Ene 2, 2018

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Is the service truck of the future a van?


2017 Ford Transit

There’s a certain swagger mechanics get when riding around in a massive, Class 7 service truck complete with welder, compressor and crane. But is that image and the truck that goes with it a dinosaur?

Not entirely. Big service trucks still have their place, but increasingly vans—as in Mercedes Sprinters, Ford Transits and Ram Promasters—are going to play an important role as service vehicles for heavy equipment fleets.

That’s the opinion of Bruce Bunting, Industrial products specialist at Knapheide Manufacturing and a 20-year veteran in the service truck arena. Bunting shared this vision of the future of service trucks at the Association of Equipment Management Professionals Equipment Shift Conference held in October. “The days of simply being larger and heavier are not going to be sustainable,” Bunting says. “Everybody is going to get smaller. There is a niche now in your fleet for a Class 2 service truck.”

According to Bunting there are four main developments driving this change in the heavy equipment environment: emissions, weight, technology and the bottom line.


Today’s emissions regulations require a diesel particulate filter (DPF) or diesel oxidation catalyst (DOC) on Class 7 service trucks with diesel engines. These devices regenerate or self-clean easily in a highway haul truck barreling down the road at 70 miles per hour, or in a piece of off-road machinery with high load factors.

But a big service truck in the field may idle most of the day. And idling causes soot to build up quickly in a DPF or DOC. Even when the technician is using the truck’s PTO to drive a compressor or a welder-generator, he’s not creating enough heat through the engine to regenerate or burn out the soot.

“I still see jobsites where service trucks idle for three or four hours and there is nobody in the truck,” Bunting says. “We still see guys working on jobsites where they never go over 30 miles per hour. We’re seeing major issues with DPFs, and that has all kinds of ripple effects. We simply can’t afford to operate trucks that way. Old habits have got to change.”


2018 Mercedes Sprinter

“Do you need that large capacity air compressor,” says Bunting. “That’s the single biggest horsepower draw when that truck runs at idle.” Some technicians are eliminating the compressor in favor of cordless rechargeable impact guns. “Those are getting more efficient and changing the landscape of what you need to put on your truck.”

As an alternative to PTOs, some service techs are using auxiliary power units, says Bunting. These APUs require you to keep up with a second engine, but the benefit is that you’re not turning the entire drive train of a seven-liter, 300+ horsepower diesel engine just to power one tool.

Likewise with welders which may weigh 600 to 800 pounds. In some applications, they’re necessary. But when not needed, you’re wasting fuel just to haul them around.

Trucks gain weight over time, says Bunting. “A lot of service trucks have been overweight for years, and it’s an accepted practice,” he says. These overweight trucks are a target for DOT enforcement. With the new Electronic Logging Device mandate, a lot of companies are looking to get lighter on their trucks, even if it only brings them down one Class size.

The increasing use of compact machines like skid steers and compact track loaders means that not every service truck in your fleet needs a full compressor, generator or welder. The increased use of rental machines also reduces the need for big service trucks, Bunting says. If the size of the work being done is shrinking, then the size of the service vehicle should shrink as well, Bunting says.


The changing nature of the technicians’ daily operations is also having an impact on service truck choices, says Bunting. In a lot of cases what they’re being called out to the field to do involves, sensors, electronic communications and telematics.

“The ability to talk to these machines from your truck is becoming vital,” Bunting says. “A van provides the environment to do that. Some of these vans are looking like surveillance vehicles with all the monitors on the inside.”

The cab of a pickup-truck based service trucks is also unsuited to doing electronic diagnostics and repairs. By contrast, a van provides the technician room to sit down at a small bench and work with circuit boards, wires and digital diagnostic tools in a clean environment and out of the weather.

The bottom line

Some companies order the same service truck year in and year out without taking into account the changing nature of the costs involved and the work being done. Bunting suggests you review your needs and specs every three years, or at least at the halfway point in a truck purchase lifecycle.

“If you wait five or ten years there are so many things that change. Just blueprinting the same truck year in and year out is not going to work,” Bunting says. “Small changes can lead to big results on the backside. You can take steps that can create new pathways to better efficiency and add a tremendous amount of profitability back to the bottom line.”

Comfortable and convenient

Bunting also thinks the van as service vehicle appeals to the older mechanics and can be a good recruiting tool to keep them at your company. The interiors are quieter and more automotive like. A van is easier to park and maneuver in traffic. And if you allow your technicians to take the service vehicle home at night, some may live in neighborhoods that don’t allow service trucks to be parked outside of homes overnight. A van avoids that problem.

