ew0115combined

®

equipmentworld.com | January 2015

INNOVATIONSINNOVATIONS2015

P. 21P. 21P.

WINNERS

SMARTER, FASTERAND SERIOUSLY MORE FUEL EFFICIENT: OUR

NEW EW0115_Cover.indd 74 12/23/14 10:19 AM

JohnDeere.com/PushBack

We call it the 1050K. You’ll call it a welcome choice. Because it’s our

frst production-class dozer designed alongside operators like you. And it’s packed with long overdue features. Like a hydrostatic power train that delivers the muscle you need and responsive control the way you want it. And rugged components that stand up to the most demanding job sites. All supported around the clock by your local dealer who is standing by with a robust service and parts program

dedicated exclusively to the production-class market. Because it’s time we all pushed back.

PUSH. BACK.PRESENTING THE ALL-NEW 1050K.BEHIND EVERY GREAT INNOVATION STANDS A CUSTOMER WHO’S HAD ENOUGH.

37147-3EW_15.75x10.5.indd 1 12/15/14 3:41 PMUntitled-32 2 12/18/14 9:36 AM

JohnDeere.com/PushBack

We call it the 1050K. You’ll call it a welcome choice. Because it’s our

frst production-class dozer designed alongside operators like you. And it’s packed with long overdue features. Like a hydrostatic power train that delivers the muscle you need and responsive control the way you want it. And rugged components that stand up to the most demanding job sites. All supported around the clock by your local dealer who is standing by with a robust service and parts program

dedicated exclusively to the production-class market. Because it’s time we all pushed back.

PUSH. BACK.PRESENTING THE ALL-NEW 1050K.BEHIND EVERY GREAT INNOVATION STANDS A CUSTOMER WHO’S HAD ENOUGH.

37147-3EW_15.75x10.5.indd 1 12/15/14 3:41 PMUntitled-32 3 12/18/14 9:36 AM

Wirtgen Group Products stand for the world’s leading road building and mineral technologies. Every single one of the four strong brands in the group – Wirtgen, Vögele, Hamm and Kleemann – have been influencing the development of machines and applications all over the world. Our passion is our motivation to continuously perfect our range of products with the customer as the focus of all our activities.

ROAD AND MINERAL TECHNOLOGIES www.wirtgenamerica.com

PASSION HAS A NAME.

MINERALROAD AND

WIRTGEN AMERICA . 6030 Dana Way . Antioch, TN 37013Tel.: (615) 501-0600 . www.wirtgenamerica.com

VISIT US!

Inside C6338Outside 31100

Group Passion Ad_15.75x10.5_WOC.indd 1 12/16/14 10:15 AM

Untitled-2 2 12/22/14 9:07 AM

Wirtgen Group Products stand for the world’s leading road building and mineral technologies. Every single one of the four strong brands in the group – Wirtgen, Vögele, Hamm and Kleemann – have been influencing the development of machines and applications all over the world. Our passion is our motivation to continuously perfect our range of products with the customer as the focus of all our activities.

ROAD AND MINERAL TECHNOLOGIES www.wirtgenamerica.com

PASSION HAS A NAME.

MINERALROAD AND

WIRTGEN AMERICA . 6030 Dana Way . Antioch, TN 37013Tel.: (615) 501-0600 . www.wirtgenamerica.com

VISIT US!

Inside C6338Outside 31100

Group Passion Ad_15.75x10.5_WOC.indd 1 12/16/14 10:15 AM

Untitled-2 3 12/22/14 9:07 AM

John Anderson, owner –John Anderson Construction Co.Warren, PA

“I DON’T THINK THERE’S ANYTHING ANY BETTER.”

DoosanEquipment.com/John 1.877.745.7814Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2015 Doosan Infracore Construction Equipment America. All rights reserved. | 159A-0

DoosanEquipment.com/John

Scan the code or go onlineto see why John runs Doosan.

159A_Tough_TestimonialJohn_7-875x10-5_EW_Jan_a6.indd • #41512-1 Equipment World • 4-color • 7.875” x 10.5” • January 2015 - 12.1.14Untitled-19 1 12/17/14 8:40 AM

2121

7

Cover StoryVol. 27 Number 1 | table of contents | January 2015

EquipmentWorld.com | January 2015

INNOVATIONS

17 49

52

40

Equipment FeaturesMarketplace Bridge Inventory

Highway Contractor

Road Science

Doosan’s articulated dump trucks, Deere’s G-Series excavator and more

States must take initiative in implement-ing new environmental review

Old concrete paving technologies are resurfacing

Assessing the nation’s structurallydefi cient bridges

EQUIPMENT WORLD EDITORS LOOKED AT NEW PRODUCTS LAUNCHED DURING 2014, AND SELECTED THOSE WE THOUGHT WOULD BE GAME-CHANGERS FOR THE INDUSTRY.

21 KOMATSU’S INTELLIGENT EXCAVATOR26 FORD F-150 ALUMINUM BODY33 PLANETARY POWER’S HYGEN HYBRID GENERATOR

EW0115_TOC.indd 7 12/23/14 10:21 AM

January 2015 | EquipmentWorld.com8

table of contents | continued

For subscription information/inquiries, please email [email protected]. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices. POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at [email protected]. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2013 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representa-tion or guarantee regarding the quality of goods and services advertised herein.

On RecordContractor of the Year fi nalists

Reporter Cashman installing camera-based fatigue monitoring system; Volvo de-tiering kits; WisDOT testing refl ective orange lane paint

In Court Fatal collision on a construction site in Georgia leads to sovereign immunity ruling

Quick Data Backhoes

Contractor of the Year fi nalistBrad Phillips of Phillips Companies; Beavercreek, Ohio

Safety Watch Workers must be vigilant in the presence of mul-tiple moving machines

Pro Pickup First Drive: 2015 Chevrolet Colorado

Editorial Director: Marcia Gruver DoyleExecutive Editor: Tom JacksonManaging Editor: Amy MatersonOnline Managing Editor: Wayne GraysonExecutive Trucks Editor: Jack RobertsSpec Guide Editor: Richard RiesEditorial Intern: Brittany [email protected]

Art Director: Tony BrockAdvertising Production Manager: Linda [email protected]

VP of Sales, Construction Media: Joe [email protected]

3200 Rice Mine Rd NETuscaloosa, AL 35406800-633-5953 randallreilly.com

Chairman/CEO: Mike ReillyPresident: Brent ReillyChief Process O� cer: Shane ElmoreChief Administration O� cer: David WrightSenior Vice President, Sales: Scott MillerSenior Vice President,Editorial and Research: Linda LongtonVice President of Events: Stacy McCantsVice President,Audience Development: Prescott ShiblesVice President, Digital Services: Nick ReidVice President, Marketing: Julie Arsenault

For change of address and other subscription inquiries,please contact: [email protected]

Editorial Awards:

Robert F. Boger Award for Special Reports,2006, 2007, 2008 Construction Writers Association

Jesse H. Neal Award, Best Subject-RelatedSeries of Articles, 2006American Business Media

Editorial Excellence Special SectionGold Award, 2006 Midwest-South Region,American Society ofBusiness Publication Editors

Editorial Excellence News AnalysisGold Award, 2006 Midwest-South Region,American Society of Business Publication Editors

Editorial Excellence News SectionSilver Award, 2005 Midwest-South Region,American Society of Business Publication Editors

Robert F. Boger Award for Feature Articles, 2005Construction Writers Association

Robert F. Boger Award, 2002Sept. 11th Feature Articles

®

11

37

61

65

55

67

13

equipmentworld.comfacebook.com/EquipmentWorldtwitter.com/Equipment_World

Departments

EW0115_TOC.indd 8 12/23/14 10:21 AM

KohlerEngines.com/KDI

The KOHLER® Diesel KDI is a Tier 4 final with common-rail fuel injection and no DPF. So you skip the DPF maintenance costs, get savings at the pump, and laugh all the way to the bank.

Untitled-22 1 12/17/14 8:45 AM

Text INFO to 205-289-3715 or visit www.eqwinfo.com

Sany_EWSG14_PGBC.indd 1 9/18/14 4:12 PM

We’ve been choosing 12 finalists for our Contractor of the Year program for 15 years and it doesn’t get any easier to

make the final cut. Adding the cherry on top of this year’s decisionmaking was receiving double the

amount of entries for this program, sponsored by Caterpillar.

Here are the 2015 finalists and a sampling of the reference comments that caught the attention of our editors:

EquipmentWorld.com | January 2015 11

on record | by Marcia Gruver [email protected] our 2015

Contractor of the Year finalists

Andrew BrownAndrew Brown General EngineeringPaso Robles, California“He’s first class and competitive; he’s probably tripled in size since we started using them. We had a job where it turned out the excavation part was much more chal-lenging than anyone anticipated. Andrew jumped in the excavator and handled it all himself and really pleased the customer with the end result.”

Bradley GrubaughBradley ExcavatingColorado Springs, Colorado“Bradley knows his name is everything and he will do whatever it takes to make sure that when he’s done he’s got a good reference.”

Dan CorriganC3 Environmental SpecialtiesSchertz, Texas“It’s striking how incredibly cross trained everybody is; estimators know how everything goes in the field and the knowledge in the field blows everyone away. They have diversified, reinvested and stayed on the cutting edge.”

David SpurrDavid Spurr ExcavatingPaso Robles, California“There’s not one person who can talk bad about Dave Spurr and his company and what they do and they way they go about their business. I think he stands for what the this award means.”

Alan & Tyson FellerFeller EnterprisesSt. George, Utah“He’s the most honest person I’ve met. Even if it’s to his disadvantage, he’ll tell you the truth. If you could sum it up in one word it would be integrity.”

Lawrence MerleGenesee Construction ServiceDansville, New York“Larry has one of the smoothest run companies ever. He’s demanding and thorough and about as classy as you can get.”

Timothy HumerickHumerick Environmental Construction ServiceCollege Grove, Tennessee“When you work with them you feel like you are work-ing as part of a team to get a job done, which is reward-ing. And they’ve got a heck of a business.”

Jeff PettiecordJ Pettiecord IncorporatedDes Moines, Iowa“Pettiecord is the top of the line; they are one of the most professional, easy to work with, outstanding firms that we’ve ever worked with. They always do the right thing; they make the right decision for the right reasons, even if it costs them a little more money.”

Sean McDowellMcDowell ConstructionMenomonee Falls, Wisconsin“If he tells me he’ll be ready on Tuesday at 7 a.m., I can promise you he’ll be ready. I don’t have to double check what he tells me, ever. Sean is definitely hands on from point A to point B.”

Andrew AllenR. J. Allen IncorporatedGarden Grove, California“They are by far the best in Southern California. They have the most equipment, the newest equipment and the best operators. Everything about their crews is a 10.”

Jason CiavarroSupreme MetroSouth Plainfield, New Jersey“His employees love staying engaged in this business, and they watch out for it like it’s their own. And he’s always looking to improve; he’s not happy until he’s exhausted every avenue to grow his business.”

Joseph, Scott & Ryan DelgadoTCW ConstructionLincoln, Nebraska“Joe is one of the most ethical contractors I’ve met. He’ll go the extra mile to make the owner happy. If something is in a gray area, he takes care of them. He’s at the top of my list as far as ethics.”

EW0115_On Record.indd 11 12/23/14 10:24 AM

FIND OUT WHAT OTHERS KNOW. VISIT TAKEUCHI-US.COM TO FIND THE DEALER NEAREST YOU.

©2014 Takeuchi Manufacturing. Contact your dealer for current warranty and financing program details.

EXPERIENCE THE DIFFERENCE

When it comes to uptime,

there is no compromise.

That’s where Takeuchi

equipment excels. These

machines are built to deliver

the performance, durability,

easy service and operator

comfort you need to get the

job done faster. See what

more than five decades of

quality and innovation can

do for you. Check out our

new hydraulic excavators

at takeuchi-us.com.

©2014 Takeuchi Manufacturing. Contact your dealer for current warranty and financing program details.

FIND OUT WHAT OTHERS KNOW. VISIT FIND OUT WHAT OTHERS KNOW. VISIT TAKEUCHI-US.COMTAKEUCHI-US.COM TO FIND THE DEALER NEAREST YOU. TO FIND THE DEALER NEAREST YOU.

EXPERIENCE THE DIFFERENCE

When it comes to uptime,

there is no compromise.

That’s where Takeuchi

equipment excels. These

machines are built to deliver

the performance, durability,

easy service and operator

comfort you need to get the

job done faster. See what

more than five decades of

quality and innovation can

do for you. Check out our

new hydraulic excavators

at takeuchi-us.com

TAKGEN Const Ad_EquipWorld_JUL.indd 1 7/15/14 2:54 PM


Untitled-40 1 7/18/14 8:43 AM


reporter | by Equipment World staff

Las Vegas-based Caterpillar dealer Cashman Equipment has now made available a fatigue monitoring system for heavy equipment

operators. Initially rolled out in 2013 on Caterpillar mining trucks as part of the Cat MineStar System mine management functions, the Seeing Machines Driver Safety System is currently installed on 4,000 mining trucks worldwide, and working on 20 mine sites in the United States. However, the system has potential for other applications, and could be expanded for use on heavy equipment.

Designed to work with mining trucks because the problem of driver fatigue is so prevalent, DSS works by measuring operator eye and eyelid behavior for fatigue symptoms, and issues alerts in the event of a “micro-sleep,” which is a period of light sleep typically lasting up to 30 seconds. “With this system in place, we have seen an aver-age 80 percent reduction in fatigue and distraction events,” says Russ Armbrust, vice president for business development, Seeing Machines Limited. The system is camera-based, and therefore does

not require the driver to wear any special equip-ment, which could be either uncomfortable or distracting.

Cashman’s general manager for equipment solu-tions, David R. Griffi n, says the dealership has received positive feedback on their customers who are using DSS. Although Griffi n did not share the cost of the system, he says comparing the total cost of machine ownership with the value DSS brings to the site makes purchasing the system a smart decision. “Upfront purchase price, installa-tion cost and on-going monitoring costs are rela-tively insignifi cant and easily justifi ed,” Griffi n says.

Griffi n notes the technology promotes safety across equipment types and in a range of applica-tions. “DSS can be installed on any heavy equip-ment where there is a desire to continuously moni-tor and manage operator fatigue and distraction,” he says. “And, DSS can be installed on mobile equipment in non-production mining applications such as water trucks, light vehicles used in the sec-tor and more.” – Amy Materson

Cat dealer Cashman Equipmentinstalling camera-based system thatmonitors an operator’s fatigue

EW0115_Reporter.indd 13 12/23/14 10:26 AM


reporter | continued

Volvo launches fi rstT4i de-tiering kitallowing resale ofcertain articulatedhaulers, wheel loaders to lesser-regulatedcountries

Volvo Construction Equipment has launched its fi rst conver-sion kit that will allow cus-

tomers to resell their Tier 4 Interim machines to others outside of highly-regulated countries.

First announced in 2013, the “de-tiering” kits protect the company’s Tier 4 engines from the detrimen-tal effects of high sulfur fuels up to 10,000 parts per million (ppm). Volvo will release a series of these de-tiering kits from now through the end of 2015. This fi rst kit is for the com-pany’s A25-A40 articulated haulers with D11, D13 and D16 engines, as well as the L150-L250 wheel loaders with the D13 engine. The kit elimi-nates the need for regeneration and installation involves an exchange of hardware and a software update. The conversion is permanent. Kits for the EC340-E480 excavators, also with the D13 engine, will be launched early next year. The company says it will be launching kits for machines with medium-duty engines throughout next year. – Wayne Grayson

Interchange projects in Normanamount to Oklahoma DOT’slargest awarded contract

The reconstruction of two interchanges on Interstate 35 in Norman has generated the single largest construction contract ever awarded by the Oklahoma Department of

Transportation – to Sherwood Construction Company of Tulsa with a $71 million base bid.

The contract calls for the reconstruction of the northern half of the I-35 interchange at State Highway 9 East as well as the reconstruction of the Lindsey Street Bridge as a single point urban interchange. A project reconstructing the southern half of the interchange began in 2013 and is nearly complete. The new Lindsey Street interchange will feature longer on and off-ramps at I-35, a wider bridge and a single array of traffi c signals on top of the bridge. Work is scheduled to start early next year and both projects are expected to be completed halfway through 2017.

– Wayne Grayson

The Wisconsin Department of Transporta-tion will be the fi rst DOT in the United States to test a refl ective orange paint in an

attempt to make construction work zones more visible to drivers passing by. WisDOT has ap-plied the paint to three sections of pavement on Interstate 94, to the east and west of construction on an interchange to the Milwaukee Zoo. The orange paint replaces the traditional white and

yellow lane and edge markings. WisDOT said many drivers had diffi culty seeing the traditional lane markings last winter due to salt residue on the roadway.

WisDOT received permission from the Federal Highway Administration to test the paint, which has been used to denote work zones in Europe, Canada and New Zealand, but never before in the United States. – Wayne Grayson

Wisconsin DOT fi rst in U.S. to test refl ective orange lane paint for making work zones more visible to drivers

EW0115_Reporter.indd 14 12/23/14 10:26 AM

WORKS ANYWHERE. SAVES EVERYWHERE. The new H340AJ boom lift brings together powerful performance with the benefits of hybrid efficiency, letting you get the job done inside or out. Equipped with four independent electric-drive motors and a Tier 4 Final diesel-powered generator for recharging, it uses less fuel and reduces noise while tackling the toughest job site terrain.

Learn more at www.jlg.com/en/H340AJ-5

DIESEL PERFORMANCE.HYBRID TECHNOLOGY.

