with responsibility for sales, service and marketing. Alternative fuels play an important role in the wider context of Rolls-Royce Power Systems’ initiatives and its PS2030 - Pioneering Solutions corporate strategy. “The overarching goal of the strategy is to provide answers to the increasing challenges posed by climate change and the rapidly growing societal demands for energy and mobility by pushing decarbonized solutions,” explains Peter Riegger, vice president Power Lab at Rolls-Royce Power Systems. The PS2030 strategy is composed of three main pillars: ˜ strengthening and expanding the core business and expanding Power Systems’ market position; ˜ evolving into a complete solutions provider; ˜ expanding life-cycle services. “The transformation from an engine manufacturer into a provider of integrated solutions has a strong focus on climate-neutral and sustainable solutions, which is to be achieved by integrating

ClearFlame Engine Technologies


different renewable energy sources. On the path to net-zero emissions, Power Systems is open to all kinds of technologies,” says Riegger. This includes the development of hybrid and full-electric solutions, as well as research into fuel cells and synthetic fuels developed using a Power-to-X process that aims to create fuels from renewable sources. The company is currently involved with projects investigating the potential of hydrogen and methane produced from renewables to generate synthetic fuel. Riegger says methane from power-to-gas processes offers numerous benefits compared with other Power-to-X options because the production processes are less complex and deliver significantly higher levels of efficiency, which has a positive impact on production costs. A further benefit is the troublefree, successive replacement of fossil-based natural gas by compressed or liquid methane from renewable energy sources. This enables existing gas networks and applications to still be used without the need for expensive and time-consuming modifications. “Firstly, gas-based technologies are well developed and are used in millions of applications.

Secondly, there is an extensive and high-capacity infrastructure of existing natural gas networks and storage facilities available, with which fluctuations in the supply of renewable energies can be compensated for; large amounts of energy stored; and energy consumption peak loads absorbed,” says Riegger. “Vehicles powered with gas from renewables, as a supplement to e-mobility, can make a major contribution to the energy transition.”

SYNTHETIC FUELS OFFER POSSIBILITIES Sometimes referred to as gaseous fuel, synthetic fuel is made from syngas — a mixture of carbon monoxide and hydrogen — created by the gasification of solid feedstocks such as biomass, coal or reformed natural gas. According to Riegger, synthetic fuels are a decisive factor in the energy transition and the use of renewable energies. “Power-to-X fuels may not only replace fossil fuels, they can also be easily stored and transported,” he explains. “With such fuels, we will be able to provide propulsion and power generation on a CO2 neutral basis. These fuels are also an essential

ET0221_40-42_FuelOptions_BC.indd 41

element in the urgently needed sector coupling — the close interconnecting of the individual parts of the energy system, such as electricity and mobility, for example, in addition to heating and cooling. We will be electrifying the entire system for propulsion and energy purposes, including the fuel, by producing it with renewable energies in a climate-neutral manner.” Bosch also believes synthetic fuels made from renewable sources will be a part of the future fuel mix for mobile applications. It says there are many benefits available, including the ability to be used in today’s infrastructure and engines, as Rolls-Royce also points out. And by making the fuels from renewable sources, they are a more climate-neutral option than some other fuel types. Synthetic fuels can also be used in various applications, including heavy-duty vehicles and equipment. Lefebvre says synthetic fuels could be an option for use in John Deere equipment as long they meet current fuel standards, such as ASTM D975, EN 590 or EN15940. While it is already possible

The level of change required to adapt a diesel engine platform to a ClearFlame-enabled engine is similar to those done today for propane or natural gas engines.

“With growing interest in sustainable energy, alternative fuels are becoming more widely adopted and readily available.” — Michael Lefebvre

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Power Solutions International

to make synthetic fuels, there is work still needed to make them a more viable option for the market. As Bosch points out, making the fuel is still a costly process. The fuels will become more affordable

PSI’s 8.8L ultra-low NOx propane engine recently received certification from the EPA and CARB.

when production capacities are expanded and the cost of electricity generated from renewable sources comes down.


