Intelligent compaction (IC) has been the most-touted development in roller technology the past few years. It is quickly becoming a necessity as transportation agencies gradually integrate the requirement for it into their specifications.
For example, by 2018 the Minnesota Department of Transportation will require any project bigger than 5 lane miles to have 100 percent IC compaction. Currently, 21 states and the District of Columbia have some form of specifications in place for the use of IC with asphalt.
Requirements such as these have nudged contractors into implementing the technology.
“We really don’t have a choice in Minnesota to not have IC if you want to bid on the big roads,” says Kirk Langum, director of support services for Hardrives Incorporated. The Rogers, Minnesota-based contractor added IC into their operation for the 2016 season, primarily due to the IC spec requirement on three jobs.
These three jobs, according to Langum, were around the 35,000- to 36,000-ton range and presented crews with some challenges in getting used to the Cat Compaction Control system on their Cat CW34 rubber-tire and two CB66B tandem-drum rollers.
It took some getting used to, admits Langum. Crews achieved 33 and 36 percent potential density on their first two jobs using the compaction system-equipped rollers, but then shot up to 77 percent potential density on the third job. “Familiarity of the system, along with a little bit different mix, helped us improve on that last project,” he says. He adds that having Matt Krier, IC field superintendent, out on the project helped as well.
“With Matt being out there full time and everything daily working like it should, we were able to really monitor rolling patterns and get the coverage we needed to get to get our density,” Langum says.
Much of the focus on IC hones in on stiffness and density, and while these attributes are improved with the use of IC, contractors are beginning to realize that pass mapping and temperature readings are the top benefits, according to Tim Kowalski, applications support manager for Hamm.
“Pass count and temperature are the two things that I try to show people that they need to be monitoring,” he says. “There is too much concentration on stiffness. And a lot of people are under the misconception that stiffness is going to give you density. It doesn’t give you density because stiffness in hot mix is related to temperature and time.”
He says the top factor for compaction is consistency, which is what IC technology is best at monitoring. “The same speed, same amplitude, same frequency, same impact spacing, number of passes and the same temperature range are what we’re looking for. Consistency is what is going to drive the better compaction.”
Krier says the temperature sensors on their rollers gave Hardrives’ operators an advantage in time. “It helped with having temperature sensors on the front and back so the roller operators knew the optimum moment that they could get on that mat,” he says.
Temperature readings are crucial in balancing stiffness and density, says Kowalski. But having tunnel vision solely on stiffness won’t necessarily provide a quality compaction.
“I can pave a mat down and not touch it and it will actually get stiff without rolling it,” he says “But that doesn’t mean I’m going to get compaction.”
Stiffness can provide a lot of hindsight information, Kowalski explains. First, it will indicate if there is a temperature change. Second, it will signify a mix change. Finally, it will show if there’s a change in subgrade.
“Stiffness is not going to tell you density, but it will tell you if something has changed,” he adds. “Now if you get consistent stiffness numbers you know you should get consistent readings, you have a consistent material you’re laying over the top of and a consistent material you are placing.”
Krier says Hardrives’ operators improved their pass coverage under the Cat IC system because they were able to see where the roller traveled. “Every roller operator admitted that being able to see their patterns was great, but not all of them will admit they were actually missing anything,” he jokes.
“We could see it on the charts their coverage was actually a lot better than when they weren’t using it when we wouldn’t let them see it,” Langum says. “It just really increased their coverage, which really helps us because we never know where a core sample is going to be taken.”
“After we used IC for some time I talked to one of the finish roller operators,” Langum adds. “He said that before he was rolling a lot more than he thought he had to, so he had a little extra time to be more efficient with the time he had. It’s less fuel for us with less use of the rollers.”
However, reaction to adding IC at Hardrives wasn’t necessarily positive in the beginning, says Krier.
“We had a few operators who were not happy about having more technology that they were supposed to rely on added to their machines,” he says, “Some thought we were trying to monitor them and their performance. When they realized that wasn’t the case, that it was just to put forth a better product, they really came around to it. We found a lot of them that would really take the time to learn how to use the display screen and go through the separate screens and look at their temperature and their pass count and their coverage. By the end of the season they really enjoyed using it.”