FUEL USE

NOISE

MAINTENANCE

REDUCED

EXCEPTIONAL GRADEABILITY

MANEUVERS IN ROUGH TERRAIN

DIRECT ELECTRIC DRIVE

jlg3215-1-H340AJ-EU-ewD1.indd 1 12/12/14 2:28 PM

Untitled-21 1 12/17/14 8:43 AM

KAC Full Page Ad Insertion-Equipment World.indd 1 1/8/14 5:06 PM

Untitled-10 1 11/20/14 9:18 AM


Boost effi ciency when transporting material with Doosan’s365-net-horsepower DA30-5 and 490-net-horsepower DA40-5 articulated dump trucks, which feature fuel-effi cient Scania DC9 and DC13 engines, respectively. The 51,588-pound DA30-5 has a 61,729-pound payload rating with a 23.3-cubic-yard heaped capacity, 9-foot, 10-inch loading height and a maximum speed of 36 mph. The 71,107-pound DA40-5 has a payload rating of 88,185 pounds, a 34-cubic-yard heaped capacity, a 10-foot, 8-inch loading height and maximum speed of 33 mph. Confi g-ured with a high-pressure common-rail fuel delivery system, cooled exhaust gas recirculation, selective catalyst reduction and

a diesel oxidation catalyst, the 28- and 40-metric-ton weight class trucks use diesel exhaust fl uid injected into the exhaust sys-tem to transform NOx into water and nitrogen. The trucks have a new mass airfl ow sensor and exhaust brake that work together to reduce emissions. The mass airfl ow sensor improves airfl ow management and optimizes fuel delivery, while the exhaust brake maintains consistency in engine temperatures at lower engine speeds, reducing harmful emission levels. Fuel effi ciency testing for the trucks has been recorded at an average of just 4.49 gallons per hour for the DA40-5, and 3.96 gallons per hour for the DA30-5. The DA40-5 also has a new bolt-on rear differ-ential, and improved gear ratios that deliver reduced axle speed, longer component life and lower fuel consumption. Vibration has also been reduced.

EDITOR’S

PICKEDITOR’S

PICK

LONG-LIFE DPFJohn Deere has expanded the company’s G-Series with the 300G LC excavator, which delivers 19 percent more horsepower and 17 percent more swing torque than its predecessor, the 290G LC. The 30-ton machine, designed for contractors in the underground, roadbuilding, energy, commercial building and pipeline industries, has a 223-horsepower Tier 4 Final PowerTech PVS 6.8-liter engine and features a DPF that can go up to 15,000 hours before ash removal. New features include a larger hood for improved engine access, a nine-pin diagnostic connector in the cab to reduce testing time for technicians, single-side ground level fl uid fi lter service and sensor mounting brackets welded to the boom, arm, dogbone, counterweight and mainframe for im-mediate installation of grade reference systems. A programmable thumb attachment is available, allowing operators to program oil fl ow for thumb attachments with the monitor.

marketplace | by Amy Materson | [email protected]

LOWER COST PER TON

EW0115_Marketplace.indd 17 12/23/14 10:27 AM


marketplace | continued

See us at World of Concrete booth N2601

Alturnamats_EW0115_PG018.indd 1 12/19/14 2:15 PM

TIGHT TURN RADIUSHandle a wide range of concrete slumps as well as dry materials with the MP550: Material Placer from Guntert and Zim-merman, which the company will launch at World of Concrete. Featuring four wheels with high-flotation tires, the four-wheel-drive MP550 has dual axle steering and a 12-foot inside turning radius for ease of movement around the jobsite. The concrete hopper design reduces dump box height, and the 5.5-cubic-yard hopper’s front lip is just 23 inches off the ground, for receiving a wide range of trucks, and a unique front flop gate eliminates loss while dumping. A 35-foot-long swing conveyor pivots 170 degrees and is designed with a hinge point near the tail pulley to allow for clearing barrier walls and obstructions while minimizing material discharge height. The MP550 has readily accessible components for easy cleaning and maintenance, and features such as an easily upgradeable Tier 4 interim engine, tire-over-track design, extended service intervals and an Eco-Mode that reduces fuel consumption by up to 35 percent all work to lower operating costs.

CONVENIENT DESIGNHandle a range of parking lot, road, utility pipe and street projects with the Dynapac CA1300 and CA1500 single-drum soil rollers from Atlas Copco. With cross-mounted engines and hydraulic pumps in line with the engine, operators can reach all components for service and maintenance. Placing the engines perpendicular to the frame also improves weight distribution and reduces the footprint of the units. The CA1300 is powered by a Tier 4 Final, 75-horsepower Kubota diesel engine while the CA1500 has a Tier 4 Interim, 100-horsepower Cummins diesel engine. Both rollers have top-mounted cool air intakes with side vents that combine with the ejector exhaust outlet, minimizing engine noise and preventing dust from being sucked into the engine compartment. The CA1300 features a static linear load of 73 pounds per linear inch, and a 54-inch drum. The CA1500 has 112 PLI and a 66-inch drum. Both units have the ABC system, which prevents operators from over-compacting the soil, as an option.

EW0115_Marketplace.indd 18 12/23/14 10:28 AM

TOPCON EXCAVATOR CONTROL SYSTEMS

The enhanced productivity of 3-D control is a well-known fact.

But what’s often overlooked is the beauty of its precision.

Get the confidence to tackle any job with ease, and the most

demanding ones with a smile.topconpositioning.com

THE EARTHIS YOUR CANVAS

Untitled-33 1 12/18/14 9:47 AM


Untitled-48 1 5/15/14 8:04 AM


We’re used to numbers – some of them in the double digits – when manufacturers talk about fuel effi ciency gains in new equipment. But when Komatsu America

introduced its PC210LCi-10 in late 2014, it talked about a huge number, and this time it didn’t involve fuel ef-

fi ciency, but rather construction time. Komatsu says the semi-automatic Intelligent Ma-

chine Control on its PC210LCi-10 excavator will help make over-excavation a thing of the past. And, compared with using a standard PC210LC-10 excava-tor, the company says in fi eld tests the “intelligent”

innovations | by Equipment World staff

Our 2015 Innovation award winners include an excavator that goes into semi-automatic mode every time you get close to the target surface, a pickup truck

body that was the talk of 2014 and a generator with massive capabilities to give power to remote – even Third World – job sites and communities. Go with us

into the design process as we examine how these standout products were created.

Komatsu PC210LCi-10’sIntelligent Machine Controltakes aim at over-excavation

INNOVATIONS2015

Award Winners

EW0115_Innovations.indd 21 12/23/14 10:31 AM

LANDOLL CORPORATION800-428-5655 • www.landoll.com

UNLOCK YOUR POTENTIALUNLOCK YOUR POTENTIALUNLOCK YOUR POTENTIALWITH A WITH A WITH A LANDOLLLANDOLLLANDOLL

22’ to 32’ Usable Deck Lengths · 19½” Deck HeightDropped Wheel Bolsters and Front Bolsters with Traction Bars · Bucket Trough

Open Rear Trunnion · Grote Ultra Blue Wiring · Single Hydraulic ControlPowder Paint · Arched Gooseneck · 7 Ride Height Positions · Flat Front Approach

855 DETACH

835 DETACH

55 Ton Construction

35 Ton Paver Special

Call for a FREE Demo!

UNLOCK YOUR POTENTIALUNLOCK YOUR POTENTIALUNLOCK YOUR POTENTIAL

22’ to 32’ Usable Deck Lengths · 19½” Deck HeightDropped Wheel Bolsters and Front Bolsters with Traction Bars · Bucket Trough

Powder Paint · Arched Gooseneck · 7 Ride Height Positions · Flat Front Approach

35 Ton Paver Special

Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for Call for

55 Ton Construction55 Ton Construction

Stop & Take a Look TODAY!

Untitled-23 1 12/17/14 8:47 AM

excavator showed up to a 63-percent reduction in construction time.

The machine is semi-automatically limited from dig-ging beyond the target surface, as defined by project files downloaded either through a thumb drive inserted into the bottom of the in-cab control box or remotely through project partner Topcon’s Sitelink 3D Enterprise program.

Previewed at ConExpo in March, the excavator became available in North America last month, the culmination of a project that’s obviously got those involved buzzing. “This is no longer machine guidance, but machine control,” says Peter Robson, Komatsu’s director of intelligent machine controls.

What does semi-automatic mean?Komatsu wants to make clear the machine control takes over only when an operator nears the target surface as defined by downloaded project files. “When the bucket reaches the target design surface, the automation limits it from going below grade, even allowing semi-automatic tracing of the target design surface,” says Jason Anetsberger, Komatsu America project marketing manager, intelligent machine controls. In all other areas, operators are in com-plete control, and they can opt for manual controls at any time.

“The fundamental design challenge was how to smartly add automation to increase the efficiency of the machine without limiting the productivity of an experienced opera-tor,” Anetsberger explains. “Productivity gains depend on the operator, who still controls the speed of the opera-tion. This will raise an operator’s efficiencies, whatever his experience.”

The company also wants to differentiate this system from what it calls “conventional guid-ance systems” now available for excavators. “With conventional guidance, the grade quality depends on the skill of the op-erator,” Robson says. “When you talk to customers, one of the biggest problems they had with these systems is speed. The operator is always constantly monitoring the indicate-only system to see if he’s on grade. With Intelligent Machine Con-trol, the operator can focus on moving materials efficiently – and with plus/minus 42-millime-ter accuracy – without worrying about meeting the target.”

“This actually empowers the operator,” Anetsberger adds.

“He’s not relying on people outside of the machine to tell him whether he’s on grade, and he has less tunnel vision than if he was constantly looking at a machine guidance monitor.”

How it’s doneThe excavator’s Intelligent Machine Control system – mod-eled in part after Komatsu’s intelligent dozer line intro-duced last year and developed concurrently with the dozer controls – offers real-time bucket edge positioning in rela-tion to the machine and job surface.

The system has several components, all factory installed:• Stroke sensing hydraulic cylinders on the boom, arm

and bucket. Each of these cylinders has a built-in stroke sensor, providing real-time bucket position data sent to the in-cab control box. Monitoring displacement of the cylinders, the sensors track where the cutting edge of the bucket is relative to the body of the machine.

• An Inertial Measurement Unit, located inside the ma-chine, which detects machine orientation.

• Working from project files, a 12.1-inch tablet-like touch screen display control box inside the cab shows side and aerial views of the machine, and uses a facing angle compass, a light bar and audio guidance.

• Two GNSS antennas, positioned on easily-accessed handrails behind the cab. A GNSS receiver is located inside the machine.The only obvious clues an intelligent machine is different

from the standard PC210LC-10 are the antennas and in-cab control box. All other components are internal.

These components give the excavator these semi-auto-matic capabilities when near the target surface:• Auto grade assist, in which the boom adjusts the bucket


innovations | continued


height automatically when the operator moves the arm, allowing him to trace the target surface and minimize digging too deep.

• Auto stop control, which stops the machine during boom or bucket operation when the bucket edge reaches the target surface, also limiting over-excavating.

• Minimum distance control, which controls the bucket by automatically selecting the point on the bucket closest to the target surface regardless of machine position. Even if the machine is inclined while working, the facing

angle compass ensures the machine is facing perpendicular to the target surface.

Touch controlsThe 7-inch standard display in most excavators wouldn’t convey all the information operators needed with the Intel-ligent Machine System, so Komatsu opted for a 12.1-inch-high screen that uses a touch screen interface instead of a multi-step menu. (Note: the machine still uses the excava-tor’s function display monitor for regular functions.)

The angle and magnification of the 3D display can be changed, allowing operators to select the optimum view for their jobs. Users can switch between a “rough” overall view and a magnified “fine” grading view that highlights the bucket position. The display can be moved out of the way when not in use.

Located in the upper right hand corner of the screen, the arrow of the facing angle com-pass shows the orientation of the bucket edge relative to the target surface. “This compass allows us to square the machine to the slope, basically giving the bucket an accurate cutting edge perpendicular to the slope,” Anetsberger says. “While this seems easy, it can be quite difficult, especially when you consider the machine is sitting on an uneven surface.”

In a narrow column on the left side of the screen, a conventional colored light bar shows the bucket edge position relative to the target surface; when the buttons are green, you’re close to grade. Operators can also opt to use a sound function, which audibly warns them when the bucket reaches programmed distances from the target surface. If you opt for manual controls, the Auto mode can be turned off by pushing the upper right corner switch, putting the display in indicate-only mode.

If owners opt to use Topcon’s Sitelink 3D Enterprise system, machine and office can be connected in several ways:• Project files can be directly downloaded

from a contractor’s office to the machine. • Progress information and as-built data can

be sent back to the office.

• Machine and office can send messages to each other.• Machine functions can be remotely troubleshooted.

ROI in 18 monthsWhile not disclosing the exact number, Robson says there’s a “significant premium” for the Intelligent Machine Control system, but says Komatsu expects users to get an ROI in 18 months. As with the dozer, where the initial D6li-23 model opened the way for several intelligent dozers, the excavator intelligent controls are scaleable, and will most likely ap-pear in larger excavators in the next 12 to 18 months.


Komatsu’s claim of up to a 63-percent reduction in con-struction time will make many contractors pause. While the company readily admits Intelligent Machine Control isn’t for all applications, it contends its near elimination of over-excavation makes sense on high production or preci-sion jobs. Whether, as Komatsu says, it truly opens the door to autonomous machines on construction jobsites will be intriguing to watch.

– Marcia Gruver Doyle | [email protected]

Why we like this product


The 12.1-inch touch screen display can be positioned out of the way when not in use.


EXPERIENCE THE POWER OF

HYUNDAI

Looking for power?

Hyundai machines have more standard features than the competition. That’s the power of comfort, which translates to productive results.

Learn more at hceamericas.com.

Visit us at booth C5881

15-HYUNDAI-2037_JAN_EqWorld_AD.indd 1 12/17/14 3:01 PMUntitled-1 1 12/22/14 9:05 AM


Innovation is the result of conquering a diffi cult quest using imagination fueled by passion and experience.

The 2015 F-150 is a rolling example full of inno-vation, and its aluminum body is just one example

of why it’s deserving of one of Equipment World’s 2015 Innovation awards.

Twenty-some years ago a young automotive body struc-tures engineer by the name of Bruno Barthelemy was part of a team at Ford tasked with building an aluminum-intensive vehicle (AIV) using the Mercury Sable as the test platform.

It was an experiment to reduce the weight of vehicles, thus improving fuel economy and setting the stage to meet ever-increasing Corporate Average Fuel Economy (CAFE) standards. They built a test fl eet of 100 Mercury Sable AIVs and put them out in the world to see how they’d fare.

The AIV Sables did what was expected, but Ford deemed the cost of making mass-produced, aluminum-bodied, four-cylinder cars for the U.S. market out-weighed the benefi ts at the time. But the challenge of meeting ever-increasing CAFE standards remained as did the challenges of fi nding ways to make vehicles that met those standards.

“Our [team’s] job is to fi nd innovative ways to design parts to reduce the weight and total cost of the part while maintaining or surpassing the strength requirements of the body structure,” said Dr. Barthelemy in 2006, by then Ford’s global chief engineer, Body Structures.

They were also “looking for the perfect application” according to Barthelemy where a stronger, lighter-weight aluminum body could be used so the benefi ts out-weighed the costs to the consumer.

That opportunity came in 2008 when Ford Truck


2015 Ford F-150’s head-turning aluminum body improves fuel economy, acceleration performance and payload capacity


©2015 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.

Customer-Inspired Technology.Cummins Tier 4 Final engines are designed and built to meet customer needs, based on actual duty cycles and working environments. Innovative technologies are fully integrated to maximize ef� ciency and productivity while minimizing maintenance and service. To learn more about Cummins Tier 4 Final engines, contact your local distributor or visit cumminsengines.com. For lower total cost of operation with increased equipment availability, it pays to think Cummins. Every time.

It Pays To Think Cummins.

Untitled-18 1 12/17/14 8:38 AM

SP8923_EW_CDP logo signsH.indd 8 1/21/09 2:11:15 PM

SP12709_CDP 2014 Congrats Ad.indd 1 12/18/14 10:23 AM

needed to start work on the next generation F-150. It was also the same time higher CAFE benchmarks for light-duty trucks was put into play.

“The big question for Ford Truck,” Barthelemy told us during an interview earlier this year, “was what direction do we go with the next generation F-150: Do we use hybrid electric or diesel or traditional gasoline? A smaller engine or a smaller pickup?”

The Body Structures team ultimately focused on creat-ing a new truck using an aluminum body because the lighter weight not only helped improve fuel economy, it also improved acceleration performance and payload capacity – two important aspects for F-150 buyers.

Bodywise, Ford was totally ready: The Body Structures team had decades of experience manufacturing limited-

production, high-end luxury cars and SUVs under the Jaguar and Land Rover nameplates here and abroad.

“From an investment standpoint, when you create a new vehicle, you also have to create a new assembly plant,” says Barthelemy – a point played out later by Ford reportedly investing more $900 million on re-tooling the Dearborn F-150 plant and related stamping and on-site aluminum support operations.

“But from a technology standpoint the engineering team was very confident in our ability to build the new truck,” says Barthelemy who was also the supervisor on the mid-90’s Super Duty body re-design.

Doubts as to an aluminum body F-150 being the right move circulated inside Ford’s upper management and key investors.



Ford tested prototypes of the aluminum body at Barrick Mining in Elko, Nevada, where mine surveyors can easily put up to 300 miles a day just driving the mine site.




So the engineering teams got creative and did some-thing unheard of: Barthelemy had them hand-build six X-0s (prototypes built before any developmental engi-neering plans were drafted or ok’d) using 2008 F-150s as the platform to prove to management aluminum is better than steel – and that this truck was, indeed, the perfect vehicle for the application.