FPT Industrial

ClearFlame Engine Technologies is currently developing technology that can be adapted to existing diesel engine platforms to enable the use of decarbonized fuels such as ethanol or small-molecule synthetic

The natural gas configuration of FPT’s Cursor X concept can provide many of the same benefits as a traditional natural gas engine.

fuels like methanol. It allows engines to still operate the diesel engine cycle and preserve all the performance and fuel economy benefits of that cycle, explains Dr. BJ Johnson, CEO and co-founder. “You can keep the performance without the emissions challenges, or the long-term fuel cost and carbon concerns associated with petroleum diesel fuel.”

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A few modifications are made to the base diesel engine architecture, which adjust the thermal management to create a high-temperature environment, says Dr. Julie Blumreiter, CTO and co-founder, ClearFlame Engine Technologies. This allows the clean-burning fuels that are being used to ignite as if they were diesel fuel in the same mixing controlled manner. “Preserving that same combustion style and process is what allows us to keep the torque and power that the industry has come to rely on from their diesel engines,” she says. Adjustments are also made to the air-fuel ratio that enable the use of a simplified aftertreatment. “We can use three-way catalysis to handle the NOx emissions instead of the SCR systems that are used today,” says Blumreiter. “That allows not only drastically lower emissions but also lower costs to meet nextgeneration emissions standards.” ClearFlame will work with both engine manufacturers and OEMs to integrate the technology. The hardware changes needed are fairly simple, making it easy to integrate. The level of change required to adapt a diesel engine platform to a ClearFlameenabled engine is similar to those done today for propane or natural gas engines. “You’re keeping 80% to 90% of the engine parts the same; the engine block doesn’t change,” Johnson says. Using liquid fuels simplifies the changes that are needed to adapt the overall vehicle, as well. The company recently received a Phase II grant from the DOE’s Small Business Innovation Research (SBIR) program, which will help support further research and development efforts. ClearFlame is currently demonstrating the technology on a Cummins X15 engine and the DOE grant will help advance that demonstration work and move the technology more toward a final product.

DIESEL STILL HAS ITS PLACE Although the amount of fuel options is increasing, “diesel still has a long life ahead,” says Lefebvre.

“Even with the growing electrification market, diesel (and diesel engines) will still have a significant role to play,” he states. “The demands of the offhighway market will continue to remain the same — which requires the energy density that comes from diesel and is not currently available from most alternative fuels.” Lefebvre believes the role of diesel use will likely evolve once smaller applications can meet the same performance requirements with alternative systems. “However, diesel will likely continue to be the main energy source in heavy-duty applications,” he adds. Biodiesel and renewable diesel offer customers the ability to still take advantage of the power benefits of diesel while enabling opportunities to reduce emissions. Among the variety of alternative fuel options currently available, JDPS considers biodiesel and renewable diesel to be the alternative fuels that can be integrated into heavy equipment. “Currently, we believe biodiesel and renewable diesel fuel to be the most viable alternatives to diesel fuel for heavy-duty offhighway engines,” says Lefebvre. The biggest advantages of biodiesel and renewable diesel are their renewability, says Lefebvre, as they are made from materials such as plants and cooking oils. He notes that pure biodiesel (B100) is nontoxic, biodegradable and suitable for use in sensitive environments. Use of biodiesel and renewable diesel can also result in improved lubricity, zero aromatics and minimal sulfur. Lefebvre says biodiesel also has a favorable energy balance — the difference between the energy produced by 1 kg of fuel and the energy necessary to produce it — of 3.2:1. “This means a gallon of biodiesel provides users with 3.2 times

the energy it takes to produce it, which is a higher ratio than most alternative fuels,” he points out. Lefebvre also notes that renewable diesel is a hydrocarbon fuel like petroleum diesel, so it can offer many of the same benefits. However, its advantage over petroleum diesel is that it has lower greenhouse gas (GHG) emissions on a wellto-wheels basis. “John Deere recognizes the importance of biofuels to its customers and to the environment,” he says. “It’s the right thing to do from a long-term economic standpoint, as well as environmental, energy security and rural development standpoints.” Riegger says that in the near future, diesel and gas engines may no longer be the sole source of drive and power energy, but they will still play an important role as part of advanced systems technology. Because of this, he says combustion engines remain a core part of the business. “The energy density of batteries is still no match to that of diesel fuel. It is thus unrealistic that the combustion engine will become obsolete in many applications at short notice,” Riegger says. “But as we’ve seen, that doesn’t mean the combustion engine cannot become decarbonized. Synthetic fuels made from captured CO2 with the use of electricity from renewable sources may play a salient role in that regard. “With environmental and climate-friendly synthetic Power-to-X fuels, the combustion engine may have a brighter and longer lasting future than many currently expect,” he continues. “We see climate change and the ensuing trend toward decarbonization as [an opportunity] for our MTU technology and continue to offer customers the best solutions in terms of low emissions, fuel consumption, performance and resilience.” ET