Much like Hardrives’ operators initial thoughts, Kowalski admits that not all contractors have been enthusiastic about adding IC to their operations. Some have viewed it as a “finger-pointing tool” for state departments of transportation to identify breakdowns in pavement quality.
“Some of the bigger contractors that have been using it early on have found that there has been a benefit to them for what they’re trying to do for consistency,” he says. “I think a lot of it has to do with how the states actually put it into their specs to present it the contractors in how it can be a useful tool for them.
“Manufacturers are constantly upgrading the system and there are more states that are going to a VRS system, or virtual reference station,” Kowalski continues. “States will have their own stations around, and then we can tie into that instead trying to have a separate base or doing something different on our own. So the states are looking to make it easier for the contractors to want to use the system.”
IC as a training tool
One side benefit to the capabilities of IC and all that it can measure is the potential for improving operator skill.
“I see that contractors who have been using it on a regular basis have realized that it is a great tool for training,” Kowalski says. “That is especially the case if you have younger operators that are looking to improve how they are rolling, and looking at pass counts making sure they get the number of passes they need. They also can make sure that their cross over areas on their stop and start are thoroughly vibed through, and not just static, so they can improve the compaction in crossover areas.”
Kowalski says the City of Los Angeles is one of the prime spots for working with an agency on IC integration. “They’re looking at it for training purposes to start with,” he says. “We went out there and did a project with them just to show them how they did things, and they were amazed at how much time they were wasting and over-rolling a lot of the projects, and actually destroying the mat.”
Now he says the city is looking at IC not only as a tool to reduce the number of passes, but a way of saving money on fuel, getting better compaction and longer lasting materials. “They see it as a huge advantage,” he adds.
Langum agrees that the training potential for IC would be beneficial to Hardrives.
“We’re bringing in new and younger people now and moving people to different roles. So I see in the mapping that it’s going to do nothing but help them understand what a rolling pattern is, and what 100 percent coverage looks like. I could see it being a good training tool in the future for new employees as well as our existing employees.”
“I believe as we become more familiar with it, intelligent compaction will help us overall on any job that it is required on, and some that it’s not required on when we choose to use it to achieve a higher density potential for incentives,” says Krier. “When we become more familiar with it, our operators saw that they were getting 100 percent coverage with all their passes and that there was no failed core. We’ll see those density numbers keep on rising.”
Source:: Equipment world
ALLU makes more than 100 models of the bucket to fit any wheel loader, excavator, skid steer and backhoe, the company says.
The new D-Series Screener Crusher Bucket attachment from ALLU can take waste from the construction site and create recyclable material in one step.
The bucket can screen, crush, aerate, mix, separate, feed and load materials such as construction and demolition waste, excavated dirt, milled asphalt and a variety of other materials, wet or dry.
ALLU makes more than 100 models of the bucket to fit any wheel loader, excavator, skid steer and backhoe, the company says. The buckets have changeable wear hammers for universal and specific applications, such as screening and aerating compost. The machine can screen and crush 0.6-inch to 6-inch dry or wet material fragments.
ALLU says the buckets are constructed to be easy to fill and to hold large volumes of material. A standard power adjustment valve prevents overloading.
The attachment was also designed for long life, with hydraulics on the back to prevent damage; fender plates to protect bearings and seals; nuts and bolts kept away from material flow; and 10mm-thick screening discs.
Source:: Equipment world
Volvo Construction Equipment reports first quarter 2017 net sales increased 30 percent compared to the same period last year, to 16.16 billion Swedish Krona (SEK) ($1.83 billion). First quarter 2016 net sales were 12.45 billion SEK ($1.41 billion).
The company reports operating income increased nearly quadrupled to 1.62 billion SEK ($188.7 million) from 341 million SEK ($38.5 million), and operating margin reached 10 percent, compared to 2.7 percent in 2016.