Bunting adds that vans are not just for light-duty work or applications, noting that his company Knapheide has built service vans on a Mercedes Sprinter platform to work in the Canadian oil sands regions. But he encourages fleet owners and dealerships to look closely at their needs and the costs of running traditional, fully outfitted service trucks and give serious consideration to a van or two in their fleet mix.

Source:: Equipment world

Paccar 12-speed transmission now standard on Kenworth T680


T680 with 40-inch sleeper

The 12-speed Paccar Automated Transmission and its right-hand column-mounted shifter are now standard on linehaul and regional haul applications of Kenworth’s T680.

The column-mounted shifter places gear selection and engine brake controls at the driver’s fingertips for better ergonomics, comfort and overall performance. This placement also frees up dash space by eliminating engine brake control switches.

Paccar Vice President for Powertrain Landon Sproull has called the transmission a clean sheet design. It was developed over three years in conjunction with Eaton to work with MX engines and Paccar axles and has undergone more than 2 million miles on on-road testing with Paccar fleet partners.

The 12-speed transmission – rated at 1,850 lb. ft. of torque and 110,000 GCVW and featuring standard eight-bolt PTO capability – isn’t a manual design with automated components. It is purpose-built as an automated transmission, which is why you won’t hear Paccar Powertrain engineers refer to it as an AMT.

The absence of an oil cooler, its lightweight aluminum construction and a lube system that only needs 16 pints of oil shaves about 200 pounds off the weight of a Fuller Advantage transmission and makes Paccar’s entry the lightest automated unit on the market.

The transmission includes a differentiated fluid pressure detection system that protects the gears and shafts from low fluid conditions. A maintenance-free clutch and an internally routed electrical system improve durability.

The unit’s 750,000- mile oil change interval is the longest available for line-haul applications.

Kenworth Marketing Director Kurt Swihart says the integration of the proprietary Paccar Transmission with the MX-13 engine and Paccar tandem rear axles provides new levels of fuel economy and weight savings performance.

“In 2017, approximately 70 percent of our linehaul customers purchased automated transmissions, up from about 30 percent in 2013. We’ve received a very positive response from fleets involved in the Paccar transmission’s testing and validation program,” he adds.

Source:: Equipment world

Promoción para el mes de Enero


Atlas Copco renames construction equipment division to Power Technique


Atlas Copco has renamed its North American division of remaining equipment aimed at the construction industry.

Atlas Copco Construction Equipment North America will now be called Power Technique North America. Atlas Copco says Power Technique will remain in its Rock Hill, South Carolina, offices and will continue to comprise the Atlas Copco, Chicago Pneumatic and American Pneumatic tools brands in the air power (including light) and flow categories.

Atlas Copco says the Power Technique name was chosen “U.S. and Canadian customers recognize power as the defining characteristic” of these categories.

Power Technique will offer portable compressors, generators, light towers and pumps along with dedicated construction products including handheld pneumatic, electric and hydraulic tools, and customized solutions.

The name change for the company’s construction equipment division follows a major reorganization of the Atlas Copco brand.

In January, the company agreed to divest its Road Construction Equipment division, including Dynapac equipment, to French company Fayat Group. The company has also divested its concrete and compaction equipment business to Husqvarna.

In early December, Atlas Copco’s spinoff company Epiroc began operating with a focus on customers in mining, infrastructure and natural resources.

“Our commitment to the construction industry is as strong as ever,” said Scott Carnell, President of Power Technique North America. “However, we also serve customers in many other segments. The Power Technique name more accurately encompasses this and our overall product offering.”

Source:: Equipment world

GERESA Novedades Enero 2018


Hayden-Murphy Equipment Co. celebrates 60 years in business; heads into prosperous new year


Hayden-Murphy Equipment is wrapping up its 60th year in 2017 and heads into 2018 with strong sales anticipated. Above, the dealership’s yard in Bloomington, Minn., which in the south metro area of Minneapolis-St. Paul

For Hayden-Murphy Equipment Company of Bloomington, Minnesota, 2017 brought not only its 60-year anniversary, but also significant increases in its rental segment and service-training demands.

“We’ve seen a nice increase in business in 2017, year-to-year, and we’re expecting that to continue into the new year,” Ken Boehm, vice president of sales, tells Equipment World.

“Rental utilization is up, so the rental fleet is much busier heading into 2018 than it was heading into 2017, so that’s a positive sign.”

In addition to an extensive line of Grove machines, Hayden-Murphy offers a full roster of Manitowoc cranes. The dealership focuses on providing customers with quality equipment backed by industry-leading aftermarket service.

Hayden-Murphy Equipment Co.

Since its founding in 1957, Hayden-Murphy has witnessed significant developments in lifting technology and all along, the company has embraced change.

The dealership was one of the first to offer Grove’s GHC telescoping crawler cranes to customers in Minnesota, Wisconsin, North Dakota and South Dakota in 2015.