Then they brought Ford’s decision makers to their se-cret testing ground to drive the aluminum-bodied F-150s.

“When we realized the aluminum F-150 gained 750 pounds of additional payload capacity, and when we proved from a durability standpoint with the first wave X-0 prototypes that this truck surpassed the 2008 mod-el, everyone on our Body Structures team was smiling,” recalls Barthelemy.

But he says the biggest smiles came when key man-agement drove the X-0 F-150s the first time in early 2010: “They were dumbfounded by the performance and quality of the job aluminum could do,” says Bar-thelemy. “They said, ‘Oh, gosh. Unbelievable. This is a level of quality we’ve never seen in a truck.” That was all it took to have the next-generation F-150 aluminum body green-lighted.

Manufacturing innovations followed, including using four different types of aluminum and new manufactur-ing processes to vary the thickness and strength of body support structures according to location inside the truck.

The end result is a 2015 F-150 aluminum body that weighs 45 percent less than the equivalent steel body and stronger in all aspects.

Recycling scrap, the biggest cost concern from the beginning, was addressed and conquered as well: Ford’s innovative, state-of-the-art, in-house recycling program recoups the cost of almost 90 percent of the 310 pounds of aluminum scrap generated building each truck.

Meanwhile, Ford Truck’s powertrain team designed innovative, smaller, lighter, more powerful pickup engines we know today as the EcoBoost V-6s to take advantage of the lighter-weight body.

Roll all of those innovations into one and you have the 2015 F-150 leading the way for a new generation of lighter, faster, more efficient pickups industry wide.

Members of Ford’s F-150 structural engineering team show off an alumi-num body panel to the press.

We like Ford’s 2015 F-150 because it’s a trend-setter that literally embodies the newest technology in the manufactur-ing and design of pickups. It moves the utility and economy bar higher, as it does comfort and performance. Lighter and stronger, the aluminum-bodied 2015 F-150 offers a configu-ration to fit any construction/contracting business owner’s needs in cab, bed and drivetrain configurations. Winners all.

– Bruce W. Smith | [email protected]



Name __________________________________________________________________________Company _______________________________________________________________________Address ________________________________________________________________________City/State/ZIP ___________________________________________________________________Phone _______________________________________ Fax _______________________________E-Mail __________________________________________________________________________Quantity: ___________________________ Total Enclosed $_____________________________Order by Invoice:Purchase Order #_________________________________________________________________Order by Credit Card: ❑ Visa ❑ MasterCard ❑ American ExpressName on card _____________________________________________________________________ Account number______________________________ Expiration Date_____________________Signature_____________________________________ SSC Code _________________________

Fax this form to (205) 349-3765 to order your copy today!Or mail to: Equipment World 2014-15 Spec Guide • P.O. Box 2029 • Tuscaloosa, AL 35403-2029

❑ Yes! Please send me the Equipment World 2014-15 Spec Guide!✔

Add sales tax for the following states: NC 6.5%, PA 6%, WI 5%, AL 4%, GA 7%, TX 6.25%

To order copies of the 2014-15 Equipment World Spec Guide, simply fi ll out the form below and fax it to (205) 349-3765 or call 1-800-633-5953, ext. 1173. The cost of the print version is only $49. Go to www.SpecGuideOnline.com.

The16 th AnnualEquipment World Spec Guide

A Supplement to Equipment World Magazine

Air Compressors

Air Compressors

Paving Equipment

Paving Equipment

Directional DrillsDirectional Drills

Off-Highway Trucks

Off-Highway Trucks

Lasers/GPS Lasers/GPS

ScrMotor Graders

ScrMotor Graders

Crawler Dozers

Crawler Dozers

Whders/Toolcarriers

Whders/Toolcarriers

Excavators/ShovelsExcavators/Shovels

Backhoe LoadersBackhoe Loaders

eers/Compact Loaders

eers/Compact Loaders

Hamm

ers/Shears

October 2014 equipmentworld.com







2014-2015

• Hammers/Shears• Skid Steers/Compact Loaders• Backhoe Loaders• Excavators/Shovels• Wheel Loaders/Toolcarriers• Crawler Dozers• Scrapers/Motor Graders• Lasers/GPS• Off-Highway Trucks• Trenchers/Directional Drills• Paving Equipment• Air Compressors

MORE THAN 40DIFFERENTMACHINE TYPES ORGANIZEDBY SIZE

• air compressors • skid steers • compact utility loaders • backhoe loaders • excavators • wheel loaders • toolcarriers • crawler dozers • scrapers • scraper haulers

• motor graders • off-highway trucks• trenchers • directional drills • hammers/shears • asphalt and concrete pavers • cold planers • compactors • lasers • GPS systems.

Includes current specs on:• air compressors • skid steers • compact utility loaders • backhoe loaders • backhoe loaders • excavators • excavators • wheel loaders • wheel loaders • toolcarriers • toolcarriers • crawler dozers • crawler dozers • scrapers • scrapers • scraper haulers • scraper haulers

• motor graders • off-highway trucks• trenchers • directional drills • hammers/shears • asphalt and concrete pavers • cold planers • compactors • lasers • GPS systems.

Includes current specs on:

EW Spec Guide Order Form_Equip0115_PG031.indd 1 12/18/14 9:54 AM

SULLAIR FEATURED PORTABLE AIR COMPRESSORS

OPERATION ENGINE DIMENSIONSM

ake

Mod

el

Free

air

deliv

ery

(cfm

)

Wor

king

pre

ssur

e (p

sig)

Oper

atin

g w

eigh

t (lb

s)

Engi

ne m

ake

Engi

ne m

odel

Engi

ne p

ower

(hp)

Fuel

tank

cap

acity

(gal

)

Leng

th (i

n)

Wid

th (i

n)

Hei

ght (

in)

185 Family (60HP iT4 DPQ Package listed; other units available)

Sullair 60 HP 185 100 2130 CAT C2.2 (iT4) 60 20 130.8 59.2 53.9

375 iT4 Family (375 iT4 DPQ Package listed; other units available)

Sullair 375 375 100 5450 CAT C4.4 (iT4) 122 56 169 93 81

E900H Family (E900H ETQ Package listed; other units available)

Sullair E900H 900 150 11780 Hebei Electric 214 - 194 83 94

1600 LP iT4 Family (1600 LP iT4 DTQ Package listed; other units available)

Sullair 1600 1600 100 21250 CAT C-15ATAAC (iT4) 540 244 262 102 101

LEARN MORE ABOUT THE COMPLETE LINE OFSULLAIR PORTABLE AIR COMPRESSORS

For our full line of compressors, visitSULLAIR.COM

At: SULLAIR.COM• Durable Rotary Screw Design• Sullair Certified REMAN Units Available• Plus, a Full Line of Premium Air Tools

Untitled-24 1 12/17/14 8:52 AM



Mining asteroids in space may not seem like something that would produce benefi ts for poor people in the Third World or construction contractors here on earth. But an idea that started in the

private space exploration sector has now evolved into a new product that stands to benefi t both – Planetary Power’s HyGen hybrid diesel-electric generator.

It was Planetary Power’s fi rst mission that identifi ed the need to create power and electricity in outer space – one of the applications being asteroid mining. Plan-etary Power took this need and began development of a direct solar powered engine called SUNsparq. In developing the hybrid system (energy production and storage) used in SUNsparq, the engineers quickly real-

ized that a similar system could be engineered using a diesel engine, high effi ciency alternator, and energy storage. This developed into HyGen as a faster-to-mar-ket alternative while the next generation solar-powered engine for SUNsparq is developed.

Diesel power, battery storageIf you understand how a Chevy Volt works, you have the basic concept of the HyGen – an internal combus-tion engine combined with a battery. Like the Volt, it can produce electrical power directly off the engine, or when loads are lighter, out of the batteries without the engine running. HyGen is a serial hybrid; this means the power production is “decoupled” from the load, reducing the stress on the engine.

Pairing a diesel engine with lithium-ion batteries on the Hygen hybrid generatorsolves a whole lot of problems for a whole lot of people

Where diesel is hard to get, this hybrid generator can keep the lights on and the work going.




“Pairing a generation solution with energy storage gives you a lot of flexibility,” says Randy Hart, Plan-etary Power’s hybrid product manager. “The most reli-able and robust system out there is a diesel generator. But it’s old technology and the way that it is currently applied, the engine must be running to provide power, and the fuel efficiency varies significantly depending upon the load. The lifespan of those diesel engines is measured in hours of runtime and is relatively short when under continuous duty.

Numerous advantagesPlanetary Power found that pairing energy storage and a smart control system with a high-efficiency diesel generator produces a wide range of advantages com-pared to a diesel-only generator:1. The engine does not have to be running the entire

time you need power.2. When the engine is running, it is at its most efficient

rpm, which extends engine life.3. Total fuel consumption to meet load drops in some

cases over 80 percent.4. Engine noise is greatly reduced.5. The quality of the electricity is improved to the level

needed for some of today’s electronics thanks to the buffer of the batteries and the inverter between the engine and the output.The HyGen system produces 60 kW of peak, 30

kW of surge output and 20 kW of continuous power. A three-cylinder Perkins 403 F/D series engine turns the generator which sends the electricity into lithium-ion battery modules that have an estimated life of 10 years. Depending on the load, the HyGen can run up to 20 hours on battery power alone, and multiple units can be networked together to meet high demand applications.

Plug and play energyPlanetary Power has also designed the HyGen to plug and play with other energy producing technolo-gies such as solar or wind systems. “HyGen can make the most of renewable energy sources regardless of whether or not the sun is shining or the wind is blow-ing,” Hart says.

HyGen’s primary market at present is the global telecom companies, who need highly efficient, reliable power to produce electricity for remote cell phone towers. But the range of future applications is tremen-dous: remote fishing villages in Alaska, construction contractors and military personnel operating in roadless environments, or scientific research stations located at the ends of the earth – anywhere that delivery of diesel is expensive and dangerous.

Hart says he also sees regular construction contrac-tors finding benefits to running the HyGen, especially when powering jobsite trailers. In his previous work with equipment rental companies, Hart says he found that contractors often greatly over-specified their trailer generators resulting in a lot of wasted fuel, extra main-tenance and noise.

Some 1.4 billion people in the world live without electricity. Many others can only access it intermittently. Getting lights and refrigeration is the first priority in the undeveloped world and the HyGen is perfect for that. But even better outcomes will start to emerge when these Third World citizens plug their first circular saw or concrete mixer into their local HyGen outlet, or wire up a small factory to manufacture a profitable product from local resources. That’s going to change the world and all for the good.http://www.planetarypower.com/hygen/

– Tom Jackson | [email protected]



FIRESTONE_OTR_A SNIPE

JOB NO. BAN140116 DATE 12.15.14 INITIALS DATE

CD Rob P.

AD/Designer Tim M.

Writer Rob P.

Layout Designer

Account Mgr. Steve K.

Project Mgr. Dianne Y.

Print Prod.

CLIENT BANDAG

HEADLINE When concrete and asphalt ...

FILE NAME BAN140116_FirestoneOTR_A_SnipeROUND

1STAGE:CLIENT REVIEW

LIVE 7.373" x 10"

TRIM 7.875" x 10.5" <MAGAZINE / NEWSPAPER>BLEED .125" MEDIA

COLOR CMYK

C M Y K

Building this country from the ground up. It’s what Firestone

tires were born to do best. See the latest lineup at a local

dealer near you and learn more about Firestone. Built to build.

WHEN CONCRETE AND

ASPHALT ARE IN YOUR

BLOOD, FIRESTONE IS

ON THE JOB.

©2014 Bridgestone Americas Tire Operations LLC. All Rights Reserved.

Visit us at World of Concrete Booth C5402

and www.firestoneconstructiontires.com

BAN140116_FirestoneOTR_A_Snipe 1 12/15/14 5:53 PM

Untitled-30 1 12/18/14 9:14 AM

www.intermatconstruction.com#intermatparisBLOG

e x p e rt i s e - i n n o vat i o n - n e t w o r k i n g

Building the future together

INTERMATc/o IMEX Management, Inc.Tel: 704.365.0041 - Fax: 704.365.8426Email: [email protected] De

sign

: mad

mac

- ©

Lev

Kro

poto

v

Untitled-23 1 10/22/14 9:34 AM


In a recent case involving a suit against a state Depart-ment of Transportation arising out of a fatal collision be-tween a passenger vehicle

and a dump truck on I-95 – GDOT v. Jarvie (Nov. 16, 2014) – the Georgia Court of Appeals held the GDOT was not liable based on the doctrine of sovereign immunity.

The doctrine of sovereign immu-nity is a legal doctrine that derived from English law, which assumed “the King can do no wrong.” Under this doctrine, the sovereign or state cannot commit a legal wrong and is immune from civil suit or criminal prosecution. Enacted in 1946, the Federal Tort Claims Act, waived the federal govern-ment’s immunity to certain ac-tions. In response, many states enacted similar statutes that waived a state’s sovereign im-munity under certain prescribed conditions. In general, the State Tort Claims Acts either provide a general waiver of immunity with certain exceptions, or immunity subject to limited waivers that apply to certain types of claims.

In GDOT v. Jarvie, in 2007, the Georgia GDOT awarded a contract to Plant Improvement Company dba Seaboard Construc-tion to act as the general contrac-tor for a road-widening project on I-95. The project involved installing large quantities of aggregate rock to construct the road bed. Sea-board submitted a written request for permission from the GDOT to stockpile aggregate material in the highway median. The GDOT gave

Seaboard permission to construct a stockpile area subject to certain conditions, including that Seaboard submit a traffic control plan for GDOT approval. Ultimately, the GDOT approved Seaboard’s request to stockpile material in the median.

In April 2009, Jarvie was a pas-senger in a passenger vehicle trav-eling in the left lane on I-95 when the vehicle collided with a dump truck entering the highway from the median at the material storage area. The dump truck was driven by an operator working for Flo Jo, a sub-contractor to Seaboard. The plain-

tiffs sued the dump truck operator, Flo Jo, Seaboard and GDOT for causing Jarvie’s death. The plaintiffs alleged the GDOT negligently de-signed, constructed, and maintained the construction vehicle access and egress to the median. Plaintiffs’ complaint alleged the stockpile area lacked certain safety features, such as acceleration or deceleration

lanes for construction vehicles, dust control measures, proper warning signs, adequate field monitoring and appropriate operating hours.

GDOT moved to dismiss plain-tiffs’ complaint on the basis of sovereign immunity. The trial court denied GDOT’s motion. GDOT ap-pealed.

The Georgia Court of Appeals reviewed the law of sovereign immunity. In Georgia, sovereign immunity has constitutional status, and may only be waived by an act of the General Assembly or by the Constitution itself. In Jarvie, the

plaintiffs sought a waiver of sovereign immunity based on an act of the General Assembly, i.e., the Georgia Tort Claims Act (GTCA).

The plaintiffs argued the GDOT was liable because they negligently allowed Seaboard to design, install and use a dangerous stockpile area in the inter-state median. However, the GTCA’s waiver of immu-nity does not include torts committed by independent contractors. Therefore, the court found the GDOT is

not subject to suit for the conduct of its contractors, such as negli-gently designing the stockpile area’s traffic plan or negligently driving the truck that caused Jarvie’s death. In Jarvie, the GDOT’s role amount-ed to approving Seaboard’s request to stockpile the material in the median and monitoring compliance with the conditions of approval.

in court | by Brian Morrow

State GDOT prevails on suit involving fatal collision based

on sovereign immunity

EW0115_In Court.indd 37 12/23/14 10:35 AM

With respect to approving the stockpile area and traffic plan, plaintiffs’ claim was based on the stockpile area, as opposed to the project design. The plaintiffs’ expert witness, a former GDOT project engineer, reviewed the project and stated he had no criticisms of the overall project design. Instead, his criticisms focused on the stockpile plan. Seaboard was responsible for the design and construction of the stockpile area. The stockpile loca-tion was proposed by Seaboard after the design process to save time and to “help coordinate the heavy rail movements which will be required to receive this amount of [road con-struction] material.” Therefore, the GDOT’s role was limited to reviewing and approving the stockpile location and traffic plan, which was designed and proposed by Seaboard. As a result, and pursuant to the GTCA, the court found the GDOT was immune from liability based on its decision to

approve Seaboard’s stockpile plan. The plaintiffs further argued the

GDOT’s on-site monitoring of the construction operations, including at least one instance of penalizing Seaboard for crossing the median in an unapproved location, amounted to inspection of state property not cov-ered by the exception of the GTCA relating to inspection powers. How-ever, the court found the GDOT’s conduct amounted to oversight of construction activities for purposes of administering the contract, and did not amount to an inspection of state property for regulatory compli-ance or safety hazards, as set forth in the GTCA. As a result, the Court of Appeals found the GDOT was not liable for Jarvie’s death.

The Jarvie matter shows that under the doctrine of sovereign im-munity, governmental entities in the United States are immune from suit, just as the king was immune in me-dieval Europe, unless some excep-tion applies. Although the federal government and states have enacted Tort Claims Acts, these statutes only allow suit under certain prescribed circumstances and timeframes. As a result, any suit involving work for a governmental entity, especially involving claims of serious bodily injury or death, needs to be careful-ly examined to determine whether the doctrine of sovereign immunity might apply.


in court | continued

Progressive Casualty Ins. Co. & affi liates. Discounts not available in all states.

Discountsinclude:

collect them all!

.safe driver.

.business experience.

.Paid-in-full.

.safe driver.

.business experience.

.Paid-in-full.Discounts

include: collect them all!

$aving you money on your commercial TRUCK insurance!