Machine orders for the quarter increased by 34 percent, to 17,487 machines, with deliveries increasing the same increment, to 16,369 machines.
“After years of tough market conditions, the Volvo CE business is growing again,” says Volvo CE President Martin Weissburg. “Higher sales volumes linked with increased internal efficiency and a lower cost base helped us deliver good profitability levels during the quarter. Volvo CE is on the right track, the improvement plan is yielding results and there are further opportunities to improve the long-term competitiveness of the company.”
Volvo recorded sales increases in each of the regions where it sells equipment. Net sales growth for the first quarter compared to the same period last year, by market area were:
- Europe: up 26 percent
- North America: up 12 percent
- South America: up 64 percent
- Asia: up 37 percent
- Other markets: up 58 percent
Source:: Equipment world
The RX-600e cold planer is one of the first machines to support Roadtec’s new production reporting feature.
The Tennessee Association of Manufacturers (TAM) has named Astec subsidiary Roadtec, based in Chattanooga, its 2017 Company of the Year, during the association’s recent Manufacturers Excellence Awards.
“We are very proud to have been selected for this prestigious honor, which underscores the Astec Core Values that all of us here live each day,” says John J. Irvine III, president of Roadtec. “This truly is an honor that all at Roadtec have earned and can share, because we all work to a common goal of serving our customers.”
TAM judged companies on the following attributes:
- Shows a strong corporate commitment to safety
- Displays evidence of a solid environmental program with improvement as a target
- Displays evidence of energy-reduction process improvements as a target
- Displays evidence of quality improvements in the overall manufacturing process with the aim to provide the customer with zero defective products
- Shows evidence of continuous improvement in manufacturing methods
- Displays evidence of sound practices in business operations
- Shows evidence of employee engagement
- Employee appreciation is apparent
- Displays evidence of community involvement
- Site is clean, safe and well organized
Tim Lewis, director of operations for Roadtec concluded, “Winning such a wonderful award not only makes us feel good, but motivates us to continue making Roadtec a safe environment to work in and a producer of high quality equipment which is an exceptional value to our customers,” says Tim Lewis, Roadtec director of operations.
Source:: Equipment world
The Eastern Pennsylvania Coalition for Abandoned Mine Reclamation (EPCAMR) in Ashley donated approximately 180 gallons of acid mine drainage from Solomon Creek boreholes in Hanover Township to the University of Michigan to help with its research into a bendable, more durable concrete, The Times-Tribune reports.
Robert Hughes, executive director of EPCAMR, told the news agency he hopes to form a partnership with the university regarding the research effort that “could lead to yet another way to reuse mine drainage here in Northeastern Pennsylvania for a beneficial use.”
Haoliang Wu, a Ph.D. student at the University of Michigan, contacted EPCAMR with the desire to test raw acid mine drainage samples in a laboratory with Professor Victor C. Li for use in a mixture for bendable concrete, which can withstand four times more pressure than regular concrete and has a longer lifespan.
“They want to be able to utilize it for their roads and bridges and highways out there,” Hughes told the news agency. “They don’t have any raw mine drainage in Michigan that meets the kind of chemistry and criteria that we have here in the water in Solomon Creek coming from the boreholes.”
Hughes is anxious to learn the results from the tests. “If it becomes a composite mix at some point down the road, maybe there will be some use for it here in Pennsylvania,” he told the news agency. “It might be a way for us to start looking at mine drainage as a commodity and as a product that could be a reusable resource, as opposed to just being a pollutant to the streams. In Pennsylvania, there are over 5,500 miles of streams impacted by abandoned mine drainage. We are trying to find solutions. This could be just another one in the back pocket of what we’re working on in the region to try to find ways to clean up our polluted streams.”
Source:: Equipment world
Pairing fuel tax increases with big cuts elsewhere, Tenn.’s IMPROVE transportation funding bill becomes law
Tennessee Gov. Bill Halsam has signed into law the “Improving Manufacturing, Public Roads and Opportunities for a Vibrant Economy” (IMPROVE) Act, which increases the state gas tax by 6 cents and the diesel tax by 10 cents per gallon to help provide funding for bridge and road projects across the state.
