Mar 3, 2017

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VIDEO: Power Dozer’s tracked blade can build earth walls, clear minefields, backfill like nobody’s business


Look at this thing and tell me you don’t immediately want to hop into the cab and see what it can do.

While you might not see a Viking Power Dozer on most jobsites, there probably aren’t many earthmoving jobs that wouldn’t benefit from having it around. This dozer configuration makes quick work of backfilling and soil relocation but also has several military uses like minefield breaching and clearing. The first Power Dozer prototype was built in 1979 and the company built its first military-specific Cat D8N Power Dozer in 1998. The company says the machine’s unique design is the result of nearly three decades of experience in the pipeline construction industry.

What makes a Power Dozer a Power Dozer is its mechanized blade, which has the appearance of someone rigging an old set of dozer tracks they had lying around to the front of a blade. But look closer and you’ll see that the steel track’s design is flatter, more like a conveyor belt.

The variable speed and reversible belt is driven by two high-torque hydraulic motors and powered by an auxiliary diesel engine mounted on the rear of the dozer. On its website, manufacturer Viking Power Dozer Ltd. (VPDL) says the blade, which can raise, lower and tilt, can load and unload material “at incredible rates,” noting that when equipped, the machine is able to move more dirt than it weighs.

A military variant of the Power Dozer breaching and clearing a minefield “littered with jersey barriers and tetrahedrons.” Photo credit: Power Dozer

In fact, VPDL says the Power Dozer can build an 8-foot-high force protection berm that is 330 feet long, in just 46 minutes. And in terms of backfilling power, the Power Dozer can backfill in excess of 20,000 cubic meters per hour at a speed of around 2 miles per hour.

But the Power Dozer isn’t all power. It’s also capable of a fair bit of finesse as you can see around the 2:15 mark in the second video below. When backfilling for a pipeline, the blade sends particles falling ahead and under both sides of the pipe while larger chunks of dirt are sent to the far side of the ditch where they can’t damage the pipeline coating. And in soil relocation, the blade allows minimal mix of clays and topsoils. And the soil is replaced evenly without compaction, the company says.

The company says the blade and power unit are easy to install, bolting on to a dozer without requiring any alterations. Check the Power Dozer out in action below.

Source:: Equipment world

Case teases #ProjectMinotaur, a new equipment category to be unveiled at ConExpo (VIDEO)


In a cryptic video featuring the enraged growl of a bull, Case Construction Equipment has teased the unveiling of what it is calling a new category of heavy equipment.

The company posted the 30-second video to YouTube on Wednesday under the title “Unleashing #ProjectMinotaur.” In the video the company says, “In 1957 we invented a category,” as a photo of a vintage 530 backhoe pans across the screen. That photo is then scrambled out with the aforementioned bull growl followed by the words “Today we’ve done it again.” It then invites you to come see the machine at the ConExpo/Con-Agg show in Las Vegas next week.

The video offers no other detail as to what type of machine Project Minotaur might be. So, let’s think about it based on what the video gives us.

Just in case your Greek mythology is rusty the minotaur is a fictional beast that is half man, half bull. In most stories it is represented as a beast with the head of a bull atop a human, or human-like, body.

Halfway through the Case teaser video we see close-up footage of a blade pushing dirt. Given that a minotaur is half bull, maybe this new Case machine is some type of bulldozer hybrid? But maybe it’s smaller. Perhaps closer in size to a skid steer/compact track loader? If so, it would certainly fall in line with the current trend of crossover machines like Cat’s half excavator, half skid steer 304.5E2 XTC and JCB’s Teleskid, a half skid steer, half telehandler.

What do you think? Check out the video below and share your predictions in the comments.

Source:: Equipment world

Generac launches 3 new light towers: MLT6SMD, MLT4060MVD and PLT240 LINKTower


Generac Mobile Products recently launched three new light towers, the MLT6SMD, MLT4060MVD and PLT240 LINKTower, at The Rental Show in Orlando.

The machines come fitted with four 240 Watt LED lights that offer a five-year limited warranty.

Both the MLT6SMD and MLT4060MVD feature the ECOSpeed multispeed engine that runs at low speed when the LED lights are on, which the company says conserves fuel to reduce emissions and extend run time up to 580 hours on one tank of fuel.

The MLT4060MVD has a maximum engine run time of 580 hours and has been designed to operate in “most extreme environments, from deserts to the frozen tundra,” the company says.