LEARN MORE ONLINE Rolls-Royce Supporting Development of Alternative Fuels — 7 Reasons Renewable Synthetic Fuels will be Part of Tomorrow’s Mobility Mix — ClearFlame Achieves Successful Test Results Using Decarbonized Fuels —

1/26/21 2:23 PM


How AUTOMATING Preventive Maintenance Cuts Costs Maintenance software provides an automated, systematic approach to keep uptime high and costs low.


he equipment maintenance approach at a mid-size excavation and site work contractor was very typical. The owner has a mechanical background, knows every piece of equipment inside and out and takes pride in keeping his fleet in top condition. He was managing a relatively effective maintenance program based primarily on his individual knowledge and supported by some basic spreadsheets and paper-based processes. But the owner is approaching retirement and the company is growing. The next generation of family ownership saw construction equipment maintenance software as an opportunity to make a smooth transition to a more automated, systematic approach to keep uptime high and costs low. Automating how preventive work was managed was one of their top priorities in making the move to fleet maintenance software, or computerized maintenance management system (CMMS).

or on pieces of paper in files in the shop or on the equipment. One item that is often used is masking tape that is placed on filters and hoses with the date they were changed written with a Sharpie marker. Offline analog systems make it too easy to miss or delay preventive maintenance. Equipment maintenance software, in

contrast, brings automation to the process. Contractors populate the software with the timing and scope of preventive maintenance work for each asset. This is based on recommendations of the manufacturer as well as the company’s own requirements and preferences. The system then alerts them automatically when the work

is due, what should be done, what parts are required and if there is any relevant warranty information. Maintenance managers specify how far in advance they want to see preventive maintenance notifications, which are triggered by dates, meter readings from equipment or both. The readings can be transferred from

Offline analog systems make it easy to miss or delay preventive maintenance. Equipment maintenance software, in contrast, brings automation to the process.

NO MORE MISSED MAINTENANCE When the oil is changed in a car, the mechanic puts a small sticker on the windshield indicating the mileage and date for the next oil change. That works well for maintaining one or two family cars. A construction company, however, might have 50, 100 or several hundred expensive, sophisticated pieces of equipment, each with dozens of critical preventive maintenance requirements that should be completed at various intervals. Unfortunately, many rely on systems not much more advanced than the sticker on the windshield. They track maintenance intervals on spreadsheets

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B2W Software

field logs, inspections or other sources or, ideally, they come into the system directly via telematics or GPS technology. Construction equipment maintenance software, for example, can pull in engine hours, miles/kilometers, fuel B2W Software

Contractors can populate maintenance software such as B2W Maintain with the timing and scope of preventive maintenance work for each asset.

consumption, as well as standardized data points for GPS positioning information from telematics providers. This software can also standardize the maintenance codes needed to ensure consistency and in-depth reporting capabilities of all preventive maintenance activities.

COST AND TIME SAVINGS Automating preventive maintenance makes it far

more likely that contractors will complete preventive work on time. When they do, the results are universal — breakdowns, downtime, and maintenance costs all decline. When they don’t, these three metrics create a downward spiral. Skipping preventive maintenance increases the rate of unexpected breakdowns. That drives unplanned downtime, which disrupts productivity

in the field and adds cost for rental or replacement equipment. Finally, as a maintenance strategy, waiting for something to fail and then fixing it is always far more expensive than preventing it from failing in the first place. There are other benefits,