1-800-PROGRESSIVE PROGRESSIVE.com

Brian Morrow is a partner in Newmeyer & Dillion LLP, a law firm with offices in Newport Beach and Walnut Creek, California, and Las Vegas. Mr. Morrow possesses B.S. and M.S. degrees in civil engineering, is a licensed California Civil Engineer and attorney, and specializes in the field of construction law, including road, transportation and heavy construction. He can be contacted at [email protected].

EW0115_In Court.indd 38 12/23/14 10:35 AM

5

www.agg1.org

Untitled-26 1 12/17/14 8:57 AM


Even as the green move-ment expands its war against fossil fuels, it’s losing ground in its ability to use federal

legislation to strangle new high-ways and capacity improvements in the cradle.

Since 2005, serious reforms in federal surface transportation legislation like today’s MAP-21 and its predecessor, SAFETEA-LU, have allowed states to shorten the time it takes for bridge, road and capacity improvements to go from concep-tion to completion. But the reforms haven’t been widely implemented.

SAFETEA-LU specifically initiated a new environmental review that would allow state agencies to assume the U.S. DOT’s environmental review responsibilities and, significantly, lia-bilities under the controlling National Environmental Policy Act (NEPA).

But with only two states – Cali-fornia and Texas – taking full advantage of the environmental review delegation of authority, it’s clear more can be done. “There’s not been a wholesale reduction in the environmental review process,” says Nick Goldstein, vice president, Environmental & Regulatory Affairs, American Road & Transportation Builders Association (ARTBA). “We think there’s a long way to go in project delivery.

“California was one of the five states that had the option un-der SAFETEA-LU, and the only one that went ahead with it,” Goldstein tells Equipment World. “MAP-21 opens it up to every state. Texas looked to California for its own application, and we have hope that more states will take advantage of that process. With California and Texas being

on opposite ends of the spectrum, if it works in both places – which we’re assuming it will – maybe other states will decide it can work for them.”

But there’s a catch: the state assumes the liability for lawsuits that the federal government was accepting under the existing pro-cess. “States waive their sovereign immunity, and that’s been a bar-rier,” Goldstein says.

road science | by Tom Kuennen

Phot

o Cr

edit:

Tom

Kue

nnen

STATES MUST TAKE THEINITIATIVE INENVIRONMENTAL STREAMLINING

EW0115_Road Science.indd 40 12/23/14 10:38 AM


Categorical exclusionsCategorical exclusions are the easi-est route to environmental stream-lining, but only if the project fits. MAP-21 expanded the definitions of types of projects that can be consid-ered CEs.

For example, the emergency categorical exclusion was used recently to speed reconstruction on an I-5 bridge project in Washington State. On May 23, 2013, a portion

of the I-5 bridge collapsed into the Skagit River near Mount Vernon after being struck by an oversize load. Crews installed two temporary spans and the bridge was reopened June 19, less than four weeks later. Work immediately began on a permanent span, which was moved into place Sept 14, 2013, and the bridge reopened to highway-speed traffic the next day.

“[The categorical exclusion]

was very helpful there; instead of waiting months to get in to repair a bridge, they were able to get in within weeks,” Goldstein says. “Emergency situations represent a new class of categorical exclusions created by MAP-21. It enables the state to go in and fix an emergency situation without triggering a more burdensome environmental impact statement.”

“The streamlining provisions

Delivery of highway construction projects has been enhanced by environmental streamlining provisions of MAP-21 and its predecessor, SAFETEA-LU.



ROAD SCIENCE | continued

in MAP-21 are among the most important – and potentially most impactful – in the new law,” said a October 2013 report of a joint com-mittee of the American Association of State Highway & Transportation Officials, Associated General Con-tractors and ARTBA. “There is po-tential for significant improvements in transportation project delivery if all parties use these provisions to their maximum effect.”

Texas Takes ControlThe initial two-year MAP-21 ex-pired Sept. 30, but was extended six months through May 2015, with some stop-gap funding added to supplement the ongoing Highway Trust Fund deficit.

ARTBA president and CEO Pete Ruane has cited two points that would enhance environmental streamlining under MAP-21: a focus

on flexibility, and creation of an information clearinghouse.

“The process should allow states to assume certain parts of the re-view process, while leaving others to the federal government, depend-ing on what is in the best interest of advancing the project,” Ruane said in November. He added there should be a centralized informa-tion clearinghouse created to allow states to see what works, and what does not.

Under MAP-21 reforms, Texas will assume federal responsibility for environmental reviews, rather than provide information to federal agencies on a case-by-case basis, which will telescope the amount of time involved in review and ap-proval.

“Streamlining opportunities, even small ones, can have far-reaching benefits to TxDOT,” said Carlos

Swonke, director, Environmental Affairs Division, Texas DOT, at a House subcommittee hearing in September.

In 2013, TxDOT projects went through 1,796 environmental ap-provals. Of the TxDOT environ-mental approvals, 98 percent were categorical exclusions used for minor, routine projects, such as repaving or a bridge replacement,

TxDOT is also making use of the categorical exclusion for projects within operational right-of-way, us-ing it on 627 project approvals. “It has been a time saver and a money saver,” Swonke said.

For example, the environmental approval for widening a four-lane highway to six lanes in Houston took three years and $100,000, even though no additional right-of-way was needed and there was no pub-lic opposition.

Capacity improvements in environmentally sensitive areas are subject to stringent environmental reviews under the National Environmental Policy Act, which has been used to delay such improvements.

Phot

o Cr

edit:

Tom

Kue

nnen


0

5

25

75

95

100

Crafco_BR1214_PG14.indd 1 12/3/14 12:39 PM



“Today that project could be ap-proved with a categorical exclusion in a fraction of that time and at a fraction of that cost,” Swonke said.

The road aheadEven as today’s roadbuilders benefit from MAP-21, lawmakers inside the Beltway are looking ahead to reau-thorization, and improving environ-mental streamlining is in the mix.

“The environmental review and permitting processes are major components of project delivery,” said House Subcommittee on Highways and Transit chairman Tom Petri (R-Wis.) at a hearing in September.

“[MAP-21 reforms] maintained our strong environmental protections while improving the efficiency and effectiveness of the process,” Petri said. The complexity of the issue,

Use of environmental and social justice complaints against urban expressways began as interstates penetrated cities in the 1960s and early 1970s.

Megaprojects like the new Bay Bridge in San Francisco Bay underwent exhaustive environ-mental impact reviews.

Phot

o Cr

edit:

Tom

Kue

nnen

Phot

o Cr

edit:

CM

I/Ter

ex C

orp.


WHAT’S STOPPING YOU?Performance Makes � e Difference.

Gregory For more information, call us today at 330-477-4800 or visit our website at www.gregorycorp.com

• Meets NCHRP 350• 50’ with 8 posts for TL-3• Available in TL-2 at 25’• Use with 12.5’ or 25’ guardrail sections• Available in steel or wood posts• Available in 27¾” & 31” MGS rail heights• Interchangeable components

• Meets NCHRP 350 • 37.5’ for TL-3• Use with 12.5’ guardrail sections• Available in steel or wood posts• Available in 27¾” & 31” MGS rail heights• Interchangeable components

FLEAT-MT™ SKT™

G R E G O R Y H I G H W A Y S A F E T Y G U A R D R A I L S Y S T E M S :

Manufactured by:

• Meets NCHRP 350• 37.5’ with 7 posts for TL-3• Available in TL-2 at 25’• Use with 12.5’ guardrail sections• Variable offset from 2.5’ - 4’ • Available in steel or wood posts• Available in 27¾” & 31” MGS rail heights• Interchangeable components

FLEAT™Roadside Flared Terminal Roadside Tangent TerminalMedian Terminal for

1 or 2-Way Traffi c

SKT-SP End Treatment

Untitled-13 1 11/25/14 1:37 PM



3/3/14 WD-14-51_F 3-IN-ONE Equipment World tbd tbd r0

14.75 x 4.5 15.75 x 5.25 16 x 5.375 cmyk 100% 100%

HEAVY-DUTY HAND CLEANER with moisturizersHEAVY-DUTY HAND CLEANER with moisturizers

NNNNET WT 5.75 OZ. (163g)

Make those hard-earned callouses shine. Tough on oil, grease and grime.Easy on the hands. Visit LavaSoap.com

©2014 WD-40 Company

THE REDESIGNED POWER OF PRECISION™. The 3-IN-ONE® Telescoping Marksman Spout™ extends a full 6 inches to pinpoint hard-to-reach targets, every time. Its compact size fits easi y in pockets and toolboxes, the ergonomic shape makes it easy to grip, and the new product-fi indicator lets you know when it’s time for a new bottle. Now that’s reliabi ity. 3inONE.com

Telescoping extends a full 6 inches to pinpoint hard-to-reach targets, every

y in pockets and toolboxes, the ergonomic shape indicator lets you know when it’s

Untitled-28 1 12/17/14 1:40 PM

The expedited I-15 CORE project interchangeunder construction in suburban Salt Lake City.

Phot

o Cr

edit:

Flu

or



however, merits contin-ued examination of the process. “We want to consider how the pro-cess is working well and what ways it can work better.”

Utah DOT continues to expedite projects in the permitting process, said Carlos M. Braceras, P.E., executive direc-tor, Utah DOT, at the hearing. “As part of our effort to speed project delivery, UDOT secured delegation of categori-cal exclusion projects, streamlining the process to as little as 10 days for simple projects, and up to six months for com-plex projects,” Braceras

told Congress. In addition to expe-

diting environmental review, Utah employs innovative contract-ing methods to deliver contracts in record time, such as the recent I-15 reconstruction project in Utah County completed in an unprecedented 35 months, making it the fastest billion-dollar project ever built in the United States.

That project moved forward in 2008, when FHWA gave final clear-ance of the project’s exhaustive environmen-tal review, allowing the state to begin right-of-way acquisition, design

3/3/14 WD-14-51_F 3-IN-ONE Equipment World tbd tbd r0

14.75 x 4.5 15.75 x 5.25 16 x 5.375 cmyk 100% 100%

HEAVY-DUTY HAND CLEANER with moisturizersHEAVY-DUTY HAND CLEANER with moisturizers

NNNNET WT 5.75 OZ. (163g)

Make those hard-earned callouses shine. Tough on oil, grease and grime.Easy on the hands. Visit LavaSoap.com

©2014 WD-40 Company

THE REDESIGNED POWER OF PRECISION™. The 3-IN-ONE® Telescoping Marksman Spout™ extends a full 6 inches to pinpoint hard-to-reach targets, every time. Its compact size fits easi y in pockets and toolboxes, the ergonomic shape makes it easy to grip, and the new product-fi indicator lets you know when it’s time for a new bottle. Now that’s reliabi ity. 3inONE.com

Telescoping extends a full 6 inches to pinpoint hard-to-reach targets, every

y in pockets and toolboxes, the ergonomic shape indicator lets you know when it’s

Untitled-28 1 12/17/14 1:40 PM

Phot

o Cr

edit:

Flu

or

Provo River Constructors constructed or restored 63 bridges in Utah’s I-15 CORE project




and construction.Provo River Constructors (PRC), a

Fluor Corporation-led joint venture, designed and reconstructed the 24-mile-long stretch of I-15 south of Salt Lake City. The design phase of the $1.1 billion project laid out an ambitious agenda for such a short time period: More than 200 lane-miles of general purpose lanes; 42.5 lane-miles of new express lanes; seven new interchanges; four modified interchanges; ramp modi-fications; new auxiliary lanes; and new concrete pavement along the entire corridor (except the last two-mile transition on the south end) that will last 40 years. In addition, 63 bridges along the corridor were restored or replaced.

Famously, PRC also used Accel-erated Bridge Construction tech-niques to expedite the schedule. Under ABC, four bridges were con-

structed on the side of I-15. These bridges are as heavy as 3.8 mil-lion tons, and as long as a football field, including end zones. With the use of a remote-controlled, self-propelled modular transporter, the bridges were be moved into place overnight, allowing for full free-way closure without impacting the safety or travel times of motorists using the interstate.

Expediting tollway constructionToll authorities have also weighed in on the future of environmental streamlining in highway legisla-tion. Michael Kraman, acting CEO, Transportation Corridor Agencies, Irvine, California, which is respon-sible for a network of congestion-reducing toll highways in Orange County, gave Congress several recommendations for future legisla-tion, including these:

• Allow projects in states with stringent environmental re-view laws, such as California, to meet federal environmental review requirements through compliance with state laws. While this provision was in the House bill in 2009, it was relegated to a study in MAP-21.

• Require that all federal agen-cies responsible for funding, permitting or approving a project collaborate on, use and adopt a single National Environmental Policy Act (NEPA) document for that project.

• Impose limitations on scope of resource agency review. Legislation could limit re-source agency comments to issues within the jurisdiction and expertise of the resource agency, and could require resource agencies to accept the evaluation of the Federal Highway Administration on traffic, engineering and cost issues instead of disputing them.

• Speed up deadlines for the NEPA review process and add requirements to render timely decisions including technical studies, environmental impact statements and permits.

• Combat bogus challenges and delaying tactics. Environmen-tal opponents want to be able to indefinitely stall projects subject to NEPA reviews and federal permits. NEPA should be amended to require chal-lengers to prove an agency did not use the best available information and science; re-quire that opponents exhaust their administrative remedies; and require new rules for standing and impose a 180-day statute of limitations.

With HCSS GPS you can...

Did you know that HCSS sells GPS hardware with service plans as low as $10/month?

§ Capture meter readings automati cally

§ Analyze cycle ti mes to reduce bott lenecks

§ Calculate and report mileage by state

§ Reduce fuel costs by monitoring idle ti mes

§ Alert when drivers enter off -limit areas

§ Recover stolen equipment quickly with instant theft alerts

§ Use along with other HCSS soft ware to verify equipment hours on the ti me card, automate your preventati ve maintenance, and much more! 800-683-3196

at www.HCSS.com/GPSLearn More


Each year we survey state and local transportation offi cials on how many structurally defi cient (SD) and functionally obsolete

(FO) bridges are in their systems. Late last year, they gave us the tally: Nearly 21 percent of bridges now are considered both SD and FO. Believe it or not, this is good news, because the percentage of SD/FO bridges has dropped incrementally in the past fi ve years from a high of 23 percent in 2010.

But funding still remains the big-gest hurdle to improving this num-ber even further. W. Kyle Stollings, director of the maintenance division for the West Virginia Department of Transportation, says insuffi cient fund-ing certainly will have a “tremendous impact on getting structures reha-bilitated or replaced” but, states also need to “get away from the ‘worst fi rst’ mentality and focus more on system preservation.”

Adam Matteo, P.E., assistant state bridge engineer for the Virginia De-

partment of Transportation, agrees. He notes that insuffi cient funding will restrict important work in the coming year – that “our desire to keep ahead to the upcoming infl ux of structures that will require re-placement or major rehabilitation is greatly affected by lack of funds and personnel.”

That being said, Matteo points, “[We] need to change the emphasis of replacing structures with the goal of keeping the good structures good through performing preventive and


bridge inventory | by Tina Grady Barbaccia

INVENTORY

2014

INVENTORYINVENTORY

20142014BridgeFunding remains the No. 1 impediment to improving structurally defi cient and functionally obsoletebridges, but time restric-tions and a greater needfor preventive maintenance are also problematic.

Methodology: The Randall-Reilly Bridge Inventory has been conducted since 1979. Bridge engineers from every state and Washington, D.C., are sent a survey with both qualitative and quantitative questions. The Federal Highway Adminis-tration, in consultation with the states, has assigned a suffi ciency rating, or

SR, to each bridge 20 feet or more that is inventoried.The qualitative data are gathered through a questionnaire about major

issues concerning bridge conditions and maintenance. The data was col-lected through October 2014.

EW0115_Bridge Inventory.indd 49 12/23/14 10:44 AM

restorative maintenance.”When asked in the survey if any

aspect of his department could

be changed to improve bridges, Matteo mentioned creating a dedicated fund used to repair and

replace structures. In addition to keeping bridges in good condi-tion it would also have a second-ary goal of slowly bringing the structures in poor condition up to good condition.

That pesky, perennial problem of funding remains the greatest challenge to lowering Virginia’s rate of structurally deficient (SD) and functionally obsolete (FO) bridges in the coming year, but re-gardless of this roadblock, Matteo says the state still expects to lower its number of SD/FO bridges.

How the states stack up:A look at the top five1. District of Columbia(Washington, D.C.): 57 percentcombined SD/FO bridgesDon Cooney, infrastructure project management administrator for the District’s agency, says “All but one of our structurally deficient bridges is in the department’s six-year plan for rehabilitation or construction. Several are under construction. Only lack of funding would affect the program. Insuf-ficient funding will delay imple-menting design and construction of bridge projects.”

On self-ranking scale of 1 to 5 (with 1 being the poorest), Cooney gives D.C. a 3.5. Why? “Several rehabilitation projects have been completed and 18 new bridges have been added to the inventory.” Washington, D.C., has 209 total bridges, 120 of which are rated both SD/FO.

2. Rhode Island: 51 percentcombined SD/FO bridgesRhode Island reports having 757 total bridges, and 387 are com-bined SD/FO. Fifty-one percent (310 out of 612) of its total number of interstate and state bridges are also combined SD/FO. Fifty-three percent of its total


bridge inventory | continued

Alabama A TArizona A C TArkansas C A TCalifornia T A CColorado ODelaware A CDistrict of Columbia C AFlorida T CHawaii C A TKansas T C OKentucky C T A OLouisiana O T C AMaryland A CMinnesota OMissouri C A TMontana CNebraska C T ANew Mexico A ONew York C ANorth Carolina A C TNorth Dakota A TOhio O C A TOklahoma C A TRhode Island C ASouth Carolina A C TSouth Dakota C A T OTexas C T O AUtah C AVirginia C O T AWashington O C T AWest Virginia C O T A

What causes the most damage to bridges?(A)ge (C)orrosion (T)raffic (O)ther

Source: Randall-Reilly 2014 Bridge InventoryData compiled by Linda Hapner


combined city/county/township bridges (77 out of 145) meet the SD/FO classification.