The MLT6SMD mast can be deployed to 23 feet and has the Generac Magnum’s Power Zone Autolight Controller as standard. This feature, the company says, includes dusk-to-dawn settings to save energy. It has a compact design, allowing 19 units to fit on a 53-foot flatbed.


The PLT240 LINKTower has been designed as a compact unit for easy transportation and maneuverability, but Generac says it has the same illumination power as a full-size LED light tower. It’s powered by a standard 120 V outlet and can be run off of any other power source, including in a daisy-chain configuration with another light tower. Because it has no exhaust emissions, it can be used indoors.

PLT240 LINKTower

Source:: Equipment world

Ox Bodies intros lightweight TrailMaker carbon steel dump body


Ox Bodies has introduced a lightweight dump body the company says is up to 35 percent lighter than its standard dump bodies.

Constructed of carbon steel, Ox Bodies Sales and Marketing Manager Jim Bray says the TrailMaker body was designed to transport sand, dirt, asphalt and small construction aggregates and offers a reduced weight, giving operators a greater payload capacity while retaining the inherent strength of steel.

“The TrailMaker is field tested for durability and designed to meet the needs of operators looking for improved payload capabilities,” says Bray. “In addition, due to its lightweight design, operators may also realize improved fuel efficiency.”

Aside from the durability offered by its carbon steel construction, a key feature of the TrailMaker is a dump floor free of weld seams to ensure payloads—particularly asphalt—are completely discharged, eliminating the need for operators to shovel trapped material.

The TrailMaker is available in 14- to 20-foot body lengths and offers capacities ranging from 7.3 to 33 cubic yards.

The TrailMaker is also available with a wide range of options including an air high lift tailgate for flexibility needed to dump various load sizes; retractable mud flaps for easier asphalt dumping; a tailgate coal chute for efficient metering of materials; and cab shields ranging from 12 to 42 inches to provide added protection for the cab when hauling heavier loads.

Additional design and configuration options for the TrailMaker dump body include side-mounted hydraulic tanks with sight glass, steel or Tread Brite aluminum gravel guards, as well as recessed and rubber-grommeted LED lighting to meet Federal Motor Vehicle Safety Standard 108.

Source:: Equipment world

Bertha stopped after veering off course in home stretch of Seattle’s SR 99 tunnel


A worker with Seattle Tunnel Partners watches as co-workers are lifted out of Bertha’s repair pit Dec. 15, 2015. With repairs complete, crews filled the hole in in order to begin tunneling with the machine after a 2-year delay. Photo Credit: WSDOT Flickr

Seattle Tunnel Partners (STP) stopped Bertha, the largest tunnel boring machine in the world, on Feb. 28 to make adjustments before it continues on its last 1,000 feet of the 9,270 tunnel for SR 99.

Ballons mark Bertha’s position on Feb. 23. (photo: Washington State DOT)

Officials report recent surveys indicate the machine is potential out of alignment by several inches.

“STP is conducting additional survey work and will make adjustments as needed to complete the tunnel drive,” reports the Washington State Department of Transportation (WSDOT).

The agency adds that such an adjustment is not unusual for tunnel work, and that STP had done an adjustment such as this to correct Bertha’s course “after crews mined out of the pit that was used to access and repair the machine.”

While it is stopped, crews will conduct routine maintenance on Bertha, with work expected to continue next week.

STPs schedule anticipates Bertha will reach the disassembly pit in May, which is about 960 feet from the machines location now situated beneath Denny Way and Sixth Avenue north.

Bertha has tunneled 8,310 feet so far and 1,270 of the 1,426 concrete tunnel rings have been built. The machine made its way under the last building in the path earlier in the week.

Source:: Equipment world

Cemen Tech adds G.W. Van Keppel as dealer for Kansas, Missouri, Oklahoma, Arkansas


Concrete mixer manufacturer Cemen Tech has added G.W. Van Keppel Company to its dealer network, with a territory covering Kansas, Missouri, Oklahoma and Arkansas.

“We feel that our partnership with Cemen Tech will allow us to provide our customers with the solutions they need to grow margins in an increasingly competitive marketplace,” says Taylor Killion, regional sales manager CE Group at G.W. Van Keppel.

Founded in 1926, Van Keppel carries equipment from Volvo, John Deere, Caterpillar, Cascade, Hyundai, Kawasaki, Komatsu, Toyota, Yale, Sany, New Holland and Terex Trucks. It has more than 200 employees in locations across seven states.