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Equipment managers can plan work more efficiently by using a CMMS such as B2W Maintain to provide visibility into the upcoming preventive maintenance requirements of the entire fleet. as well. Equipment managers and mechanics are in high demand and their time is valuable. Automation optimizes that time by eliminating administrative work, improving scheduling and increasing “wrench time.” With software providing visibility into the upcoming preventive maintenance requirements of the entire fleet, managers can plan work more efficiently. When an asset is in the shop for a repair, they are prompted to do upcoming preventive work. Likewise, when they assign a mechanic to go to a jobsite to work on one piece of equipment, they can look into other equipment at that site and assign preventive work in advance, potentially saving trips back and forth to the site. Finally, with a more automated and preventive approach to maintenance, contractors extend the lifetime of their equipment and make it safer to operate. Personal knowledge and experience of mechanics, managers and executives are vital to effective construction equipment maintenance. However, as companies and fleets grow, and their assets get more advanced, that may not be enough. Supplementing expertise with software that makes preventive maintenance systematic and automatic is a proven way to increase equipment uptime and hold maintenance costs to a minimum. ET

©2020 Snorkel. All rights reserved.

John Kane is a product manager for B2W Software.

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United Rentals

Can Help Maintain and Manage Fleets Here are three important ways an equipment maintenance management provider can help.

With equipment maintenance services, preventive maintenance can be carried out proactively by the provider on a regular schedule


s worksites grow more complex and equipment continues to evolve, budgets and timelines get tighter, downtime is more problematic and controlling the total cost of ownership becomes more important. When even a single piece of equipment fails, the costs in terms of lost productivity and wasted wages can be monumental — not to mention the impact to the project schedule. Regular preventive maintenance, along with prompt repair, is so critical to construction contractors and bottom lines. Yet, maintaining a large fleet isn’t easy, and finding and

keeping qualified technicians can increase the burden. Add to that the challenge of keeping up with equipment inspections, especially when equipment is moving from jobsite to jobsite, and a company has a complex undertaking to address. One possible solution is outsourcing. However, outsourcing often means balancing multiple companies that specialize in different types of vehicles or equipment. Plus, when a contractor’s equipment moves or when needs change, those service providers may be out of reach. Fleet managers end up having to shop around for service and contend with unpredictable labor rates, which could ultimately

result in preventive maintenance tasks and inspections falling through the cracks. The speed at which a thirdparty provider can complete service could also be an issue. Waiting days or weeks for a necessary piece of equipment to be fixed can really set a project back, as can discovering — when it breaks again — that shortcuts were taken. The challenge for contractors is finding an equipment maintenance service provider that delivers fast, dependable equipment service both locally and nationwide. That provider should be a one-stop shop that offers standardized processes and rates, helping to take the

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maintenance and repair burden off fleet owners. This approach can deliver to contractors the peace of mind that comes with knowing that equipment will be ready to perform when it is needed. Let’s look at three important ways an equipment maintenance management provider can help.

1. PREVENTIVE MAINTENANCE, FAST REPAIR With equipment maintenance services, preventive maintenance can be carried out proactively by the provider on a regular schedule. Wear on parts can be identified before it leads to costly failures. And if a piece of equipment fails, it can be fixed quickly.

Ideally, the provider should be able to rent a replacement unit if a critical piece of equipment will be out of commission for an extended period. An emerging capability is providers will leverage field automated dispatching systems to track contractor locations on a map, dispatch technicians and communicate quickly and efficiently. Increasingly, providers will offer cloud-based worksite management systems that enable a contractor to see at a glance which equipment is under a maintenance plan. Available information can include when it was last serviced and when it’s coming due for service, as well as visibility into equipment location and utilization.

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Keeping equipment in good repair contributes to the safety of workers and the reduction of jobsite safety incidents.

With a clear fleet strategy in place, life-cycle planning of equipment and vehicles becomes easier and annual fleet budgeting and buy vs. rent decisions become simpler.

Keeping equipment in good repair contributes to the safety of workers and the reduction of jobsite safety incidents.

2. ON-SITE MAINTENANCE AND MANAGEMENT At large sites that include a large concentration of equipment, it may be an advantage to complete on-site maintenance and repair via

dedicated technicians. A fleet is a major investment and fleet maintenance is a significant part of that investment. Having a customized, welldefined, turn-key preventive maintenance and repair program is key to maximizing the return. But most companies don’t have the time, operating systems or expertise to do it. Data collection is critical

to these programs. Providers should offer fleet maintenance systems and telematics solutions to develop a store of historical data on each unit. These systems should mine that data to design the optimal preventive maintenance program, delivered through the provider’s on-site mechanics. Contractors can realize significant cost savings not

only through right-sizing maintenance tasks and personnel hours, but also through tapping a provider’s relationships with OEM vendors in purchasing parts and materials at scale.