Len Kirk, president and CEO

The company’s longevity has as much to do with people as with products, explains Len Kirk, president and CEO.

“We’ve achieved 60 years in business because we’re committed to taking care of our customers,” Kirk says.

“Many of our clients would view Hayden-Murphy as not just their dealer, but a business partner and friend. People don’t purchase cranes out of a catalogue. It’s the dedication to customer support that creates opportunity. We’ve placed a high premium on that philosophy, and it has served us well.”

Source:: Equipment world

Volvo Financial appoints Carter VP for U.S. construction equipment sales


Charles Carter

Charles Carter has been named vice president of Construction Equipment Sales for Volvo Financial Services USA.

As of January 1, Carter is responsible for the construction equipment sales channel in the United States. He will work with Volvo Construction Equipment colleagues and the brand’s distribution network to provide finance solutions to construction equipment customers, the company says.

Carter joined Volvo Financial Services in 2000 and has served since 2013 as vice president of Credit and Origination.

He holds a master of business administration degree from the executive program at Wake Forest University in Winston-Salem, North Carolina, and a bachelor’s degree in business administration, with a concentration in operations management, from the University of North Carolina at Charlotte.

The Volvo Group, which employs about 100,000 people, has production facilities in 18 countries and sells its products in more than 190 markets.

Source:: Equipment world

CoIo. I-25 interchange completed 7 months early


The new I-25 Arapahoe Road Interchange. Photo: Colorado DOT

The Interstate 25 and Arapahoe Road Interchange Reconstruction project has been completed seven months ahead of schedule, according to the Colorado Department of Transportation.

Construction began in May 2016 with the goal of completing the project by July 2018, CDOT says.

“This project is helping to reduce congestion and improve traffic operations and safety,” said CDOT Executive Director Mike Lewis. “It’s also a great example of partnering. We can accomplish a lot when we pool our collective resources for improving our transportation system.”

Kraemer North America is the general contractor on the $66 million project.

The project involved the following:

  • Reconstructed the I-25 bridge over Arapahoe Road and provided three through lanes on Arapahoe Road under the bridge with a single barrier separating east/west traffic.
  • Realigned the frontage road in the northeast quadrant of the interchange.
  • Constructed an additional westbound lane on Arapahoe Road from Yosemite Street to Greenwood Plaza Boulevard.
  • Widened Yosemite Street from Yosemite Circle on the north to Xanthia Street on the south.
  • Constructed two noise walls: one along Yosemite Street south of Arapahoe Road to Xanthia Street, and another along the south side of Arapahoe Road from Uinta Street to Yosemite Street.
  • Provided triple left turns from the I-25 off ramps.

CDOT says the project still requires some landscaping and other punch list items through next spring.

Source:: Equipment world

Repaving of Golden State Freeway leads to lane closures


Work continues on a $171 million repaving project for Interstate 5/Golden State Freeway.

The California Department of Transportation reports the work is scheduled to be completed in Summer 2019.

Drivers have been facing temporary lane closures and temporary changes in traffic patterns for the work. But Caltrans says it is limiting most of those inconveniences to night hours between 9 p.m. and 5 a.m.

Guy F. Atkinson Construction is the contractor on the project, which is being built with state and federal funding in and near Santa Clarita.

The Caltrans I-5 Roadway Rehabilitation Project is removing broken concrete slabs and constructing new concrete pavement on about 16 miles of I-5 between Route 14 and Lake Hughes Road.

The section of pavement is more than 50 years old and is no longer adequate for current traffic conditions, Caltrans says. Construction began in summer.

Source:: Equipment world

Md. highway inspectors transition to e-construction


The Maryland Department of Transportation State Highway Administration has received a $100,000 federal grant to buy iPads to document construction projects, according to WCBC radio.

The grant comes from the Federal Highway Administration’s Every Day Counts program and is intended to help MDOT SHA transition from a paper-based process. The agency will buy 156 iPads for inspectors for collecting data, the station reports.

The Every Day Counts program, conducted with the American Association of State Highway and Transportation Officials (AASHTO), is designed to encourage transportation innovation. Part of the program includes e-construction initiatives to help improve speed and efficiency on highway projects.

“The documented seven-year e-construction return on investment for construction management, project collaboration, mobile devices and electronic bidding tools ranges from 200 to more than 700 percent,” says FHWA’s website. “E-construction time savings have averaged 1.78 hours per day, per inspector, and inspectors have collected up to 2.75 times more data. In addition, cost savings have been reported at about $40,000 per construction project, per year.”

MDOT SHA inspectors will train on the iPads this winter, with full implementation planned for 2019, WCBC reports.

Source:: Equipment world



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