David Fish, P.E., managing engineer of bridge design for the Rhode Island Department of Transportation (DOT), says he doesn’t expect to lower the num-ber of SD/FO bridges in the com-ing year. Last year, Rhode Island also ranked at 51 percent of its to-tal bridges being considered SD/FO. In a self-rating for how well a state’s bridges rank, on a scale of 1 to 5 with 1 being the poorest, Fish gave Rhode Island a 2 “[be-cause] Rhode Island currently has the second-lowest bridge ranking in the United States.”

How is Rhode Island able to work toward improving its bridges? Funding is the biggest challenge in lowering the SD/FO rate, Fish says. Insufficient fund-ing in the coming year “would prevent us from implementing more of the preservation con-tracts that are needed to help

reduce the rate of SD bridges in the state.” Fish says if he could change any aspect of his depart-ment to improve bridges in the state, he would “implement more bridge preservation programs and implement programmatic agree-ments with regulatory agencies to expedite the design process.”

3. Pennsylvania: 38 percentcombined SD/FO bridgesMore than 8,600 of Pennsylva-nia’s 22,623 bridges are consid-ered SD/FO, a drop of 1 percent from last year. The state has 16,125 total combined interstate and state bridges, 34 percent of which are considered SD/FO. At a local level, 49 percent of Penn-sylvania’s 6,498 total city/county/township bridges are classified as SD/FO this year.

Pennsylvania is taking advan-tage of the public-private partner-ship (P3) tool that former Repub-lican Gov. Tom Corbett Jr. signed into law in 2012 to start an initia-

tive to help improve the state’s bridges. With the P3 approach, the Pennsylvania Department of Transportation (PennDOT) says it will able to replace hundreds of these bridges more quickly, save money, and minimize the impact on the traveling public.

In October, PennDot chose Plenary Walsh Keystone Part-ners to build 558 bridges under its Rapid Bridge Replacement Project.The team must begin construction in summer 2015 and complete the replacements within 36 months, according to PennDOT. The state retains own-ership of the bridges, but the team is responsible for maintain-ing each bridge for 25 years after its replacement.

At the time, PennDOT Secretary Barry J. Schoch said this initiative helps Pennsylvania “take a big step to cutting further into its backlog of structurally deficient bridges.”

To preserve bridge safety, PennDOT said it is also in the

Type of Bridge 2010 2011 2012 2013 2014

Interstate and state bridges Total surveyed 291,034 292,085 292,273 300,260 300,001*SD/FO 61,149 59,250 58,851 58,106 55,235Percentage 21.0% 20.3% 20.1% 19.4% 18.4%

City/county bridges Total surveyed 309,479 310,006 309,881 309,178 308,093*SD/FO 78,471 77,566 76,806 73,094 69,150Percentage 25.4% 25% 24.8% 23.6% 22.4%Total overall bridges surveyed Total 600,513 602,091 602,154 609,438 608,094*SD/FO 139,620 136,816 135,657 131,200 124,385Percentage 23.3% 22.7% 22.5% 21.5% 20.5%

*SD/FO = structurally deficient/functionally obsolete Source: Randall-Reilly 2014 Bridge Inventory and previous year reports

*Note Mississippi & Nevada did not respond - 2013 figures used ** Note California & Ohio did not report functionally obsolete

A Five-Year Look at America’s Bridges





Total Total Total Total Total Total Total Total Total Total Total Total

Bridges FO % SD % SD/FO % Bridges FO % SD % SD/FO % Bridges FO % SD % SD/FO %

Alabama 5,753 921 16% 109 2% 1,030 18% 10,153 1,052 10% 1,211 12% 2,263 22% 15,906 1,973 12% 1,320 8% 3,293 21% 201 1%Alaska 822 71 9% 78 9% 149 18% 148 23 16% 20 14% 43 29% 970 94 10% 98 10% 192 20% 112 12%Arizona 4,849 368 8% 108 2% 476 10% 2,833 219 8% 87 3% 306 11% 7,682 587 8% 195 3% 782 10% 47 1%Arkansas 7,332 724 10% 305 4% 1,029 14% 5,316 796 15% 479 9% 1,275 24% 12,648 1,520 12% 784 6% 2,304 18% 630 5%California*** 12,363 *** *** 298 2% 298 2% 12,288 *** *** 1,171 10% 1,171 10% 24,651 *** *** 1,469 6% 1,469 6% 1,029 4%Colorado 3,437 429 12% 216 6% 645 19% 4,773 398 8% 306 6% 704 15% 8,210 827 10% 522 6% 1,349 16% 158 2%Connecticut 2,951 886 30% 207 7% 1,093 37% 1,251 240 19% 168 13% 408 33% 4,202 1,126 27% 375 9% 1,501 36% 167 4%Delaware 856 112 13% 56 7% 168 20% 11 5 45% 1 9% 6 55% 867 117 13% 57 7% 174 20% 28 3%DistrictofColumbia 209 108 52% 12 6% 120 57% 0 0 n/a 0 n/a 0 n/a 209 108 52% 12 6% 120 57% 22 11%Florida 6,370 665 10% 64 1% 729 11% 5,091 911 18% 149 3% 1,060 21% 11,461 1,576 14% 213 2% 1,789 16% 342 3%Georgia 6,671 718 11% 124 2% 842 13% 8,004 851 11% 763 10% 1,614 20% 14,675 1,569 11% 887 6% 2,456 17% 35 0%Hawaii 771 243 32% 47 6% 290 38% 392 99 25% 39 10% 138 35% 1,163 342 29% 86 7% 428 37% 7 1%Idaho 1,322 205 16% 50 4% 255 19% 2,372 144 6% 258 11% 402 17% 3,694 349 9% 308 8% 657 18% 126 3%Illinois 8,320 999 12% 588 7% 1,587 19% 18,281 926 5% 1,631 9% 2,557 14% 26,601 1,925 7% 2,219 8% 4,144 16% 518 2%Indiana 5,879 499 8% 343 6% 842 14% 13,057 1,433 11% 1,512 12% 2,945 23% 18,936 1,932 10% 1,855 10% 3,787 20% 413 2%Iowa 4,124 268 6% 105 3% 373 9% 20,139 811 4% 4,873 24% 5,684 28% 24,263 1,079 4% 4,978 21% 6,057 25% 1,101 5%Kansas 5,441 585 11% 77 1% 662 12% 19,536 1,099 6% 2,313 12% 3,412 17% 24,977 1,684 7% 2,390 10% 4,074 16% 628 3%Kentucky 9,000 1,789 20% 571 6% 2,360 26% 5,022 1,217 24% 572 11% 1,789 36% 14,022 3,006 21% 1,143 8% 4,149 30% 328 2%Louisiana 7,887 1,321 17% 786 10% 2,107 27% 4,934 425 9% 1,041 21% 1,466 30% 12,821 1,746 14% 1,827 14% 3,573 28% 301 2%Maine 2,094 243 12% 277 13% 520 25% 231 11 5% 74 32% 85 37% 2,325 254 11% 351 15% 605 26% 120 5%Maryland 2,922 419 14% 82 3% 501 17% 2,321 512 22% 225 10% 737 32% 5,243 931 18% 307 6% 1,238 24% 275 5%Massachusetts 3,585 1,007 28% 290 8% 1,297 36% 1,577 383 24% 157 10% 540 34% 5,162 1,390 27% 447 9% 1,837 36% 329 6%Michigan 4,463 720 16% 265 6% 985 22% 6,514 558 9% 1,026 16% 1,584 24% 10,977 1,278 12% 1,291 12% 2,569 23% 123 1%Minnesota 3,900 234 6% 83 2% 317 8% 9,900 315 3% 1,023 10% 1,338 14% 13,800 549 4% 1,106 8% 1,655 12% 127 1%Mississippi* 5,727 751 13% 221 4% 972 17% 10,837 452 4% 1,997 18% 2,449 23% 16,564 1,203 7% 2,218 13% 3,421 21% 214 1%Missouri 10,371 908 9% 1,058 10% 1,966 19% 13,977 1,666 12% 2,200 16% 3,866 28% 24,348 2,574 11% 3,258 13% 5,832 24% 948 4%Montana 2,939 301 10% 117 4% 418 14% 2,016 281 14% 115 6% 396 20% 4,955 582 12% 232 5% 814 16% 239 5%Nebraska 3,521 66 2% 190 5% 256 7% 11,552 899 8% 2,173 19% 3,072 27% 15,073 965 6% 2,363 16% 3,328 22% 1,063 7%Nevada* 1,077 145 13% 16 1% 161 15% 725 23 3% 17 2% 40 6% 1,802 168 9% 33 2% 201 11% 46 3%NewHampshire 1,512 196 13% 117 8% 313 21% 1,001 194 19% 190 19% 384 38% 2,513 390 16% 307 12% 697 28% 87 3%NewJersey 2,426 328 14% 226 9% 554 23% 4,182 802 19% 332 8% 1,134 27% 6,608 1,130 17% 558 8% 1,688 26% 571 9%NewMexico 2,970 179 6% 171 6% 350 12% 747 129 17% 78 10% 207 28% 3,717 308 8% 249 7% 557 15% 45 1%NewYork 8,339 2,429 29% 779 9% 3,208 38% 9,058 1,846 20% 1,169 13% 3,015 33% 17,397 4,275 25% 1,948 11% 6,223 36% 1,548 9%NorthCarolina 17,413 2,930 17% 2,087 12% 5,017 29% 858 170 20% 70 8% 240 28% 18,271 3,100 17% 2,157 12% 5,257 29% 85 0%NorthDakota 1,133 27 2% 35 3% 62 5% 3,144 200 6% 554 18% 754 24% 4,277 227 5% 589 14% 816 19% 166 4%Ohio*** 10,874 *** *** 353 3% 353 3% 17,156 *** *** 1,607 9% 1,607 9% 28,030 *** *** 1,960 7% 1,960 7% 1,470 5%Oklahoma 7,663 541 7% 468 6% 1,009 13% 15,445 689 4% 3,478 23% 4,167 27% 23,108 1,230 5% 3,946 17% 5,176 22% 461 2%Oregon 2,718 623 23% 82 3% 705 26% 4,034 507 13% 286 7% 793 20% 6,752 1,130 17% 368 5% 1,498 22% 285 4%Pennsylvania 16,125 2,772 17% 2,661 17% 5,433 34% 6,498 908 14% 2,272 35% 3,180 49% 22,623 3,680 16% 4,933 22% 8,613 38% 1,296 6%RhodeIsland 612 171 28% 139 23% 310 51% 145 44 30% 33 23% 77 53% 757 215 28% 172 23% 387 51% 59 8%SouthCarolina 8,418 772 9% 829 10% 1,601 19% 878 137 16% 184 21% 321 37% 9,296 909 10% 1,013 11% 1,922 21% 61 1%SouthDakota 1,797 95 5% 68 4% 163 9% 3,953 112 3% 1,090 28% 1,202 30% 5,750 207 4% 1,158 20% 1,365 24% 142 2%Tennessee 8,307 840 10% 226 3% 1,066 13% 11,464 1,304 11% 713 6% 2,017 18% 19,771 2,144 11% 939 5% 3,083 16% 161 1%Texas 34,892 3,487 10% 193 1% 3,680 11% 18,126 4,091 23% 832 5% 4,923 27% 53,018 7,578 14% 1,025 2% 8,603 16% 815 2%Utah 1,888 163 9% 23 1% 186 10% 1,058 77 7% 60 6% 137 13% 2,946 240 8% 83 3% 323 11% 80 3%Vermont 1,089 198 18% 65 6% 263 24% 1,627 371 23% 128 8% 499 31% 2,716 569 21% 193 7% 762 28% 129 5%Virginia 19,414 3,028 16% 1,279 7% 4,307 22% 1,647 335 20% 174 11% 509 31% 21,061 3,363 16% 1,453 7% 4,816 23% 325 2%Washington 3,294 890 27% 141 4% 1,031 31% 4,033 671 17% 204 5% 875 22% 7,327 1,561 21% 345 5% 1,906 26% 327 4%WestVirginia 6,989 1,371 20% 902 13% 2,273 33% 111 39 35% 38 34% 77 69% 7,100 1,410 20% 940 13% 2,350 33% 518 7%Wisconsin 5,217 383 7% 174 3% 557 11% 8,833 360 4% 1,020 12% 1,380 16% 14,050 743 5% 1,194 8% 1,937 14% 197 1%Wyoming 1,955 136 7% 210 11% 346 18% 844 127 15% 175 21% 302 36% 2,799 263 9% 385 14% 648 23% 72 3%TOTAL 300,001 37,264 12.4% 17,971 6.0% 55,235 18.4% 308,093 28,862 9.4% 40,288 13.1% 69,150 22.4% 608,094 66,126 10.9% 58,259 9.6% 124,385 20.5% 18,577 3.1%

Interstate & State Bridges City/County/Township BridgesState

States and the District of Columbia have provided separate counts for the latest numbers on the breakdown of their structurally deficient (SD) and functionally obsolete (FO) bridges.

*NoteMississippi&Nevadadidnotrespond-2013figuresused***NoteCalifornia&Ohiodidnotreportfunctionallyobsoletebridges