3. FLEET MANAGEMENT STRATEGY With significant capital invested in equipment and vehicles, fleet management is critical to contractors. Yet, for most companies, it’s not a core competency. Simply put, these companies have other jobs to do. Without effective fleet management, they are missing opportunities to significantly lower the total cost of fleet ownership. Detailed fleet data including utilization and performance metrics can enable service providers to identify optimization opportunities within a contractor’s unique fleet scenario and create a comprehensive fleet strategy. With a clear fleet strategy in place, life-cycle planning of equipment and vehicles becomes easier and annual fleet budgeting and buy vs. rent decisions become simpler. This means less money is wasted on under-utilized assets. By tapping into the systems, processes, expertise and efficiencies of scale of an equipment maintenance service provider, contractors can extract maximum value from their fleet. These steps can transform productivity for the ultimate payout of increased profitability. ET Bret Kasubke is director, Customer Equipment Solutions, United Rentals.

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Something something

FLEET MANAGEMENT Products Petro-Canada ENVIRON MV R Hydraulic Fluid ENVIRON MV R hydraulic fluid combines select, ultra-pure, severely hydrotreated base oils with a premium ashless additive system to offer enhanced protection while being OECD 301B Readily Biodegradable. • Enhanced hydrolytic stability • Designed to provide a long service life and better seal compatibility • Able to perform over a wide operating temperature range including maintaining fluidity during prolonged low-temperature exposure • Can enable extended drain intervals

Shell Rotella T6 Full Synthetic 0W-40 Engine Oil Shell Rotella T6 Full Synthetic 0W-40 API CK-4 heavyduty engine oil is suited for on- and off-road diesel vehicles and equipment operating in cold climates. • Formulated with Triple Protection Plus technology • Protects against wear, deposits and oil breakdown • Advanced multi-functional dispersant additives and synthetic base oils provide enhanced protection against soot, dirt and other contaminants • Optimal pumpability at low operating temperatures • Low ash formulation

Graco G-Mini Compact Automatic Lubrication Pump Donaldson P553009 Fuel Filter The high-quality, user-friendly P553009 secondary fuel filter with Synteq media technology meets rigorous standards for quality and performance. • 99% efficiency to 4 micron • Outer diameter of 4 in. and length of 7.76 in. • Designed specifically for Cummins B-series and L-series engines and must be changed according to the OE’s recommended maintenance schedule

The 1-liter, 12-volt G-Mini compact lubrication pump has a small footprint to fit more types of machines in several applications including off-road equipment. • Rugged, tough IP69K design built to withstand the harshest environments and rigors of the job • Standard low-level notification aids operators in maintaining sufficient grease in the reservoir at all times • Optional built-in, easy to program digital controller • Optional built-in heater automatically turns on at low temperatures, allowing the unit to pump NLGI #2 grease as low as -40° F

Old World Industries BlueDEF PLATINUM BlueDEF PLATINUM is a mixture of high purity synthetic urea, deionized water and a proprietary formulation featuring ADVANCED SYSTEM SHIELD TECHNOLOGY. • Reduces harmful deposits that commonly build up in modern diesel exhaust systems with SCR • Helps facilitate optimum fuel economy, reduce costly repairs and sustain the life of the system • API registered to meet or exceed OEM specifications for diesel exhaust fluid

Hot Shot’s Secret Severe Duty Transmission Fluid The Blue Diamond G56 6-Speed Manual Transmission Fluid is specially formulated for the Mercedes-Benz built G56 six-speed manual transmissions, which are commonly found in newer Ram trucks. • Also meets specifications for heavy-duty applications where SAE 50 manual transmission fluid is needed • Based on 100% poly-a-olefin Group IV and high-quality Group V synthetic oils and infused with FR3 Nano Technology • Allows for improved shifting, lower operating temperatures and improved wear protection • Provides increased oxidation resistance and thermal stability and protects against deposit and sludge buildup

JACKS | JIFFY / STANDARD / UTILITY • Jiffy Jack: Saves time with one-lever lowering and retracting of the leg without cranking. 5,000 lbs operational capacity. 10,000 lbs static capacity. • Standard Jack: Designed with a quick-action, spring activated, folding handle that is compact and out of the way. Built with a tube support collar on the outside tube for added strength. 5,000 lbs operational capacity. 10,000 lbs static capacity. • Utility Jack: Designed with a quick-action, spring activated, folding handle that is compact and out of the way. Built with a strong, percision fit square tubing that helps reduce penetration of outside contaminants. 2,500 lbs operational capacity. 5,000 lbs static capacity.