Haslam introduced the measure, which also provides a series of tax cuts, in January. The Tennessee House passed the bill 60-37 and the Senate voted 25-6 in favor of the legislation.
The IMPROVE Act is being referenced as the largest tax cut in the state’s history. It cuts close to $300 million in taxes over the next year and more than $500 million each year when it is fully implemented over the next three years.
Tax cuts include a 20 percent drop in sales tax on groceries, a $113 million reduction in business taxes on manufactures and an annual cut in the Hall Tax, which is set on dividend and interest income.
“The IMPROVE Act is a conservative plan that directly addresses how we fund our roads and bridges for the first time in 30 years,” Haslam says. “I thank the General Assembly for passing IMPROVE, and especially Senate Majority Leader Mark Norris (R-Collierville) and Reps. Barry Doss (R-Leoma) and Bill Dunn (R-Knoxville) for their work carrying the legislation.”
Beyond the fuel tax increase, which will be increased over three years, the IMPROVE Act also adds a $5 increase to yearly car registration fees and adds a user fee for electric vehicles. The measure will add an estimated $350 million to Tennessee Highway Fund.
The legislation also will allow local voters in the state’s four largest cities and its largest counties to add a surcharge on taxes already being collected be dedicated to transit projects.
Haslam’s office says nearly 1,000 transportation projects across the state will be addressed through the measure.
Source:: Equipment world
The Louisiana Task Force on Transportation Infrastructure Investment has released a circular that highlights statistics on the state’s investment in transportation and how a recommended $700 million in added “recurring revenue” should be invested in transportation infrastructure.
Louisiana Department of Transportation and Development Secretary Shaw Wilson and the HNTB Corporation’s John Basilica co-chair the task force, which was created last June by Gov. John Bel Edwards to find consistent sources of funding for transportation projects.
In December last year, the task force adopted 10 resolutions that address policy and financing recommendations, with the most significant being the determination that an annual funding increase of $700 million is needed to finance top projects to better serve transportation system users in Louisiana.
The circular is a “byproduct” of the report and follows the American Society of Civil Engineers’ Louisiana Infrastructure Report released this week that gives the state a D+ grade.
“Louisiana has sat idly by for the last 28 years while 44 other states have increased their investment in transportation,” Wilson says. “Unfortunately, we’ve earned our poor rankings, but we can change our standing and act now to build a better Louisiana or accept the rapidly diminishing conditions that will strangle economic development and quality of life.”
“The facts make an indisputable case for action, and today is about making sure these facts are known to the people of Louisiana and their elected officials so that sustainable solutions can prevail,” said Basilica.
The guiding principles of the state’s infrastructure investment plan included in the circular include:
Fix the problem.
Produce adequate additional resources to substantially reduce the backlog of rehabilitation needs and build the capacity/mega projects. Implement indexing to maintain an adequate level of investment.
Dedicate all new revenue to the Transportation Trust Fund (TTF).
Ensure any new revenues flow into the TTF to enjoy current constitutional protection from diversion to other needs.
Execute the Louisiana Statewide Transportation Plan (LSTP) – do not reinvent the wheel.
Respect and comply with the LSTP. The programs and projects have been extensively vetted by the public and approved by the legislature.
Ensure infrastructure improvements promote and enhance economic development.
Be forward-thinking and provide infrastructure solutions to attract and support economic expansion and job creation.
Support greater authority and control of project and investment decisions at the local level.
Provide additional resources to the local authorities to address local transportation issues, projects and priorities.
Leverage the use of all available tools for infrastructure investment.
Provide flexibility to promote and employ best practices for alternative delivery methods, innovative financing techniques and public private collaboration.
Employ a balanced approach to investment allocation.
Be balanced to address the full range of transportation infrastructure goals and objectives as well as provide benefits to the many diverse constituencies supported by infrastructure investment, including, but not limited to:
- Preservation of existing facilities and construction of new facilities for congestion relief
- Urban needs and rural needs
- Resources that compliment modes of transportation in addition to roads and bridges
- Debt financing and pay-as-you-go new
The Louisiana Legislature is currently considering a 17-cent fuel tax increase aiming to created $510 million in yearly recurring revenue.
