Mar 13, 2018

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Unique drive system design key to improvements on Cat’s new PM310, PM312, PM313 cold planers


At the World of Asphalt show in Houston last week, Caterpillar launched three new cold planer models in a compact size designed for use in urban areas and other small- to medium-size jobsites.

The machines are powered by a 325-horsepower Cat C9 engine (hence the 3 in the nomenclature), and are available in rotor and chamber widths of 1 meter (39.4 inches) on the PM310, 1.2M (48.2 in.) on the PM312 and 1.3m (51.2 in.) on the PM313.

Cat product manager A.J. Lee gave a media briefing on these new models, which expand Cat’s cold planer lineup to eight models and into a smaller size class, and provided some insight on the design process behind them. Lee said these PM300-Series models represent the latest products in the company’s customer-fueled re-imagining of its cold planer lineup.

“We started with a big program going back about five to eight years ago, really bringing in a lot of customer feedback, designing from the ground up on how to make a really truly effective cold planer full model line up,” Lee said.

As Lee explained, the design of the chamber and drive system on these new machines opens up a lot of advantages and improvements.

Widths and drive system design

Lee said Cat designers approached the chamber of these 300-series machines a bit differently than other manufacturers in the hopes of “maximizing productivity and the overall envelope of the machine.”

“So with the chamber itself most manufacturers start with a 1m machine because it’s the predominant international model and then when they get to the bigger machines they basically add either a spacer or a bigger chamber and then the wider drum and keep on going out to the side, he explained. “We are using a unique and proprietary drive system that actually allows us to move the gearbox and actually build the other way into the frame. So by doing that, what you get is what you see here: this edge flush cut is always the same edge flush cut no matter what size machine you get.”

The rotor system design allowed Cat to make each 300-Series cold planer the same overall width.

“One of the big things it does is on the transport side is this leg does not have to be pushed out to get the wider drum under it. You don’t need a longer leg arm or anything like that,” Lee said.

Lee says this design not only brings a higher degree of design and operation commonality between each of the machines in the 300-Series lineup, but it also allows you to leave the leg out as you load the machines onto most trucks.

“Sometimes, depending on the manufacturer and previous models, they would often have to move the leg inboard to the flush setting to get it loaded onto a truck. Which, while not inherently dangerous is not the most stable and we’ve gotten a lot of feedback that they prefer to have this leg out as much as possible for getting into those maneuvers,” Lee said.

Lee said the drive system and chamber design also reduces wear on the drum and teeth while also increasing productivity.

“Given the position of the conveyor, most of the time (other manufacturers) they would center that 1m drum on the conveyor for maximum productivity. And then they build out from there and they’ve got all that material on that extra .3m, extra foot, that they’ve got to then carry back to the center which adds extra wear through the drum,” he explained. “Actually as we get to the wider packages, particularly here in North America with a 4-foot head, you’re actually centering that drum more so on the conveyor because instead of adding further away from the conveyor you’re adding to the other side. So it actually does help bring the material more to the kicker paddles which then evacuates the chamber and clears the material out, which helps with productivity, tooth wear, drum wear and all that stuff. It’s a big improvement that we’ve seen.”

Package and frame design

Since the 300-Series machines are designed got smaller work areas, maneuverability was obviously a big priority for Cat designers.

“We’ve made the machine a bit shorter and increased turning angles,” Lee said. “This machine has what we feel is the tightest turning radius in the industry… Using that maneuverability, rear steering ability throughout the machine, we think that we’ve developed a package that will really produce in a city environment and that’s what the customers are telling us who have tried it.”

Lee said that because the C9.3 is a relatively large engine for machines in this size class, Cat spent a lot of time on the frame design and engine packaging in order to offer easy serviceability and a large water tank.

“We’ve got color coded wiring harnesses, on board diagnostics, large service openings and ground level access. We think they’re the easiest to service machines in this size class,” he said. “And instead of having a drop-in water tank or kind of boxing out that and building off a box, we’ve taken an approach where our whole frame setup creates the water tank. …It really maximizes both engine space and water volume.”

Controls and integrated technology

Operators familiar with other Cat cold planers should feel at home on the 300-Series machines as the layout is similar with grouped functions and backlit buttons, Cat says.