For specific part numbers based on available options, check out the Jack Selection Guide at


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Here is a collection of products designed to enhance jobsite efficiency, productivity and/ or safety. For more information, use the URLs shown or visit the New Product Directory at

Coolpad Bubble Proximity Tracking Device

Contact Harald COVID-19 Card and Contact Tracing Platform

The Coolpad Bubble proximity tracking device utilizes Bluetooth in combination with TDK’s Ultrasonic Time-of-Flight (ToF) technology that enables rangefinding, proximity and positiontracking sensors to calculate distances and alert users to maintain safe distances. • Users receive real-time visual, audio and vibration alerts when another device is within a 6-ft. threshold • AI-driven Bubble Dashboard collects anonymous data from the wearable device including its own device ID, neighboring device IDs, distance, time stamp and event duration • Allows for customized reporting and analytics that enable automated Safety Management via predictive AI models

This COVID-19 card and contact tracing platform provides a fast and effective stand-alone solution that doesn’t require the use of WIFI, apps, phones, IT installation or charging. • Each individual issued a unique registered contact card that is secure and contains no personal information • Bluetooth-enabled technology records when two or more people are in close proximity • Proximity data uploaded from the card if an individual does test positive or reports symptoms of COVID-19 • Contacts in close proximity of COVID19 positive worker are immediately notified to get tested and remain isolated

HeroWear Apex Exosuit The Apex back-assist passive exosuit weighs just 3.4 lbs., yet can take more than 50 lbs. of strain off the back every time an object is lifted. • Built for men and women and designed to reduce strain on the back while fitting like a comfortable piece of clothing • Dual-mode on/off clutch mechanism technology used to turn the back assistance on or off as needed • Modular, lightweight, high-tech textilebased design allows for 100+ possible combinations to customize the fit and amount of support provided • Non-powered device relies on elastic assistance • Can be easily put on or taken off within seconds once fitted

OZ Lifting Products Wireless Builder’s Hoist This 600-lb.-capacity, 115-volt singlephase powered wireless builder’s (wire rope) hoist offers lifting speeds of 52 fpm and a 90-ft. height of lift as standard with custom options available. • Easily portable at 49 lbs. • 360° hook allows the load to rotate and helps keep the wire rope spooled correctly on the drum • 15-minute continuous use means hoist can be utilized in permanent and shortterm applications • Features remote control operation, upper and lower limit switches and an emergency up/down control switch on the side of the hoist

Pure Safety Group Checkmate Xplorer The Checkmate Xplorer industrial full body harness features unique curved webbing that follows the contours of the body for a closer fit and a sub-pelvic assembly for greater support and increased comfort during suspension. • Visual alert stitching provides an intuitive way for the user to understand the correct way to wear the harness • Limited-slip dorsal D-ring has a precise amount of vertical adjustment built in and is designed to keep the D-ring in place after multiple loadings • Large front ring allows for multiple attachments and uses a lightweight aluminum quick-connect buckle to ensure a safe final connection • Hardware specifically designed to be ergonomically suited to the product’s functions, reducing wear on the webbing, allowing easy connections and providing critical pivot points for a greater range of motion

Miller Wireless Interface Control Option A Wireless Interface Control option on Trailblazer and Big Blue welder/ generators allows operators to remotely adjust amperage and voltage, customize welding programs, turn the machine on and off, select processes and fine-tune the welding arc to changing joint conditions. • Full front panel access enables remote process and parameter changes • Programmable weld settings for up to four different weld programs with easy program selection with the push of a button • Ability to easily turn the welder/generator off reduces unnecessary engine hours and maintenance and fuel costs