Source:: Equipment world
New construction tech course is training drone pilots, preparing Ga. Tech students for industry’s future
Javier Irizarry, far left, instructs as a student flies a DJI Phantom drone while another reacts to a first person perspective to the drone’s camera footage through virtual reality goggles. Photo: Ga. Tech
Five years ago, you would have been hard-pressed to find anyone that would call construction a transforming industry being reshaped by technology. The ‘T-word’ is looked on with a fair amount of skepticism by those in this industry, as it typically means higher cost and, oftentimes, less power or efficiency than the way a task has been performed for decades.
Tier 4 engines are a prime example of this skepticism. Made necessary by stricter federal regulations, the newest engines are extraordinary achievements in terms of engineering and emissions reductions. But many contractors and operators see them as more expensive, less powerful and, due to regeneration times, more hassle, than the engines of old. Telematics is another example. While it seems like a fleet management no-brainer to load up a machine with GPS and a ton of other sensors in order to track location and just about every key piece of performance data you can imagine, the technology brings extra cost and, for some contractors, wariness over the Big Brother aspect of letting manufacturers know each and every thing about your machine.
However, while adoption of technology across the industry remains low (telematics adoption, for example, is hovering somewhere between 15 and 20 percent, according to Yard Club’s Samir Shah), the industry is undeniably ripe for disruption. The college students training to enter the industry are aware of this fact and a new course at the Georgia Institute of Technology is preparing them to take part in construction’s transition into a more technology-driven segment.
“Although not in a fast pace, the construction industry is transforming and also embracing technology,” Tso-An Chang, a graduate student in Georgia Tech’s School of Building Construction, wrote to me in an email discussing his enrollment in “Technology Applications in the Construction Industry,” a new course offered inside the school’s CONECTech Lab.
The course covers multiple construction technologies including laser scanning, 4D BIM, photogrammetry, virtual reality, mobile applications and project management software. But a major focus—and the main draw for students—is placed on drones. “From what we know I don’t think there are other construction related programs (in the U.S.) with courses with as much technology or that integrate drones as much as we do,” says Javier Irizarry, an associate professor, the director of CONECTech and the instructor for the Technology Applications course.
Irizarry continued, “The students are not only getting training in software. This course offers more of the theory behind the application, how to integrate technology into the workflow and how to use it in a way that is functional on a jobsite. That’s our goal.”
Drones leading industry’s charge into tech
Construction is work that requires much confidence in people. Try hopping into a motor grader for the first time and pulling off the appearance that you even remotely know what you’re doing. But get a seasoned operator into that machine and he or she can make your jaw drop with the level of precision with which they wield it.
Reaching that level of mastery required someone to teach them and someone else with the confidence that they could learn. With that in mind, it’s hard to fault folks in this industry when they brush aside the notion that they should look into implementing machine control, automation or any other technology that removes responsibility from the people they trust and placing it in the digits of a piece of software.
With this in mind, Irizarry says the new course seeks to expose students to as much relevant technology as possible in the hopes that when they enter the construction industry they will be equipped with the knowledge of all the latest gear and software along with the ability to compare and contrast the usefulness of new technology with the more traditional tools already in the field.
The coming change of technology is hanging over the industry’s horizon like clouds, heavy with rain. Though the concept is unpopular among many of the folks with boots on the ground on jobsites across the country, automation for dozing and excavating is progressing at an impressive rate. Just look at Komatsu’s latest intelligent Machine Control machines. Meanwhile, there’s buzz around wearables for things like providing augmented reality data through smart hard hats, and monitoring vital signs and alertness.