“We’ve carried a lot of those control features down from the big machines to here,” Lee said. “The controls on these machines are a bit more condensed and shifted but all the same kinds of controls are there. The main difference is we have integrated the conveyor and the propel joystick so now you have propel and steering but on top you have button access to control your conveyors.

“We’ve gotten direct customer feedback saying they want to keep controls compact there. They said ‘We need the controls but we don’t want to overload that panel because that’s exactly where we’re working. We’re sitting there tight, looking at the ground, so we want just what we need to make it concise and clean,’ and that was a big effort we went through on the control (design).”

A touchscreen display meanwhile displays gauges along with warning and function indicators as well as the integrated Cat Grade Control option and video from optional remote cameras.

Lee said the integration of Cat Grade Control in these 300-Series machines is very thorough.

“We’ve carried through the smart cylinders on the legs and the side plates and all the controls so we can have the grade and slope system built into the machine. It’s integrated through functions in the display nice and easy. You don’t have to add extra things,” Lee said, adding that it’s a completely scalable design.

“Even if you want to pull in sonic sensors or outside references, you can do that. Even though there’s very little pull on this machine just yet, we’ve already pre-plumbed it with wiring harnesses and software packages for 3D. So if you see the 3D maps up there on the 800, very similarly if somebody does decide in the future that they want to come and get that survey gun accuracy on this machine it’s a matter of buying the mast, the gun and the setup and mounting it in there.”


Available options on the PM310, PM312 and PM313 include LED lighting, track or wheel undercarriage, Cat Grade Control and a dust abatement system.

Lee said due to OSHA’s new silica dust regulations, there has been a lot of interest in the dust abatement system on cold planers.

“Actually, under the new OSHA requirements, you do not need a ventilation on this size machine, however, we’ve decided, particularly in North America, we’re just going to bring it in as a standard option at this point,” Lee said. “Again that’s customer feedback. People are finding that even if it’s not technically required they don’t like the dust on the operator’s face. Operators want to be in a cleaner environment, and it’s just the right move to make all the way around.”

Source:: Equipment world

AUSA’s intros D450AHG articulated dumper with industry’s highest hopper capacity


AUSA has boosted the load capacity of its new D450AHG articulated dumper and has focused on operator safety and visibility.

The 4×4, all-terrain vehicle features a load capacity of 9,900 pounds – up from 8,800 pounds on its predecessor, the D400AHG. The company says this is the highest hopper capacity on the market.

The D450AHG keeps the same dimensions as the D400AHG, which it replaces.

It runs on a 49-horsepower Kubota engine and has a two-speed hydrostatic transmission. It can go up to 13 mph.

The company says the dumper works well with compact excavators for loading and hauling dirt. It is also designed to increase speed and productivity in areas that are difficult to access, such as urban worksites, and on rough terrain.

The dumper’s hopper has been designed to improve the operator’s visibility, and the rear counterweight gives the all-terrain vehicle greater stability when fully loaded, the company says.

The dumper’s joystick controls forward and reverse direction, and lifts, lowers and rotates the hopper.

The cab has roll-over protection and wider access to the driving area. A closed cab is optional. The closed-cab option comes with the company’s Full Visibility System, which provides rear and front views outside of the driver’s direct field of vision. The system is composed of front and rear cameras with infrared night vision, eight obstacle sensors and a thin film transistor (TFF) screen in the driver’s position.

Source:: Equipment world

Komatsu-owned dealers part ways with Deere-owned Wirtgen products


Wirtgen machines will soon go away from three Komatsu-owed U.S. dealers.

Komatsu America says it will phase out the sale of Wirtgen products by U.S. Komatsu-owned dealers. Komatsu said the agreement with Wirtgen America was in the “best interest of both parties.” The agreement follows last year’s acquisition of the Wirtgen Group by John Deere.

The three Komatsu-owned dealers involved in the agreement — Komatsu Northeast, Komatsu Southwest and Edward Ehrbar — will stop being authorized dealers of Wirtgen machinery after September 30, 2018. In addition, the three dealerships will stop being authorized dealers of Wirtgen OEM parts and service after March 31, 2019. Komatsu Northeast, formerly Binder Machinery, formed in December, 2016 and covers the state of New Jersey. Komatsu Southwest has four locations in New Mexico and Texas, and Edward Ehrbar has locations in Younkers and Holbrook, New York, along with Danbury, Connecticut. Edward Ehrbar became an operating division of Komatsu America in 2014.