“The addition of Van Keppel is an exciting next step to the expansion of our global dealer network,” says Mark Rinehart, Director of Sales and Marketing for Cemen Tech. “Partnering with Van Keppel will allow us to greatly expand the number of businesses who can benefit from using volumetric mixers.”

Source:: Equipment world

Arizona DOT holds Safety Message Contest voting


The Arizona Department of Transportation (ADOT) has narrowed down the entries into its Safety Message Contest for overhead signs to 20 finalists and has opened online voting to select the winner through March 15.

Finalist messages and voting are available at The winning messages will appear on overheads signs for one day each in April.

ADOT received roughly 7,000 submissions for the contest, which prompted them to increase the number of finalists from 15 to 30.

“We were excited to see so much interest,” says Kevin Biesty, ADOT deputy director for policy. “People are reading the signs and we hope they’re taking the messages to heart, sharing with others and choosing to make the roads safer for us all.”

The agency started using “unconventional” safety messages more than a year ago to “kick-start a change in social acceptance of impaired driving, distracted driving, speeding, aggressive driving and other dangerous driving behaviors.”

Source:: Equipment world

California universities working to develop longer-lasting highways


The recent wet weather in the Bay Area has caused potholes and damage to many of California’s roads. The East Bay Times reports that, on March 1 emergency repairs were completed on a pothole that had developed in one of the northbound lanes of Interstate 680 in Fremont Feb. 28, noting that was just one of the many pothole reports that the California Department of Transportation (Caltrans) and local road agencies have been receiving recently.

Patching is considered to be a temporary solution, but the University of California Berkeley’s Pavement Research Center at Richmond Field Station and a sister lab at the University of California Davis, are working on a permanent fix for roads, KTVU Fox 2 reports.

“We’re looking at how to make them cheaper, last longer, and reduce the environmental impact,” Professor John Harvey, director of the UC Berkeley and UC Davis Pavement labs, told the news agency. “We look at different ways to do the mix design, the proportions of the material, the properties of the rocks, the sand, the gravel, the binder. It’s not rocket science, it’s really rock science,” he said, adding that how the pavement is laid out can double its life.

Materials are tested to determine how they will wear. Researchers use an assortment of tests, such as advanced accelerated aging techniques, in which road materials are repeatedly run over by steel wheels to determine how well or poorly the materials will respond.

UC’s pavement labs have helped to develop a technique to regrind deteriorated material down to the rocks and rebind it without removing it from a roadway. With this technology, researchers envision roads that can be recycled in place…forever. And Harvey believes the process will reduce a yearlong job to two or three weeks, and cost 25-50 percent less.

“So we basically can reconstruct it in place quickly, cheaply and with very little impact,” Harvey told the news agency. “Ninety-five percent of the money that we spend, by the state and by local government, is on maintenance and rehabilitation, and not more than 5 percent is on new pavement.”

Watch the news video to learn more about the technology.

Source:: Equipment world

TRIP: Poor road, bridge conditions cost Colorado motorists $6.8 billion a year


The Road Improvement Program (TRIP) says in its latest condition report the poor conditions of Colorado’s bridges and roads cost motorists there an aggregated $6.8 billion each year in vehicle operation, safety and congestion issues.

The report, “Colorado Transportation by the Numbers: Meeting the State’s Need for Safe, Smooth and Efficient Mobility,” shows 41 percent of the major locally and state-maintained urban roads are in poor condition. TRIP says 43 percent of these roads are in mediocre or fair condition and 15 percent are rated as good. Six percent of the bridges, the report indicates, are structurally deficient.

These conditions, TRIP says, result in additional vehicle operation costs of $2.3 billion, safety costs of $1.6 billion and congestion-related expenditures of $2.9 billion.

“Investing in our transportation infrastructure is absolutely critical to creating jobs and fostering a healthy economy,” says Loren Furman, senior vice president of state and federal affairs for the Colorado Association of Commerce and Industry. “Transportation is, without a doubt, the number one priority for our members.”

“Business leaders around our state see Colorado trailing states such as Utah and Texas, two of our biggest competitors, on key commerce and tourism opportunities due to outdated, unmaintained and congested roadways,” says Jeff Wasden, president of the Colorado Business Roundtable. “We can no longer kick this can down the road and this report makes that connection in a very real way.”

TRIP periodically releases state and national reports such as this one. They are available at

Source:: Equipment world

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