Then there’s the race for analytics gold among the major equipment manufacturers. Led by a charge from Cat—which in 2015 announced that the industry was entering an “Era of Analytics” and last year welcomed us all to the “age of smart iron,”—manufacturers have begun closely monitoring data provided by their telematics services in order to preemptively diagnose potential maintenance issues and alert their customers when necessary. Cat, John Deere and Volvo have all launched such monitoring services and it’s hard to imagine the other OEMs are far behind.
And while these technologies will likely have the biggest impact in shaping the construction industry of the future, the tech that has had the most immediate impact of late has been unmanned aerial vehicles, or drones.
The technology offers several immediate benefits to the industry, the most basic of which is aerial photography for progress reports, marketing, surveying and even conflict resolution. Plus, it’s affordable. A very capable drone from an established manufacturer like DJI can be had for less than $1,000. That’s why it’s one of the fastest growing technologies in the industry. Major heavy equipment OEMs have taken notice. In the last year, both Caterpillar and John Deere have struck big distribution partnerships with drone startups Airware and Kespry, respectively.
In the months immediately following the Federal Aviation Administration’s release of its finalized regulations for commercial drone operation in June 2016, Irizarry was teaching the first semester of the Technology Applications course. In fact, according to a Georgia Tech press release, Irizarry’s students will be the first “from a construction education program that will graduate with the knowledge and skills necessary to integrate drone technology on jobsites for a variety of applications.”
“Just like BIM became popular, employers are already looking for students with drone skills—in either the software or hardware,” Irizarry says.
How Hensel Phelps carefully deployed drones on its construction sites
Twenty seconds in, DJI’s most recent promotional video for its Matrice 200 series shows an operator in a hard hat and safety glasses flying a …
The new course is far from CONECTech’s first dealing with drones. The lab has received multiple grants from the Georgia Department of Transportation worth hundreds of thousands of dollars in order to research drone applications on construction sites and in other tasks such as bridge inspections and worker safety monitoring.
Irizarry is himself an FAA certified pilot who has published several academic research articles on the use of drones in construction, and has built the new course around this experience in order to provide students with a fairly comprehensive course of training in the technology.
“We start with drone flight theory, air space regulations, things like that,” Irizarry explains. “Then we move on to simulated flights with tablets.” Irizarry says the lab also has a station that allows the students to learn to use a physical remote control with simulator software. Once they’ve mastered the simulated flights, the students move outside for flight time with drones of all types, from consumer-grade all the way up to more professional rigs better suited for commercial use.
“They learn basic maneuvers and image capture with the drones then we have them work with photogrammetry software like Agisoft and PIX4D,” Irizarry says. “This semester we began an introduction into infrared photography.”
The course also covers the application and test for the FAA’s Part 107 Remote Pilot Certification. “We provide them with study guides and other resources that they can use to prepare. I give them the option that if they go to the test and they pass they are exempt from the final exam,” Irizarry says.
So far, four students have become FAA certified drone pilots, according to a Ga. Tech release.
At the end of the course, Irizarry introduces the students to laser scanning. “The students get a theoretical introduction to laser scanning, for instance how to set up a scanning project. We have a partnership with FARO and they come and give them a short presentation and have them use the scanner on a predetermined location on campus and then they process it,” he explains. “Then, they can compare the results from a $50,000 laser scanner and a $1,200 drone to get a 3D model of a face of a building.”
Irizarry says that perspective will come in handy once his students have entered the workforce and are tasked to choose the most cost effective option.
Ahead of the curve
Irizarry says he sees the new course as a way to place students ahead of the curve as they prepare to enter the construction industry.
“More and more companies are aware that the tool is out there and drones are becoming easier to use legally beyond a hobby or a toy. They also see there’s another part of it. We’re not talking about just taking progress photographs anymore,” Irizarry says. “There’s this other side where we can track progress by reading 3D models you can create with BIM. You can use them to monitor safety and site logistics.”
“And we haven’t event gotten to the point where they’re able to lift things and deliver things.”
Chang, who is finishing his second semester in the School of Building Construction, agrees.
“In my opinion, drones are definitely going to reshape the construction industry. You can easily reach to some places that are dangerous for humans to approach and in real-time,” he says. “I am really amazed by the software that can process the imagery that drones capture. With a few clicks on your laptop, and a few minutes of time, you can have a beautiful and precise 3D model.”