How deficient and obsolete bridges break out in 2014



Total Total Total Total Total Total Total Total Total Total Total Total

Bridges FO % SD % SD/FO % Bridges FO % SD % SD/FO % Bridges FO % SD % SD/FO %

Alabama 5,753 921 16% 109 2% 1,030 18% 10,153 1,052 10% 1,211 12% 2,263 22% 15,906 1,973 12% 1,320 8% 3,293 21% 201 1%Alaska 822 71 9% 78 9% 149 18% 148 23 16% 20 14% 43 29% 970 94 10% 98 10% 192 20% 112 12%Arizona 4,849 368 8% 108 2% 476 10% 2,833 219 8% 87 3% 306 11% 7,682 587 8% 195 3% 782 10% 47 1%Arkansas 7,332 724 10% 305 4% 1,029 14% 5,316 796 15% 479 9% 1,275 24% 12,648 1,520 12% 784 6% 2,304 18% 630 5%California*** 12,363 *** *** 298 2% 298 2% 12,288 *** *** 1,171 10% 1,171 10% 24,651 *** *** 1,469 6% 1,469 6% 1,029 4%Colorado 3,437 429 12% 216 6% 645 19% 4,773 398 8% 306 6% 704 15% 8,210 827 10% 522 6% 1,349 16% 158 2%Connecticut 2,951 886 30% 207 7% 1,093 37% 1,251 240 19% 168 13% 408 33% 4,202 1,126 27% 375 9% 1,501 36% 167 4%Delaware 856 112 13% 56 7% 168 20% 11 5 45% 1 9% 6 55% 867 117 13% 57 7% 174 20% 28 3%DistrictofColumbia 209 108 52% 12 6% 120 57% 0 0 n/a 0 n/a 0 n/a 209 108 52% 12 6% 120 57% 22 11%Florida 6,370 665 10% 64 1% 729 11% 5,091 911 18% 149 3% 1,060 21% 11,461 1,576 14% 213 2% 1,789 16% 342 3%Georgia 6,671 718 11% 124 2% 842 13% 8,004 851 11% 763 10% 1,614 20% 14,675 1,569 11% 887 6% 2,456 17% 35 0%Hawaii 771 243 32% 47 6% 290 38% 392 99 25% 39 10% 138 35% 1,163 342 29% 86 7% 428 37% 7 1%Idaho 1,322 205 16% 50 4% 255 19% 2,372 144 6% 258 11% 402 17% 3,694 349 9% 308 8% 657 18% 126 3%Illinois 8,320 999 12% 588 7% 1,587 19% 18,281 926 5% 1,631 9% 2,557 14% 26,601 1,925 7% 2,219 8% 4,144 16% 518 2%Indiana 5,879 499 8% 343 6% 842 14% 13,057 1,433 11% 1,512 12% 2,945 23% 18,936 1,932 10% 1,855 10% 3,787 20% 413 2%Iowa 4,124 268 6% 105 3% 373 9% 20,139 811 4% 4,873 24% 5,684 28% 24,263 1,079 4% 4,978 21% 6,057 25% 1,101 5%Kansas 5,441 585 11% 77 1% 662 12% 19,536 1,099 6% 2,313 12% 3,412 17% 24,977 1,684 7% 2,390 10% 4,074 16% 628 3%Kentucky 9,000 1,789 20% 571 6% 2,360 26% 5,022 1,217 24% 572 11% 1,789 36% 14,022 3,006 21% 1,143 8% 4,149 30% 328 2%Louisiana 7,887 1,321 17% 786 10% 2,107 27% 4,934 425 9% 1,041 21% 1,466 30% 12,821 1,746 14% 1,827 14% 3,573 28% 301 2%Maine 2,094 243 12% 277 13% 520 25% 231 11 5% 74 32% 85 37% 2,325 254 11% 351 15% 605 26% 120 5%Maryland 2,922 419 14% 82 3% 501 17% 2,321 512 22% 225 10% 737 32% 5,243 931 18% 307 6% 1,238 24% 275 5%Massachusetts 3,585 1,007 28% 290 8% 1,297 36% 1,577 383 24% 157 10% 540 34% 5,162 1,390 27% 447 9% 1,837 36% 329 6%Michigan 4,463 720 16% 265 6% 985 22% 6,514 558 9% 1,026 16% 1,584 24% 10,977 1,278 12% 1,291 12% 2,569 23% 123 1%Minnesota 3,900 234 6% 83 2% 317 8% 9,900 315 3% 1,023 10% 1,338 14% 13,800 549 4% 1,106 8% 1,655 12% 127 1%Mississippi* 5,727 751 13% 221 4% 972 17% 10,837 452 4% 1,997 18% 2,449 23% 16,564 1,203 7% 2,218 13% 3,421 21% 214 1%Missouri 10,371 908 9% 1,058 10% 1,966 19% 13,977 1,666 12% 2,200 16% 3,866 28% 24,348 2,574 11% 3,258 13% 5,832 24% 948 4%Montana 2,939 301 10% 117 4% 418 14% 2,016 281 14% 115 6% 396 20% 4,955 582 12% 232 5% 814 16% 239 5%Nebraska 3,521 66 2% 190 5% 256 7% 11,552 899 8% 2,173 19% 3,072 27% 15,073 965 6% 2,363 16% 3,328 22% 1,063 7%Nevada* 1,077 145 13% 16 1% 161 15% 725 23 3% 17 2% 40 6% 1,802 168 9% 33 2% 201 11% 46 3%NewHampshire 1,512 196 13% 117 8% 313 21% 1,001 194 19% 190 19% 384 38% 2,513 390 16% 307 12% 697 28% 87 3%NewJersey 2,426 328 14% 226 9% 554 23% 4,182 802 19% 332 8% 1,134 27% 6,608 1,130 17% 558 8% 1,688 26% 571 9%NewMexico 2,970 179 6% 171 6% 350 12% 747 129 17% 78 10% 207 28% 3,717 308 8% 249 7% 557 15% 45 1%NewYork 8,339 2,429 29% 779 9% 3,208 38% 9,058 1,846 20% 1,169 13% 3,015 33% 17,397 4,275 25% 1,948 11% 6,223 36% 1,548 9%NorthCarolina 17,413 2,930 17% 2,087 12% 5,017 29% 858 170 20% 70 8% 240 28% 18,271 3,100 17% 2,157 12% 5,257 29% 85 0%NorthDakota 1,133 27 2% 35 3% 62 5% 3,144 200 6% 554 18% 754 24% 4,277 227 5% 589 14% 816 19% 166 4%Ohio*** 10,874 *** *** 353 3% 353 3% 17,156 *** *** 1,607 9% 1,607 9% 28,030 *** *** 1,960 7% 1,960 7% 1,470 5%Oklahoma 7,663 541 7% 468 6% 1,009 13% 15,445 689 4% 3,478 23% 4,167 27% 23,108 1,230 5% 3,946 17% 5,176 22% 461 2%Oregon 2,718 623 23% 82 3% 705 26% 4,034 507 13% 286 7% 793 20% 6,752 1,130 17% 368 5% 1,498 22% 285 4%Pennsylvania 16,125 2,772 17% 2,661 17% 5,433 34% 6,498 908 14% 2,272 35% 3,180 49% 22,623 3,680 16% 4,933 22% 8,613 38% 1,296 6%RhodeIsland 612 171 28% 139 23% 310 51% 145 44 30% 33 23% 77 53% 757 215 28% 172 23% 387 51% 59 8%SouthCarolina 8,418 772 9% 829 10% 1,601 19% 878 137 16% 184 21% 321 37% 9,296 909 10% 1,013 11% 1,922 21% 61 1%SouthDakota 1,797 95 5% 68 4% 163 9% 3,953 112 3% 1,090 28% 1,202 30% 5,750 207 4% 1,158 20% 1,365 24% 142 2%Tennessee 8,307 840 10% 226 3% 1,066 13% 11,464 1,304 11% 713 6% 2,017 18% 19,771 2,144 11% 939 5% 3,083 16% 161 1%Texas 34,892 3,487 10% 193 1% 3,680 11% 18,126 4,091 23% 832 5% 4,923 27% 53,018 7,578 14% 1,025 2% 8,603 16% 815 2%Utah 1,888 163 9% 23 1% 186 10% 1,058 77 7% 60 6% 137 13% 2,946 240 8% 83 3% 323 11% 80 3%Vermont 1,089 198 18% 65 6% 263 24% 1,627 371 23% 128 8% 499 31% 2,716 569 21% 193 7% 762 28% 129 5%Virginia 19,414 3,028 16% 1,279 7% 4,307 22% 1,647 335 20% 174 11% 509 31% 21,061 3,363 16% 1,453 7% 4,816 23% 325 2%Washington 3,294 890 27% 141 4% 1,031 31% 4,033 671 17% 204 5% 875 22% 7,327 1,561 21% 345 5% 1,906 26% 327 4%WestVirginia 6,989 1,371 20% 902 13% 2,273 33% 111 39 35% 38 34% 77 69% 7,100 1,410 20% 940 13% 2,350 33% 518 7%Wisconsin 5,217 383 7% 174 3% 557 11% 8,833 360 4% 1,020 12% 1,380 16% 14,050 743 5% 1,194 8% 1,937 14% 197 1%Wyoming 1,955 136 7% 210 11% 346 18% 844 127 15% 175 21% 302 36% 2,799 263 9% 385 14% 648 23% 72 3%TOTAL 300,001 37,264 12.4% 17,971 6.0% 55,235 18.4% 308,093 28,862 9.4% 40,288 13.1% 69,150 22.4% 608,094 66,126 10.9% 58,259 9.6% 124,385 20.5% 18,577 3.1%

City/County/Township Bridges Combined Total All Bridges Fracture Critical

Total %

*NoteMississippi&Nevadadidnotrespond-2013figuresused***NoteCalifornia&Ohiodidnotreportfunctionallyobsoletebridges Data compiled by Linda Hapner. Source: Randall-Reilly 2014 Bridge Inventory

process of adding new weight restrictions or lowering existing weight restrictions on nearly 1,000 bridges throughout the state.

4. Hawaii: 37 percentcombined SD/FO bridgesHawaii has 1,163 bridges in the state, and 428 of them are classified as combined SD/FO. Breaking it down, 38 percent of its total com-bined interstate/state bridges are considered SD/FO, and 35 percent of its city/county/township bridges also have this designation.

Paul Santo, bridge design engineer for the Hawaii Department of Transportation (HDOT), says he expects that Hawaii will be able to lower its rates of SD/FO bridges in the coming year. “A couple of bridges are rehabilitated, so the total number of SD/FO bridges should be less,” Santo says.

Santo gives Hawaii a 3 in how its bridges should be rated, in a self-rating scale of 1 to 5, with 1 being the poorest. “We have a high percentage of bridges that are deficient with insufficient funding to be effective,”’ he notes. If he could change any aspect of his department to improve his state’s bridges, Santo says it would be to “allocate more funds to improve the bridges.”

HDOT received a Preservation Commen-dation last May for its Hawaii State Historic Bridge Inventory & Evaluation from the His-toric Hawaii Foundation’s 2014 Preservation Honor Award. The effort evaluated all state and county bridges statewide built before 1968 and assessed their preservation values, according to HDOT. The agency notes that this information will be used to assist and provide guidance in HDOT’s future project development. A total of 708 bridges were identified and evaluated for eligibility into the Hawaii State Register of Historic Places or the National Register of Historic Places.

5 (TIE). Connecticut, Massachusetts and New York: 36 percent combined SD/FO bridgesConnecticut has 4,202 bridges and 1,501 are considered SD/FO. In terms of combined total interstate and state bridges, 37 percent of the 2,951 bridges are considered SD/FO. Thirty-three percent (408) of the total com-



www.cp.com People. Passion. Performance.

There’s no time for downtime on the job. That’s why Chicago Pneumatic RX hydraulic breakers are built to power through the toughest tasks day in and day out. The smart design has fewer components with only two moving parts for easy maintenance, long service life and quiet operation. Learn more at cp.com.

Chicago Pneumatic Construction EquipmentPhone 800-760-4049 | Fax [email protected] | www.cp.com

TOUGH, RELIABLE

POWER 31054

OUTDOOR SILVER LOTFEB 3-6

LAS VEGAS

RX Breaker Ad_7x4.5_EquipWorld_12.16.indd 1 12/16/14 9:54 AM

Untitled-27 1 12/17/14 9:01 AM


bined city/county/township bridges are considered SD/FO.

Connecticut has an action plan to help improve these numbers.

Massachussetts: Out of this state’s total 5,162 bridges, 36 are considered combined SD/FO, including 1,297 interstate/state bridges and 540 city/county/town-ship structures.

MassDOT says the historic $3 billion Patrick-Murray Accelerated Bridge Program represents a “monu-mental investment in Massachusetts bridges.” The agency notes that this program will “greatly reduce the number of structurally deficient bridges in the state system, while creating thousands of construction jobs on bridge projects.”

MassDOT and the state’s Depart-ment of Conservation and Recreation (DCR) says it will rely on the use of

innovative and accelerated project development and construction tech-niques to complete this program.

New York: In the state, 6,223 of New York’s 17,397 bridges are SD/FO. Of its 8,339 total combined in-terstate and state bridges, 38 percent are classified as SD/FO. The state’s 9,058 total combined city/county/township bridges have 33 percent considered as SD/FO.

New York doesn’t expect to lower its rate or SD or FO bridges in the coming year, according to the New York State Department of Trans-portation’s (NYSDOT) responses to the survey. NYSDOT self-rates itself as a 3 on a scale of 1 to 5, with 1 being the poorest, in terms of condition of its state’s bridges. The agency says 67 percent of its bridges are in good condition. Funding availability will remain as

the biggest challenge in lowering the states rate of SD/FO bridges, but other restrictions such as specs, contracts or time restric-tions won’t affect how well the agency is able to replace or repair deficient bridges. NYSDOT says insufficient funding will “signifi-cantly” restrict important work in the coming year “since our aging bridge population requires con-tinual investment in repair and maintenance.”

There have been 70 bridges closed in the last five years, and this year, 18 have been closed in the state because of a deficiency, structural failure or collapse; how-ever, some of these bridges are slated for repair.

For the full state-by-state listing (and Washington, D.C.) of how the nation’s bridges fare, see the table on page 52.


Auctions

A snapshot of new and used sales trends from Randall-Reilly’s Equipment Data Associates and TopBid auction price service.Backhoes

Backhoe buying patterns* New Used

*Financed equipment, 2005-2013. Source: EDA, edadata.com

Cat 420E, 345 units

Top fi nanced newbackhoe*

Top fi nanced usedbackhoe*

* Jan. 1 – Nov. 30, 2014.Source: EDA, edadata.com (Note: EDA

reports are continually updated.)

Final bidsunit count: 231

$82,500

HIGH

$82,500

LOW

$17,500

AVER

AGE

$51,781

OTHERTOP BIDS

Dec. 1, 2013-Nov. 30, 2014; prices for backhoes 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

$82,500, 2012 Cat 420E, Feb. 6, Alex Lyon & Son in Kissimmee, Florida. $81,000, 2011 Deere 710J, Feb. 17, Ritchie Bros., Orlando.

Other top selling machine: Cat 420F, 564 units


quick data | by Marcia Gruver Doyle | [email protected]

Top three states for new backhoe buyers*

Top fi nancedbackhoe brands*

During most of 2014, Deere and Caterpillar were neck and neck in fi nanced backhoe sales, with Deere at 38.4 percent of the market and Cat at 36.7 percent. Case had 20 percent.

2005

2006

2007

2008

2009

2010

2011

2012

2013

* Jan. 1 – Nov. 30, 2014, includes new fi nanced sales only. (Note: EDA reports are continually updated.) Source: EDA, edadata.com

*Comparison of number of backhoes fi nanced Nov. 1, 2013 to Oct. 31, 2014, and Nov. 1, 2012 to Oct. 31, 2013. Source: EDA, edadata.com

New, used backhoesyear-over-year change*

NEWUp 8% Down 6%

USED

1

1

2

2

3

3

Texas, 582 buyers

Deere, 1,477 units

California, 217 buyers

Cat, 1,411 units

Pennsylvania, 130 buyers

Case, 767 units

Auction prices for the top 10 models of backhoes sold during the past fi ve years have stayed within a narrow band, with only roughly $6,000 separating the high and low price. The average price from 2009 through November 2014 was $38,003.

$43,000$42,000$41,000$40,000$39,000$38,000$37,000$36,000$35,000$34,000$33,000$32,000$31,000

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Dec

.

Jan.

Apr

.

July

Oct

.

2009 2010 2011 2012 2013 2014

Backhoe auction prices, 2009-Nov. 2014

Top auction price, paid for 2012 Deere 410K with 1,902 hours at aRitchie Bros. Auctioneers International sale on Sept. 26, 2014, in Kansas City.

Deere 310 SK, 750 units

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

PRICE

Numberof units

5-year average$38,003

High: Apr. 2012$41,722

Low: Dec. 2013$35,627

5,5005,0004,5004,0003,5003,0002,5002,0001,5001,000500

New high: 2005, 5,104 units

New low: 2010, 761 units

Used low: 2009, 1,444 units

Used high: 2005, 2,362 units

EW0115_Quick Data.indd 55 12/23/14 10:46 AM


Concrete overlaysWith little new construction going on because of the lack of a long-term highway funding bill, pavement preservation has become a priority for most agencies and municipalities. This is an area where concrete over-lays are showing great promise.

“Concrete overlays have been around for a while, but within the last seven to eight years in particular, we’ve seen a tremendous growth in

the use of the technology,” says Bill Davenport, vice-president of com-munications at the American Con-crete Pavement Association (ACPA). “The downturn in the economy has played a part in that. Agencies are required to do more with less. They don’t have the money to do every-thing they’d like to do or everything they need to do, so that’s where the concrete pavement overlay comes into play.”

There are several types of concrete overlays that fall into two categories, bonded or unbonded. Within these categories, overlays are placed over distressed asphalt, concrete or com-posite pavements. One of the most common applications is bonded concrete over asphalt. In these ap-plications, generally, the top 2 to 5 inches of the asphalt wearing course is milled off and replaced with concrete. The thin concrete overlay

Some old concrete pavementtechnologies are making a comeback and giving asphalt a run for its money

The technologies behind the concrete pavements used on our nation’s roads and highways have been around for a while, but new developments in equipment and admixtures have opened up the market for some of them, making them the lat-

est trends in concrete paving. These trends include concrete overlays, roller compacted concrete and full-depth reclamation.

highway contractor | by Kerry Clines

Concrete overlays are showing great promise as analternative to total road replacement. They go down quickly compared to complete road replacement,allowing the road to be opened to traffic much quicker.

EW0115_Highway Contractor.indd 56 12/23/14 10:47 AM

goes down quickly in comparison to complete road replacement, which allows the road to be opened to traf-fic much quicker.

“As an industry, we’re trying to educate agencies and contractors about the benefits of concrete over-lays, as well as make them aware of potential applications,” Davenport says. ACPA is working through its staff engineers, affiliated associations and the National Concrete Pave-ment Technology Center to provide information and technical assistance but Davenport says there’s still work to be done. One example: the ques-tions raised during a recent ACPA concrete overlay webinar. “They underscored the point that we still need to get the information out there on how to take advantage of concrete overlay technology, where the overlays can be used and the keys to building them right,” he says.

Stringless technology can play a big part in concrete overlays, mak-ing them easier to construct. A paver can use computerized electronic guidance systems and laser technol-ogy to control overlay thickness and smoothness and make adjust-ments as it moves along. “Stringless technology is taking hold with many contractors, as it makes the work site safer and helps improve final smoothness results when applied correctly,” Davenport says. “As we move forward, it is going to increase production and reduce some of the inconvenience to motorists.”

Roller compacted concreteAlthough not a new technology, roller compacted concrete (RCC) is still new to many people. It started out as a specialty product placed by specialty contractors, but there has been growing interest in its use in different applications, including turning lanes, low-volume streets and roads, parking lots, and also in limited highway applications such as on shoulders.

“Roller compacted concrete is an interesting paving material,” says

Wayne Adaska, P.E., director of pavements at the Portland Cement Association (PCA). “It competes well with asphalt paving on cost and speed of construction. The zero-slump concrete, which uses no forms or reinforcement, is placed with asphalt-type pavers and then

compacted to a high density using vibratory rollers.”

The key to RCC’s speed of con-struction is that it is placed in much thicker layers than asphalt. Where asphalt is placed in multiple layers of 3/4 to 2 inches, RCC is placed in single, thicker layers of up to 9 inch-


Roller compacted concrete, which is placed using asphalt-type equipment, competes well with asphalt paving on cost and speed of construction.

Though the technology has been around for many years, FDR is still one of the most sustainable paving products in the market place, since it preserves everything in place.



highway contractor | continued

Member of Old Republic Insurance Companies.

What YOU do is what WE protect.™

Full service branch offices

AtlantaCharlotte

DallasDenver

Des MoinesIndianapolisKansas City

Little RockMilwaukee

NashvilleNew Orleans

Oklahoma CityPittsburgh

St. LouisSan Antonio

As a contractor, one of the most critical things is to protect your business with the right insurance. You can count on BITCO for rock-solid protection. With over 80 years of experience specializing in insurance for contractors, we know and understand your business and needs better than anyone.

By insuring with BITCO, you’ll get major advantages including the right coverage, industry knowledge you can trust, and solid financial security. You’ll also get consistent and constructive risk control attention, plus expert and timely responses to any claims. When it comes to getting the right insurance, we’re more than a bit better – we’re a lot better.

Call your agent today and ask about us. You’ll see we’re top-of-the-line at protecting your bottom line.

www.BITCO.com ★ 1-800-475-4477

es. Within the past fi ve years, RCC has been embraced by many paving contractors who are getting involved because of the potential for the tech-nology to replace asphalt, which has experienced sharp increases in cost.