Komatsu-owned U.S. dealerships Midlantic Machinery, purchased by Komatsu in 2013, and the recently-announced purchase of PBE Group (Pine Bush Equipment, East PBE Incorporated), were not Wirtgen Group dealers and are not included in the agreement.

Deere’s acquisition of Wirtgen was finalized in December. At the time, Deere said it planned to maintain each of the Wirtgen Group’s existing brands, along with the group’s management, manufacturing footprint, employees and distribution network. Deere said “the combined business is expected to benefit from sharing best practices in distribution, customer support, manufacturing and technology as well as in scale and efficiency of operations.”

Source:: Equipment world

INFOGRAPHIC: Skid steer sales and buyer trends


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

Source:: Equipment world

Equipment Roundup: Chevy unveils new medium duty Silverados; Toyota enters construction truck market; How Komatsu KomVision cameras eliminate blind spots; Case intros 2 rollers; 3 new Cat rollers feature oscillation


Case intros SV216D, SV212D rollers with more torque, ‘most climbing power in the industry’

At the World of Asphalt show Tuesday, Case Construction Equipment launched two new rollers in the SV212D and SV216D. Only the SV212D was on display.

These single drum vibratory rollers are powered by a new 154-horsepower Tier 4 Final engine that delivers more torque than previous models.and are able to climb grades of up to 65 percent. The machines have an axle-free design with a low center of gravity, and a high-traction hydrostatic drive system which provides cosntant power to the wheels and drum with an electronic self-adjusting torque control system.

For even more traction, automatic traction control is an available option as is a more powerful HX drive designed for extreme conditions with increased torque and speed over the hydrostatic system that comes standard on these machines.

To read more, click here.

Oscillation, four other vibe systems make Cat’s new CB13, CB15 and CB16 very adaptable tandem rollers

At the World of Asphalt show in Houston on Wednesday, Caterpillar unveiled the 13-ton CB13, the first of three new tandem vibratory roller models.

Expected to be available by the middle of this year, a 15-ton model, the CB15, and a 16-ton model, the CB16, will join the CB13 introduced at the show.

The major feature to these new models is the option of an oscillatory vibration system on the rear drum. While the front drum compacts with vertical vibration, the rear drum’s vibratory motion is created by a rotational movement of the drum, Cat’s Bryan Downing explained during a press walkaround of the CB13.

To read more, click here.

How Komatsu’s KomVision birds-eye camera system eliminates excavator blind spots

With the boom to the right and the engine/pump compartment behind the cab, excavators have limited lines of sight behind and to the right rear of the machine. Komatsu’s solution is a multi-camera system that gives operators a birds-eye view of the area around their excavators.

The company has made rear-vision cameras standard on its excavators for the last 10 years and also offered a second optional camera that provided a camera view of the right rear area. But recently they decided to add a three-camera option on small excavators and a four-camera option on the bigger models.

To read more, click here.

Toyota enters construction truck segment with debut of Hino XL7, XL8

Toyota jumped feet-first into the heavy truck market at the Work Truck Show in Indianapolis Wednesday with the debut of the Hino XL Series.

“Entering Class 8 [is] arguably something no OEM has done successfully in the last 50 years,” says Hino Director of Marketing Dominik Beckman.

Assembled in Mineral Wells, W.Va., the Class 7 XL7 and Class 8 XL8 will be available in wheelbases of up to 304 inches and both will be powered by Hino’s 8.9-liter A09 engine – an engine that has been in global production for more than a decade and, according to Hino Vice President of Customer Experience Glenn Ellis, has logged more than 15 billion miles the world-over.

To read more, click here.

Chevy unveils Silverado 4500HD, 5500HD, surprise 6500HD in return to medium duty

Chevrolet is going after a larger slice of the commercial truck segment by jumping into the Class 6 market with a Silverado 6500HD.

The Detroit truck maker on Wednesday at the Work Truck Show in Indianapolis revealed its largest flagship pickup lineup to-date with the first-ever Silverado Class 4, 5 and 6 chassis cab trucks, which were developed in partnership with Navistar.Available in 4500HD, 5500HD and 6500HD, in regular and crew cab models and in two or four-wheel-drive, the trucks will be powered by a 6.6-liter Duramax diesel engine with 350 horsepower and 700 lb.-ft. of torque and matched to an Allison transmission with a Power Take Off (PTO) option.