Volvo CE Rotating Pipelayer Conversion Kits This attachment kit allows the 14-ton EC140EL standard and ECR145E short swing radius excavators to be converted into rotating pipelayers and back in about one hour. • Pipelaying boom simply attaches to the excavator main boom, enabling safe handling of pipes up to 20 in. with a rated load of 7,300 lbs. (3.3 tons) • Maximum working height of 24 ft. and maximum working depth of 50 ft. • Load Moment Indicator ensures safe operation up to a 10° slope • Standard anti-two-block system • Can be readied for transport in minutes with no crane or extra personnel required

Milwaukee Packout Compact Tool Box Through a quick-attachment mechanism, the Packout Compact Tool Box provides users an additional storage option to stack within existing systems. • Part of the Packout Modular Storage System • 75-lb. weight capacity • Quick-Adjust Dividers enable internal adjustments to the tool box’s layout • Made of impact-resistant polymers • IP65-rated weather seal

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WHEN IS THE BEST TIME TO IMPLEMENT FLEET TELEMATICS? Many companies turn to telematics when it’s too late and before they realize there’s technology that can solve the issue they’ve run into.


ASLAN GPS ...................................................................46 Cojali USA Inc................................................................38 Eager Beaver General Engines .........................................51 Eberspacher Climate Control Systems .............................39 Gomaco Corp. ................................................................21 JLG Industries Inc...........................................................52 Komatsu America Corp.....................................................4 Liebherr Construction Equipment Co. ...........................19 Milwaukee Electric Tool Co. .............................................5 Minnich Manufacturing ..................................................11 Premier Manufacturing Co. ............................................47 Schweiss Bi-Fold .............................................................49 Snorkel ............................................................................44 Stellar Industries..............................................................30 Truce Software ..................................................................2 Uline ...............................................................................23 White Cap Supply Holdings, LLC ..................................29 This index is provided as a service. The publisher does not assume liability for errors or omissions.


Listen to the latest trends, news and analysis from experts in the construction industry.



The new Cat Smart Attachment controller links to the skid steer’s controller and offers Slope Assist to automatically maintain blade angle like full-size graders.

Digging Deeper





The Digging Deeper Podcast covers various aspects of the construction industry, including the people, companies, and associations making it all happen.

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This podcast series highlights the innovative equipment, technology, companies, and individuals that are breaking new ground in the construction industry.

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Hear about the prevalence of fraud in construction, the steps contractors can take to identify and mitigate risks and the role technology can play in prevention.


WHAT’S TRENDING ASCE report examines implications of low infrastructure grades on the economy, and the positive economic impacts of infrastructure investment.

equipment, business management, safety and more ➌ New Product Directory hosting 18,700+ products ➍ Video Network with 1,000s of videos covering equipment, industry trends, applications and more ➎ Podcasts on equipment, technology, trending topics and more ➏ Profit Matters channel to help build profits in your construction business ➐ Blogs by the industry’s leading construction editors ➑ Current issues from five of the nation’s top construction industry publications ➒ AND MUCH MORE...

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R U N N I N G T H E BUS I N E S S | By Garry Bartecki Published by AC Business Media

Still Hills to Climb to Return to “Normal” Caution will be crucial for the months ahead, but the COVID-19 relief bill brings a bright spot.


ow that 2020 is behind us, most business owners get to close the books for the 12 months ending December 31st. Obviously, those with fiscal year ends have additional months to work through, but I would guess the results will be much like those with December 2020 year ends. From what I read and hear, some contractors had a good year doing remodeling or restoration work, depending on the segment they serviced. With single-family housing starts expected to increase in 2021, there is probably more work to come that way. Multifamily starts, however, look to be weak as segments of the population move out and away from cities into the burbs, where there is more space along with a safer environment. Obviously, the ability to work from home caused by the pandemic also encouraged movement into single-family homes. It’s no secret the retail and hospitality markets absorbed the bulk of the downturn in construction starts, with the same expected for 2021, except for the retail required for new housing locations. Warehousing, on the other hand, had a good year in 2020 because of the swing into e-commerce programs and the need to service the population that pushed out city boundaries.