One of the challenges RCC has faced is that the surface looks more like asphalt than concrete. It has an open texture, so those expecting the look of conventional concrete may be disappointed. “RCC is get-ting much better appearance wise,” Adaska says. “The top size aggregate has been reduced from 3/4 inch to as small as 1/2 inch, which results in a tighter surface texture; however, it’s still not at the stage where it looks like conventional concrete.”

To address the surface appear-ance, there’s an admixture available that shows great promise. The ad-mixture is sprayed on the surface of the compacted RCC and then power troweled, resulting in a smoother, tighter surface. Last summer, the ad-

mixture was used on a project in the Chicago area. So far, Adaska says, the results have been outstanding, but it’s important to see how it holds up through the winter. Adaska believes admixtures, in general, will play a greater role in RCC in the future.

For several years, the ACPA has been leading the charge on improv-ing the workmanship and quality of RCC. In early 2011, the association formed a task force made up of ex-perts who have been providing guid-ance in advancing RCC, both techni-cally and in market development.

Full depth reclamationWith preservation and rehabilitation on the minds of public agencies these days, there has been a re-newed interest in full depth reclama-tion (FDR). Although not part of the concrete pavement family, FDR is one of the most sustainable paving products in the market place, since it preserves everything in place. This

30-year-old technology has been revolutionized in today’s market by larger, more powerful equip-ment. Reclaimers, or pulver mixers, have been the key component in revitalizing the market by expedit-ing construction and making FDR economical.

FDR used to be a time-consuming job. Reclaimers had to make mul-tiple passes to break up the old road, and special equipment such as rippers and breakers were required to make the material usable. Today, reclaimers can pulverize the asphalt and granular base in just one pass, going as deep as 18 inches. Cement is then spread, and the material is remixed, water added, if necessary, compacted, and cured. The result is a strong durable base that is construct-ed quicker and more economically, and is much more sustainable than removing and replacing the existing road. The base is suitable for con-crete or asphalt pavement surfaces.


For more information


Scan this tag with your smartphone or visit ezdrill.com

yellow drill will

The

yellowThe

any project any deadline

drill

The

The

anyany

Drill more holes faster? Yellow WillSave time and eff ort? Yellow WillProvide real-time service and support? Yellow Will

Get the job done right and ahead of schedule? Yellow Will

E-Z Drill’s full line of dowel pin drills is engineered with advanced technology for maximum accuracy, safety, consistency and, best of all, productivity. Want to see what the yellow drill will do for you?

Visit ezdrill.com today or call 800-272-0121.See EZ-Drill at World of Concrete Booth C4327.

Untitled-20 1 12/17/14 8:42 AM

Maintenance of trafficAn emerging focal point for the concrete pave-ment industry is mainte-nance of traffic in con-struction work zones. “Agencies are under tremendous pressure to start and complete projects quickly, so, increasingly, contractors are required to keep traffic moving around work zones and avoid disrupting and delaying road users to the great-est extent possible,” Davenport says. “This is an area where the na-tional association, along with local chapters, state paving associa-tions and contractors will work together with agencies to find addi-tional solutions.”

More information about these technologies can be found online and in print.The National Concrete Pavement Technology Center published Guide to Concrete Overlays: Sustainable Solutions for Resurfacing and Rehabilitating Existing Pavements (3rd edition), which is available at www.cptechcenter.org/technical-library/documents/Overlays_3rd_edition.pdf.

The PCA publication, Guide for Roller-Compacted Concrete Pavements, is a guide specification for the construction of exposed RCC for roadways and other applications. It provides owners/agencies, contractors, and consultants with specification guidance aimed at setting and main-taining a consistently high standard for quality workmanship. It can be found at http://members.cement.org/EBiz55/ProductCatalog/Product.aspx?ID=1626.

Another publication offered by the PCA is Guide to Full Depth Reclamation (FDR) with Ce-ment, which can be obtained at http://members.cement.org/EBiz55/Bookstore/BookstoreResults.aspx?Value=eb234.

The PCA also offers Guide to Cement Based Integrated Pavement Solutions. This guide provides a brief description on 10 specific engineering pavement applications. It is available at http://mem-bers.cement.org/EBiz55/Bookstore/BookstoreResults.aspx?Value=SR035.

A collection of web- and desktop-based applications are available on the ACPA website. The apps are created to assist in the design, construction, and analysis of concrete pavements. These apps can be found at http://apps.acpa.org/apps/.

The ACPA offers two web-based training programs sponsored by the Federal Highway Admin-istration. One covers safety in concrete construction work zones and the other covers stringless paving. This year, two more modules on best practices for constructing smooth concrete pave-ments and best practices for stockpile management will be unveiled. The courses are offered free of charge at www.acpa.org/self-paced-online-courses/.

A Wikipave website is in the process of development by the ACPA. The online resource will offer information on all things related to concrete pavement technology, including products and technologies, as well as photos, charts, graphs, etc. Once the site goes live, anyone with a web connection will be able to access the information.


CONGRATULATIONS

Sponsored by:

to the 2014winner and fi nalists

Contractor of the Year

Dwaine DossDoss Enterprises

Jane Lew, West Virginia

Daniel Thiel andSteven Mueller

J&S General Contracting Osceola, Wisconsin

Kevin and Shawn Guyer Guyer Brothers Construction New Enterprise, Pennsylvania

Don Facciobene Don Facciobene

Incorporated (DFI) Palm Bay, Florida

Don Facciobene

Dwaine Doss Kevin and Shawn Guyer Daniel Thiel andJeremy HiltzJeremy Hiltz ExcavatingAshland, New Hampshire

Vern LarmanLarman Construction

Garland, Texas

Brian WinotNortheast Site Contractors

East Stroudsburg, Pennsylvania

Brad PhillipsPhillips CompaniesBeavercreek, Ohio

Landon FloydPrecision Pipeline

Cedar City, Utah

Doug ThomasThomas Construction

Grove City, Pennsylvania

James Tollestrup James Tollestrup

ConstructionLethbridge, Alberta

Brian WinklerWm. Winkler Company

Newman Lake, Washington

WIN

NER

COY Congrats2_EW0514_PG.indd 1 4/24/14 4:21 PM

When you ask Brad Phillips when he first became interested in construction, his

answer is straightforward: “I can’t remember when I haven’t been.”

And when you look at Brad’s background, his answer makes

perfect sense. Brad is part of the third generation that runs Phillips Companies, Beavercreek, Ohio. The company, which was started by his grandfather as a sand and gravel company in 1942, has three main divisions: aggregate produc-tion, ready-mix, and Brad’s division, excavating.

“I can’t think of a time when I thought I wasn’t going into construction,” he says. “It’s what all the people around me were do-ing and I wanted to be like them. Plus, it’s fascinating; I like figuring things out, and seeing the results.”

So Brad worked on pipe crew and around the com-pany’s gravel pit during sum-mers in college. But after graduating from Purdue,

the construction management grad spent a couple of years working for others on construction sites in Dallas and Chicago. This gave him perspective, and allowed him to gain both lifelong mentors and an appreciation for the family busi-ness. And even though his son is studying construction management at Bowling Green University, “I still don’t want to pressure him to come into the firm,” he says. As it was with him, it needs to be a choice.

Understanding what needs attentionPhillips Companies’ work concen-

trates in the southwest Ohio area around Dayton, with the excavation division doing a variety of work, in-cluding residential, commercial and institutional site work, road work and utility installations. “We are not the people who’re going to move


Phillips CompaniesYear started: 1942Number of employees (division): 20Annual revenues: $16 million companywide;

$5 million excavating divisionMarkets served: Residential, commercial,

institutional site work and roadwork, excavation, sewer and water

Brad PhillipsBeavercreek, Ohio

contractor of the year | by Marcia Gruver Doyle | [email protected]

In a third-generation company, Brad Phillips likes “figuring things out, and seeing the results.”

“Our goal is to have something that we’ll be able to perpetuate, and if it’s a good fit for our kids, then they have that opportunity.”

EW0115_COY.indd 61 12/23/14 10:50 AM


contractor of the year | continued

500,000 cubic yards of dirt and in-stall a mile of 30-foot deep sewer,” Brad says. “But we have great people from top to bottom who are good at what they do. We are good at managing and constructing small to mid-size site projects and we understand the areas that need attention in order to produce a high quality project in a safe and timely manner.”

Brad appreciates that Phillips Companies is a survivor of the Great Recession. “All of the own-ers took dramatic compensation cuts, we went to four-day weeks during the winter, and looked at every vendor early-pay discount,” he recounts. And while its bond-

ing company reviews have become much more detailed, the company benefi tted from the downturn, snag-ging two managers, Dave Warner and Pete Marshall, from downsizing companies.

Still, competition is tough, and “the guys who are still around after the past fi ve years know what they are doing,” Brad says.

“My dad and uncles – who took over from my grandfather – did a good job of structuring this busi-ness for longevity,” Brad says. “Our goal is to have something that we’ll be able to perpetuate, and if it’s a good fi t for our kids, then they have that opportunity.”

“They are structured profession-

ally,” says Craig Shamp with HD Supply, “and you don’t always get that in this industry. They do it the right way.”

“I know there are multiple fam-ily members in the business and they still manage to function quite effi ciently and effectively,” echoes Greg Thompson with the Greater Dayton Construction Group. “They should get extra points for that.”

The company also has profi ted from joining Aileron, a non-profi t designed to help small business owners, located in nearby Tipp City, Ohio, started by Iams founder Clay Mathile.

“It’s helping us take the next step,” Brad says. “One of our partners told

Phillips Companies crews on Lyons Place, a senior apartment complex in Dayton, Ohio.

EW0115_COY.indd 62 12/23/14 10:50 AM


me that tough times make you bet-ter. We’re getting repeatable systems that make sense and developing a transparency of information with our people. We want to hire good people, and let them do their job.”

Equipment operations“We are currently revisiting if own-ing equipment is our best option,” Brad says, but the seasonality of the construction business makes him pause. ”It’s easier to look at a paid-for piece of equipment sitting idle in your yard in January, and you haven’t had to write a check for the lease payment when you haven’t gotten any hours on it that month.”

The company’s shop performs normal equipment maintenance, and a company mechanic will make field repairs and perform fluid and lube services. The company’s nine-bay garage includes a paint booth. “Our people have those skills and we like to keep our equipment looking good,” Brad says.

Oil analysis is an absolute for helping the company project the life of a machine and preventing field

failures. Like many firms during the recession, the company put more age on its machines, and is in the process of replacing key machines.

“Tracked excavators are the most versatile for us, it’s the type of machine we get the most hours on, so we always want to own them,” Brad says. His excavators top out at a 40-ton size machine. “We’ll do deeper sewer lines, but we’ll bench down. Our people aren’t familiar with larger machines and I want them to be comfortable, especially when we’re working deep.” Rentals come into play for smaller or more specialized machines.

Low mod rateWith some general contractors requiring an experience modifica-tion rate below 1.00, Brad feels the company’s .60 EMR has given it an advantage over companies with higher EMRs. Crew members get a $25 gift card every time the com-pany hits its no lost time accident goals each quarter.

“We really push safety,” Brad says, “and we stress getting it done

right the first time, because we don’t get paid to anything twice.”

This safety attitude has gotten at least one client’s attention. “In fact, I chose them for a job be-cause I knew they’d do it safely, even though they weren’t the low bidder,” says Bob Saffin with real estate developer Miller Valentine. “The job had a very deep trench in sandy soil and I wanted somebody I could rely on.”

In addition to working with the Boy Scouts (“I wasn’t a part of it when my son was growing up, and I now want to support all the great things they do”), Brad has served as local Chamber of Commerce presi-dent and is on the trustees for Clark State Community College. “The average age of the students at the college is 28. The education they receive gives them an opportunity to get out of the gate,” he says.

If Brad had access to his younger self, he’d advise him to take more risks. Lessons learned? “Develop relationships with customers that value your expertise,” he says, “and be a partner, not a commodity.”

Phillips Companies has a nine-bay shop, home base to the firm’s field mechanics.

Brad says its experience with Aileron, a non-profit with the mission of helping small businesses grow, has helped the firm “take the next step.”

EW0115_COY.indd 63 12/23/14 10:50 AM

Minimizer_EW0115_PG064.indd 1 12/19/14 1:31 PM

Paving pitfalls

Information for this Safety Watch is from an accident report, the Center for Disease Control’s NIOSH Fatality Assessment and Control Evaluation Program and NIOSH’s Workplace Solutions: Highway Work Zone Safety. It is meant for general information only.

The accident: A paving contractor was working on a new parking lot for a commercial property. A skid steer operator backed into a worker shoveling asphalt from the hopper of a paver, pinning him between the skid steer and the paver and crushing his leg between the pieces of equipment. He was trans-ported to the hospital, where his leg was ampu-tated below the knee.

The bottom line: A post-accident investigation resulted in three OSHA citations: 1) the contractor did not furnish a place of employ-ment free from hazards likely to cause death or serious physical harm; 2) the contractor failed to initiate and maintain frequent and regular inspections by a competent person; and 3) the contractor did not adequately train employees about safe operating distances around vehicles. OSHA fined the contractor, and the injured worker filed a civil suit against the company.

Wrong place, wrong timeThe close proximity of construction workers to moving equipment is often to blame for jobsite acci-dents. Whether you’re in a piece of equipment or on foot, following some basic guidelines will help to prevent avoidable accidents.

Follow backing protocols – Your firm will have established pro-cedures in place for backing vehicles on construction sites. If you’re a pedestrian on a site, stay alert and aware, and know what signals an equipment operator uses prior to backing. Listen out for horns and alarms, and keep an eye on the spot-ters. Familiarize yourself with the blind spots for each piece of equipment on the site, and stay out of those areas. If you’re an equipment operator, don’t start backing until you have the go-ahead from your spotter, and then use an agreed-upon sig-nal, such as an air horn, to alert those around you that you’re traveling in reverse.

Adhere to the ITCP – The project manager will provide the crew with an Internal Traffic Control Plan, which will create a traffic flow for equipment, vehicles and pedestri-ans. Designated walking zones will be provided by the ITCP, which will allow you to safely navigate the jobsite. If an area is designated as prohibited for foot traffic, do not cross barriers designed to keep pe-destrians away.

Use a buddy system – Pair up with a fellow crewmember. A buddy sys-tem, where coworkers are assigned to spot one another, allows you to focus on your task while another worker is on the lookout for hazard-ous situations, including unexpected moving equipment in your area.

safety watch | by Amy Materson | [email protected]


Date of safety talk: Leader: _____________________ Attending:

Illus

trat

ion

by D

on L

omax

With multiple moving machines on a site, workers should be on guard

EW0115_Safety Watch.indd 65 12/23/14 10:53 AM

El accidente: Un contratista de pavimentación estaba trabajando en un nuevo estacionamiento para una propiedad comercial. El operador de un minicargador retrocedió hacia un trabajador que usaba una pala para sacar asfalto de la tolva de una pavimentadora,aplastándolo entre ésta y elminicargador, triturándole la pierna entre las piezas del equipo. Fue llevado al hospital, donde le amputaron la pierna por debajo de la rodilla.

Conclusión: Una investigación posterior al accidente resultó en tres sanciones impuestas por la OSHA: 1) el contratista no ofrecía un lugar de trabajo libre de riesgos de muerte o de daños físicos de seriedad; 2) el contratista no cumplió con establecer y mantener inspecciones frecuentes y regulares a cargo de una persona competente; 3) el contratista no capacitó adecuadamente a sus empleados acerca de las distancias de operación seguras en torno a los vehículos. La OSHA multó al contratista y el trabajador herido inició una demanda civil contra la compañía.

En el lugar equivocado, a la hora equivocadaCon frecuencia, la cercanía de los trabajadores de la construcción a las maquinarias móviles es la culpable de los accidentes en el área de trabajo. Ya sea que esté a pie o en una maquinaria, seguir ciertoslineamientos básicos le ayudará a prevenir accidentes.

Siga los protocolos de retroceso – Su compañía debe haber establecido procedimientos para el retroceso de vehículos en áreas de construcción. Si usted es un peatón en el área de trabajo, manténgase alerta y atento, y conozca las señales que hace un operador de maquinaria antes de ir en reversa. Escuche las cornetas y alarmas, y tenga a la vista a los vigilantes.

Familiarícese con los puntos ciegos de cada una de las maquinarias en el área de trabajo y aléjese deellos. Si usted es un operador de maquinaria, noempiece a retroceder hasta que tenga el visto bueno de un vigilante, y luego use una señal acordada, como una corneta de aire, para alertar a aquellos en torno a usted de que está yendo en reversa.

Adhiérase al PCTI – El gerente del proyecto ofrecerá a la cuadrilla un Plan de Control de Tráfico Interno, que creará un flujo de tráfico para la maquinaria, los vehículos y los peatones. El PCTI designará las zonas para caminar, las cuales le permitirán recorrer el área de trabajo con seguridad. Si un área queda designada como prohibida para el tráfico peatonal, no cruce las barreras diseñadas a mantener lejos a los peatones.

Apóyese en un compañero – Trabaje en pareja con un compañero de la cuadrilla. Un sistema de apoyo con un compañero, donde los colegas son designados a vigilarse uno al otro, le permite enfocarse en su tarea mientras otro trabajador está al acecho de situaciones riesgosas, incluyendo la aparición inesperada demaquinaria en su área.