Irizarry says there is still work to be done with the course, however. It needs to be taught one more semester before it becomes part of the school’s curriculum. Plus, keeping ahead of an industry progressing as quickly as the one that has grown around drones is no easy task.
“When we teach students about technology, it changes so quickly we try not to focus on the gadgets so much, but on the application of the data that they extract,” he explains. “It’s always important that the students understand the goals of the jobsite and its managers first and foremost.”
Source:: Equipment world
Barko designed its new B-Series Industrial Wheeled Tractors, like the 937B above, to send extra power to attachments.
Barko’s B-Series Industrial Wheel Tractors are designed to send more power to mulching heads and other attachments for land-clearing and various large municipal and commercial applications.
The company recently introduced two new models in the series, the 937B and 930B. The 937B has a 380-horsepower Cummins Tier 4 Final diesel engine with selective catalytic aftertreatment. The 930B runs on a 320-horsepower engine. Both models’ fuel tanks hold 127 gallons for longer operation. They also come with high-capacity anti-clog radiators with auto-reversing fan.
Their hydraulic systems automatically adjust attachment performance to the job, Barko says. The 937B can pump 113 gpm of hydraulic fluid at 5,500 psi, and the 930B pumps at 91 gpm and 5,000 psi. A high-capacity air cooler, along with variable-displacement piston pumps, cool the hydraulic fuel.
Along with mulching heads, the tractors can operate a variety of attachments, including rotary mowers, soil stabilizers, stump grinders, root rakes, rock crushers, loader buckets, snow plows and sweepers.
The Barko 930B Industrial Wheeled Tractor comes with a 320-horsepower diesel engine with top speed of 12 mph.
For maneuverability, the tractors feature a 45-degree articulation joint to withstand stress. They have a turning radius of 15 feet, 9 inches. The 937B can travel up to 15 mph and the 930B up to 12 mph.
For maintenance, the tractors have one access point for greasing steering cylinders and axles. They have lockable and removable side panels and removable brake, engine and transmission covers. A variety of plates, guards and seals are designed to prevent debris from entering the machines. A 20-micron return filter also helps keep debris from damaging pumps and valves, Barko says.
The cabs are certified for roll-over and falling-object protection and are sound-insulated, climate-controlled and come with adjustable bucket seats.
Options for the tractors include a 30,000-pound hydraulic winch, a rearview camera with 7-inch LED color display, automatic fire-suppression system, hydraulics tank heater, engine block heater, joystick travel control, mulcher head terrain-float system and attachment tachometer.
Source:: Equipment world
John Deere has introduced a 20,000-hour/96-month (eight years) warranty on the power electronic components of its 944K hybrid wheel loader.
Deere says the warranty is retroactive to existing machines in the field and will be provided with all 944K loaders purchased through October 31, 2018.
Benefits of John Deere’s new 944K hybrid loader extend beyond fuel efficiency
John Deere today launched the rollout of its 944K, a hybrid loader powered in tandem by AC generators and motors along with a 536-horsepower Deere …
The warranty covers wheel motors, generators, power inverters and brake retarders on these hybrid loaders for eight years or 20,000 hours, whichever comes first. The warranty does require certain customer conditions be met however, including component rotation and drive voltage cables replacement between 15,000 and 18,000 hours, and an annual dealer machine inspection.
“We continue to build confidence in our hybrid technology and the high-design life of machine components,” says Jason Daly, director of customer and product support for John Deere Construction & Forestry. “As our hybrid experience continues to grow, we feel strongly that this 20,000-hour warranty allows a customer the opportunity to go through a 15,000-hour rebuild/re-life without the expense of worrying about power electronic components.”
Deere began rolling out the 944K one year ago. The hybrid machine is powered in tandem by AC generators and motors along with a 536-horsepower Deere Powertech engine. Deere considers the machine a production-class loader and says quarries and other production facilities can expect “significant” fuel savings.
Source:: Equipment world