Climbing the Hill Back to “Normal”

Caution Signals  and Good News  Ahead in 2021

Consumer Spending  Warehousing Market 




Below Average Backlogs 


Multifamily Housing Starts 


Single-family Housing Starts 


©irina –

OTHER CAUTION SIGNALS AHEAD No matter what you expect in 2021, there are hills to climb before we get back to “normal.” The country is still in a major recession. The economy is not well. Consumer spending continues to be down (no surprise). And it’s anybody’s guess how the vaccine will be received. In other words, this is not your typical economic cycle where we have both growth and recessions with history on how to deal with either. Consider that 70% of construction spending each year results from jobs awarded in prior years. With current backlogs below average, it is very possible that construction activity will be slow through most of 2021, even if the Biden Administration passes a major infrastructure bill. I don’t believe any of this is a big secret because contractors should have a good feel for the market needs for the type of work they perform.

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Even if that is the case, management needs to plan for and make decisions regarding 2021. No matter who you are, there are issues to consider that are new to the equation, which is why I suggest that more caution than normal should be part of the decision-making process. As if the issues noted above aren’t enough to drive you nuts, I came across another after reviewing the stock market. It’s hard to believe the current market pricing (as of mid-January), which can only lead to you-know-what sooner rather than later. After diving into the S&P valuation factors, I see no relationship to the S&P values compared to the real world. For example: Median Price to Sales — 2.8 Median Price to Book — 3.9 Median EV to EBITDA — 15 Average Price to Earnings — 25 Another source covers PE ratios (the price to earnings ratio of the constituents of the S&P 500) for the period 1945-2025. It calculates the average PE ratio over this period to be 17, but we are pushing 31, which is higher than all past bull market peaks during this period. In other words, here is another issue to consider that could knock you out of the box no matter how well you did in 2020 and how well you plan out 2021. Regardless how you look at it, 2021 is not going to be easy to deal with.


Retail & Hospitality Market 


Garry Bartecki is the managing member of GB Financial Services LLP and a consultant to the Associated Equipment Distributors. He can be reached at (708) 347-9109 or

On the bright side, there is a new Paycheck Protection Program loan option (PPP2) now available. I read about it in late December and liked what I saw. It will be available for qualified companies, but those who received loans under the first round of the program (PPP1) are not guaranteed to receive a loan during the second round. To obtain funds from PPP1, you filled out the application using 2019 payroll data and, in most cases, received funds that could be forgiven if they were used as required by the program. As we have discussed previously, this forgiven amount was to be tax free, but somehow became taxable in the year the PPP1 funds were spent. Now, there may be a change to make PPP1 forgiveness non-taxable; however, that was still in limbo at the time this was written. Keep checking with your tax folks regarding this issue. PPP2, on the other hand, will be tax free. To qualify for the program, the taxpayer must compare total revenues for each quarter in 2019 against revenues in each quarter of 2020. If you have at least one quarter where the 2020 revenues are 25% less than that same quarter in 2019, you qualify. Notice the difference between the two programs? For PPP2, you need to prove you need it, which was basically not the case with PPP1. But what makes the application for PPP2 easier is the fact that it still uses the 2019 payroll for the loan calculation to cover a similar period used with PPP1 — 2.5 months or eight weeks. In other words, the calculation you prepared for PPP1 may be the same for PPP2. There may be one other program available where the Small Business Administration (SBA) will allow you to not pay SBA mortgage payments for a two- to three-month period. Again, this was not written in stone at the time of writing. I bring up PPP2 because if you qualify, it will lessen your “caution” burden and supply a cushion should you need it. ET

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“Name Brand Tires”, currently Sumitomo • Apitong Deck • All wheel anti-lock brakes • Air ride suspension • Lock in lock out outriggers • Roto-rings • Imron paint • 100% sealed wire harness • Hydraulic Hauling Pin • Hi-clearance self lifting gooseneck





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MANEUVERABILITY, REACH, TRANSPORTABILITY Introducing the SkyTrak® 3013 Ultra-Compact Telehandler Whether you are doing landscaping, light construction or loading and unloading trucks, you need a telehandler that can multi-task. With its 2,700-lb capacity and 13-ft of lift height the 3013 is designed for jobs that require more up-and-over reach, while its compact size provides excellent maneuverability in confined spaces. Best of all, it can be easily transported with a pick-up truck and trailer thanks to its 5,280-lb weight.

See what you can get done with the new ultra-compact telehandler:

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