Problemas en la pavimentación

La información para esta Alerta de Seguridad fue tomada del reporte de un accidente, del programa de Evaluación y Control de Víctimas Fatales del NIOSH del Centro de Control de Enfermedades, y del Workplace Solutions: Highway Work Zone Safety (Soluciones en el trabajo: Seguridad en la zona de trabajo de autopistas) del NIOSH. Tiene únicamente fines de información general.

alerta de seguridad | por Amy Materson | [email protected]


Fecha de la charla de seguridad: Líder: _______________Asistentes:

Illustration by Don Lomax

Con múltiples maquinarias móviles en el área de trabajo,los trabajadores deberían estar en guardia

EW0115_Safety Watch.indd 66 12/23/14 10:53 AM

pro pickup | by Bruce W. Smith


A lthough their names ring familiar to just about ev-eryone who has a passing

interest in pickups, the new Chevy Colorado and its fraternal twin, the GMC Canyon, have about as much in common with the trucks GM stopped production on in 2012 as decade-old V8s do with those found under the hoods of today’s pickups.

While the original mid-size GM pickups were considered to be more or less throwaway economy pickups overshadowed by the qual-ity and performance of the likes of Toyota and Nissan, the new Colora-do and Canyon set a high standard the rivals are going to be hard-pressed to reach without equally dramatic improvements.

From grille to rear bumper, the new-generation GM mid-size pick-ups are a true refl ection of the de-sign, engineering and quality they have instilled in the full-size trucks.

FULL-SIZE DNAWhat I have seen after my fi rst op-portunity to drive models from both brands is GM has done a stellar job keeping the DNA of the Sierra and Silverado 1500s intact during the rebirth process of the smaller Canyon and Colorado.

In years past, Chevy and GMC mid-size pickups looked a lot alike. Now the new Canyons look similar to Sierra HDs, while Chevy designers took styl-ing cues from the Camaro and applied those to the Colorado headlights and grille so the two brands now have distinctive looks.

Beyond the exterior differences both smaller pickups are refl ections their larger counterparts while being about four inches narrower and a foot-and-a-half shorter than compa-rable full-size models.

They incorporate high-strength steel cab structures, easy open tailgates, steps in the rear bumpers like the full-size pickups and the same style doors.

The interiors will be familiar to those stepping out of Sierras and Silverados, with a lot of soft textures, curves and cubbies in the design and excellent noise isolation from the outside world. The seats are comfort-able, the visibility is good, controls conveniently placed and occupant safety thoroughly addressed.

I was impressed with how well both Colorado and Canyons drive, too: The electrically assisted rack-and-pinion power steering is nicely weighted and gives the trucks an almost sporty feel. The four-wheel disc brakes do the same.

WORK MUSCLE There’s also plenty of power available from the 305-horsepower 3.6-liter V-6 for handling lighter hauling and tow-ing tasks. GM also offers a 200-horse-power inline-four in the base-model for those who need a commuter/de-livery pickup, and will have a 2.8-liter diesel option next year.

First Drive: 2015 Chevrolet Colorado

NO MISTAKEN IDENTITYGM re-opens the door on mid-size pickups in 2015 by re-inventing the Chevy Colorado and GMC Canyon

EW0115_Pro Pickup.indd 67 12/23/14 10:54 AM

The Chevy Colorado Crew Cab 4x4 LT, equipped with the V-6 and 6-speed automatic, can tow 7,000 pounds with the optional trailering package (3,500 pounds without). The same model can also haul up to 1,580 pounds.

The high-revving engine reminds me a lot of driving the new V6-pow-ered Camaros, pulling strong from about 4,000 rpm to nearly 7,000 rpm. GM’s V-6 also sounds considerably more robust than either of the Nissan or Toyota V-6s in Crew Cab 4x4s I drove during the same test sessions.

Colorado/Canyon fuel economy is 17 mpg city/24 mpg highway for the V-6 4x4 models, 18/26 for the 2WD versions. The I-4 is rated 20 mpg city, 27 mpg highway for a com-bined 22 mpg.

GM says that makes the new Colo-rado/Canyons the most fuel-efficient engines in their class, offering 3 to 5 mpg better than their competitors. That difference will be even bigger when the four-cylinder diesel enters the mix in 2016.

LIMITING OPTIONSAs for engine and transmission op-tions, GM makes ordering simple: A six-speed manual is only available on the base model, four-cylinder, 2WD Extended Cabs. All other models come equipped with the six-speed automatic.

Axle ratios are just as limited: 4.10s with the manual trans, 3.42s with all others.

The Colorado is available in four trim levels (Base, Work Truck, LT and Z71) in 2WD and 4WD, Ex-tended Cab and Crew Cab configurations. Ex-tended Cabs have the 6-foot 2-inch box while the Crew Cabs can be ordered with either a 5-foot 2-inch bed or the 6-footer. GMC offers similar trim levels and options in the Canyon.

Prices start at $20,995 for a base model, 4-cyl-inder 2WD Colorado

($21,800 in GMC trim) and climb to the high-$30,000s for a Chevy Z-71 or GMC All-Terrain with options including four-wheel-drive and leather trim.

With more than 12 million mid-size pickups on the road, many of those being the old Colorados and Canyons, GM’s newest truck entry appears to be well timed. Let’s hope there’s not too much confu-sion among potential buyers in mistaking identities between what was and what is.

pro pickup | continued


Upper-trim-level interiors have the same premium materials and features as the full-size GM pickups and SUVs.

EW0115_Pro Pickup.indd 68 12/23/14 10:54 AM


* Indicates regional splits

AD INDEX | Equipment World January, 2015Advertiser Web URL Page Advertiser Web URL Page

Alturnamats www.alturnamats.com 18

Antraquip Corp. www.antraquip.net 72

Association of Equipment Management Professionals (AEMP) www.aemp.org 75/IBC

Bitco Insurance Companies www.bitco.com 58

Bridgestone Commercial Solutions www.fi restoneconstructiontires.com 35

Chicago Pneumatic Construction Equipment www.cp.com 54

Clearspan Fabric Structures www.clearspan.com/adew 73

Crafco, Inc. www.crafco.com 43

Cummins, Inc. www.cumminsengines.com 27

dnh Search www.dnhsearch.com 70

Doosan Infracore Construction Equipment America www.doosanequipment.com/john 6

Easi-Pour www.easipour.com 74

Equipment World Spec Guide www.specguideonline.com 31

ExakTime www.exaktime.com/ew 70

Expander Americas www.expanderamericas.com 72

E-Z Drill www.ezdrill.com 59

EZ Oil Drain www.ezoildrain.com 70

Fab Fours www.fabfours.com 68

Gregory Industries www.gregorycorp.com 45

HCSS www.hcss.com/gps 48

Hyundai Construction Equipment Americas, Inc. www.hceamericas.com 25

Icon Industries www.landoll.com/icon 71

Intermat Paris 2015 www.intermatconstruction.com 36

JLG Industries, Inc. www.jlg.com/en/h340AJ-5 15

John Deere Construction Equipment www.johndeere.com/pushback IFC-3

Kohler Engines www.kohlerengines.com/kdi 9

Komatsu America www.komatsuamerica.com 16

Kubota Construction Equipment www.kubota.com/construction BC

Kubota Engine America Corp. www.kubotaengine.com 20

Landoll Trailers www.landoll.com 22

Level Best www.level-best.com 73

Lock and Lube www.locknlube.com 70

Minimizer Fenders www.minimizer.com/fenders.html 64

Mobile Barriers, LLC www.mobilebarriers.com 74

Progressive Commercial Insurance www.progressivecommercial.com 38

Rubbertrax, Inc. www.rubbertrax.com 72

Sany America, Inc. www.sanyamerica.com 10

Schaeffer Enterprises www.sewlparts.com 74

Sullair Corp. www.sullair.com 32

Takeuchi Manufacturing www.takeuchi-us.com 12

Tire Service Equipment Mfg. Co., Inc. www.tsissg.com 70

Topcon Positioning Systems www.topconpositioning.com 19

Toy Trucker & Contractor Magazine www.toytrucker.com 74

Universal Impact Technologies www.powersledge.com 71

Vanair Manufacturing, Inc. www.vanair.com 69

WD-40 Company www.3inone.com 46-47

Whayne Supply Co. www.whayne.com 73

Wirtgen America, Inc. www.wirtgenamerica.com 4-5

World of Asphalt 2015 www.worldofasphalt.com 39

I Need Maximum ReliabilityI Need Maximum Reliability

• Provides up to 85 CFM at 150 PSI• Direct Drive System, Eliminates Belts and Pulleys• Operates Up To 90 lb. Jackhammer and 1” Impact Wrench• Built-in Heavy Duty Hydraulic Oil Cooler• Innovative Vanair Air End Technology• Available in 12V and 24V DC• Universal Mounting Pattern

800-526-8817 | vanair.com

Visit us at booth C6412

New Hydraulic Driven Air Compressor with Enhanced Cooling Capability

EW0115_Ad Index.indd 69 12/23/14 10:55 AM

EQU

IPM

ENT

INFO

RM

ATI

ON

Constructions #1 Time-Tracking App Save time and make better decisions from the field or office. Our easy-to-use, feature-rich time tracking app monitors hours and activities in the field with any smartphone or tablet.

• Leave the pain and hassle of paper time cards• Team View - shows you where crews are clocked in with GPS• Field Notes - creates records of incidents and updates in the field• FaceFront Biometrics - snaps photos of each worker at clock-in

and clock-out• Easily sync all job site data with your accounting package

1.866.782.5936 • www.exaktime.com/ewU.S. BasedService, Support and Assembly

TRACK CREWS ANDEQUIPMENT IN THE FIELD

See us at booth C4265

PATENT PENDING

NEW&

IMPROVEDOIL DRAIN

V

ALVEEZ TM

THE EASIEST OIL CHANGE!www.EZoildrain.com

STRAIGHT L-SHAPED

OPTIONAL HOSE CONNECTIONS

REPLACES YOUR EXISTING DRAIN PLUGJUST TURN THE LEVER TO DRAIN OIL

REMOVABLEHOSE END

USA: (425)999-1200 Canada:（877）508-3900

LocknLube_EW1214_PG.indd 1 11/7/14 1:37 PM

DNH_AGRM0913_PG031.indd 1 8/16/13 2:18 PM

Equip0115PG70-74.indd 70 12/18/14 2:38 PM

EquipmentWorld.com • January 2015 71

EQU

IPM

ENT IN

FOR

MA

TION

®

ICON reserves the right to change models, designs, and/or specifications without notice or obligation.

Contact us today at 855-339-2461 for pricing or more product information.

General Construction & Site Maintenance Scraper Systems

A LANDOLL® Company

ICON INDUSTRIES 1600 W. 8th Street / Beloit, KS 67420 / (855) 339-2461www.landoll.com/icon

TOUGH PROJECTS REQUIRE RUGGED MACHINES.

MODEL 6510 CONSTRUCTION DISC

MODEL 821 PULL TYPE SCRAPER MODEL 414 SCRAPER

ROLLING PACKER

Land-146B.indd 1 1/13/14 8:27 AM

Untitled-3 1 2/21/14 10:45 AM

• 3,700 FT. LBS OF DESTRUCTIVE ENERGY

• LOW MOUNTING PROFILE PROVIDES FOR EASY ENTRY AND EXIT WITH ENCLOSED CABS

• EASY OPERATION REDUCES OPERATOR ERROR & FATIGUE

• SHOCK FREE SKID SYSTEM KEEPS THE HURRICANE GROUNDED & DISSIPATES THE SHOCK AS IT PULVERIZES THE CONCRETE

• DESIGNED, TESTED AND MANUFACTURED BY THE ORIGINAL DROP HAMMER DEVELOPERS

• LOW MAINTENANCE & MINIMAL WEAR ITEMS REDUCES DOWNTIME

• HIGH PRODUCTION IS MAINTAINED DUE TO THE BROAD FACE OF THE STRIKING SURFACE WHICH ALLOWS FOR EXCELLENT AREA COVERAGE & PRODUCTION

CALL 800-525-6828 OR VISIT WWW.POWERSLEDGE.COM

TO WATCH THE HURRICANE IN ACTION E-MAIL US AT [email protected]

UNIVERSAL SELLS PARTS FOR ALL OTHER BRAND DROP HAMMERS

INCLUDING CYCLONES

Universal Impact_EW0614_PG.indd 1 5/22/14 10:46 AM

Equip0115PG70-74.indd 71 12/18/14 9:31 AM

January 2015 • EquipmentWorld.com72

EQU

IPM

ENT

INFO

RM

ATI

ON

Rubbertrax_Equip1012_PG067.indd 1 9/25/12 10:33 AM

Expander SystemPins That Work

• No Line Boring • Minimal Downtime • Installs On-Site • Permanent Repair • Easy to Remove

www.ExpanderAmericas.com(888) 935-3884

Install Pin

Expansion Sleeve Tighten Fastener

Worn BoreExpander Pin

®

TexasMiningAd124x86mm_Layout 1 3/14/13 4:54 PM Page 1

Expander America_EWSG13_PG211.indd 1 8/19/13 2:36 PM

ROCK SAWS ROADHEADERS ROCK & CONCRETE GRINDERS

email: [email protected]: + 1 301.665.1165

758 Bowman Ave., Hagerstown, MD USA

Equip0115PG70-74.indd 72 12/18/14 9:32 AM

EquipmentWorld.com • January 2015 73

EQU

IPM

ENT IN

FOR

MA

TION

Part # Description Rebuilt Price

9J8165 Cylinder $2,100

9T5218 Cylinder Barrel $ 915

1115692A D11R Tilt Cylinder $4,500

3G5707 D9N Tilt Cylinder $4,250

6E3834 225/225B Cylinder $ 800

1184023 320 Boom Cylinder $3,704

2043614 320B Lift Cylinder $3,000

875491 320L Boom Cylinder $2,926.57

Whayne_EW0214_PG095.indd 1 1/27/14 2:30 PM

fabric structures

Call 1.866.643.1010 and use code ADEW or visit www.ClearSpan.com/ADEW and we'll send you a free gift.

SPECIALFINANCING7

RESTRICTIONS APPLY

Y R S

For one year onFabric Structures

ZERO DOWNNO INTEREST

NO PAYMENTS

• Quickly installed with helical piles, shipping containers, concrete blocks and more.• Easy to disassemble and relocate.• Lower energy costs with natural lighting.• One-stop shop offering all services in house.• Buildings up to 300' wide.• Low in cost per square foot.

KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT KEEP YOUR VALUABLE EQUIPMENT OUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHEROUT OF THE WEATHER

Fine Grade Made Easywww.level-best.com • 800-342-0905

Automatic Laser-Guided Grade Box• Finish Grade for Concrete Placement• Crown Sports Fields • Grade Building Pads

ON GRADE... AUTOMATICALLY!

ATI_Equip0115_PG.indd 1 12/15/14 10:35 AM

Equip0115PG70-74.indd 73 12/18/14 2:40 PM

January 2015 • EquipmentWorld.com74

EQU

IPM

ENT

INFO

RM

ATI

ON

Email: [email protected] www.mobilebarriers.com ®

» 3D Stringless Paving» Tight Radius» Curb & Gutter» Monolithic to 8’ Wide» Barrier & Parapet» Recreational Trails» Sidewalks» Fastest Mold Exchange ~

EASI-Connect Mold Attachment» Simple Machine Setup & Operation

COMPACT 880

SEE EASI-POUR AT BOOTH C5761

www.easipour.com Huron, SD

For all your fine grading and pre-trimming needs.

Easi Pour_EW0115_PG074.indd 1 12/18/14 2:58 PM

Schaeffer_EW0111pg80.indd 1 12/16/10 2:36 PMSUBSCRIBE

NOW

SUBSCRIBE

NOW

www.toytrucker.com

www.toytrucker.com

Only $29.95for 12 monthly issues.

Only $29.95for 12 monthly issues.

Send check or money order to:Toy Farmer Publications

7496 106 Ave SELaMoure ND 58458-9404

Send check or money order to:Toy Farmer Publications

7496 106 Ave SELaMoure ND 58458-9404

Credit card orderscall 1-800-533-8293

Credit card orderscall 1-800-533-8293

Toytrucker_EW0813_PG068.indd 1 7/23/13 8:59 AM

Equip0115PG70-74.indd 74 12/18/14 3:09 PM

Untitled-1 1 11/19/14 8:16 AM

IF YOU’RE AT A LOSS FOR WORDS, TRY THESE: THAT’S ONE FINE PIECE OF MACHINERY.

Meet the all-new Kubota SSV skid steer loader . It features a powerful, smooth-running Kubota engine, vertical lift arms, a tilt-up cab and the type of precision engineering that will leave you speechless. Get a closer look at our latest piece of � nely tuned equipment by visiting booth number C5673 at World of Concrete.

1KUB4025_P1_WOC_1217.indd

Group Creative Director: Jeff Tresidder Art Director/Designer: Liz KorbyCopywriter: Eric SchlauchPhotographer: Jim GallopRetoucher: Todd CarlsonPrepress: MWAccount Manager: Tim HolmesPrint Producer: Cindy PetersonProject Manager: Liz WingateProduction Artist: Deb Morrill

Kubota: Kubota Tradeshow Extensions - P1 ad- World of Concrete“If you’re at a loss..”

Color: 4/C BldBL: 9" x 11.5"TR: 7.75" x 10.5"LV: 7" x 10"

Martin Williams Job No: 1KUB4025-WOC-P1

DATE

ART DIRECTOR/DESIGNER

COPYWRITER

PROOFREADER

ACCOUNT MANAGER

INTERACTION PLANNER

PRINT PRODUCER

PROJECT MANAGER

CLIENT

APPROVALS

Kubota_EW0115_PGBC.indd 1 12/19/14 1:35 PM

ew0115combined

Documents

group wirtgen

amwirtgen group products

mineral technologies

group passion ad

productionclass dozer

productionclass market

range of products

customer whos