To read more, click here.

Source:: Equipment world

Business Roundup: Deere sales up 23% with construction jump; Record-breaking World of Asphalt/AGG1; More contractors plan to buy equipment; Deere buys carbon fiber company


John Deere acquires carbon fiber component maker King Agro

John Deere says it has signed an agreement with Spanish company King Agro to acquire the carbon fiber development firm.

Financial details of the deal were not made available.

King Agro has been developing carbon fiber technology products for the last 30 years, is headquartered in Valencia, Spain, and has a production facility in Campana, Argentina.

To read more, click here.

CCI: More contractors plan to buy equipment as confidence continues

The commercial construction industry has continued its optimism from 2017 into 2018, with increases in new business prospects, rising revenue forecasts and steady backlogs, according to the Commercial Construction Index.

And for the third consecutive quarter, a higher percentage of contractors report that they expect to spend more on tools and equipment in the next six months – 59 percent for 1Q 2018, up from 55 percent in 4Q 2017.

To read more, click here.

Record-breaking 2018 World of Asphalt/AGG1 had more than 8,300 attendees, sold-out show floor

The 2018 World of Asphalt Show & Conference and AGG1 Academy & Expo had a record number of attendees – more than 8,300 – and a sold-out show floor in Houston March 6-8.

Attendees came from all 50 states, 10 Canadian provinces and 50 other countries.

“It was a good show; it’s always nice to see your competitors – see their new innovations and the progress they’ve made with their products,” says Larry Brown, a paving product specialist from Wheeler Machinery, which is a Caterpillar dealership in Salt Lake City, Utah.

To read more, click here.

Deere sales up 23% in Q1 with 57% jump in construction equipment; tax reform has early negative impact

Due to the passing of December’s U.S. tax reform bill, John Deere reports that it posted a loss of $535.1 million during its first quarter, which ended January 28.

Without changes brought on by the tax reform bill, Deere says the quarter would have brought income of $430 million on sales $6.9 billion. However, Deere says two things associated with that bill turned things around on the company:

  1. The provisional income tax expense includes a write-down of net deferred tax assets of $715.6 million, reflecting a reduction in the U.S. corporate tax rate from 35 percent to 21 percent.
  2. The cost of a mandatory repatriation of previously untaxed non-U.S. earnings of $261.6 million. This repatriation charge was partially offset by a reduction in the annual effective tax rate and other adjustments of $12.1 million.

To read more, click here.

Source:: Equipment world

Mont. university develops affordable ultra-high performance concrete for state DOT (VIDEO)


Professor Mike Berry, left, and student researcher Riley Scherr perform compression tests on ultra-high performance concrete at Montana State University. MSU photo by Adrian Sanchez-Gonzalez.

Researchers at Montana State University (MSU) have developed an ultra-high performance concrete that is approximately five times stronger than regular concrete, according to a university press release.

The Montana Department of Transportation (MDT) asked Michael Berry, a professor in the Department of Civil Engineering, if the university’s Norm Asbjornson College of Engineering could help develop a more affordable, non-proprietary version of ultra-high performance concrete. What MDT had been purchasing from suppliers was costing 20 times more than regular concrete, making it prohibitive to use.

Berry and his team of students used hydraulic crushers and other tools to develop the special concrete and published a report in December 2017 that offers ways to make it for less than half the cost of purchasing it. The material’s strength and its ability to cure in as little as a day create new construction possibilities that could save time and money, according to Matthew Needham, MDT’s materials testing supervisor. ]

The super concrete can be used to join together pre-fabricated panels of regular concrete to form the driving surface of bridges, reducing construction time and maintenance costs in the long run.

“One little square inch of this concrete will carry about 20,000 pounds,” Berry says, adding that the material gets its strength from fine particles of silica fume and fly ash. The particles fill in tiny voids around the larger particles in the concrete, creating a dense mixture. Polymers added to the mixture allow it to flow with less added water, and needle-like filaments of steel bond the product together once it has cured.

“There are a handful of states that are looking into making this stuff themselves,” he added. “We’re up in front.”

Riley Scherr, a senior who is majoring in civil engineering, will continue testing the strength of the concrete samples for up to a year after they are poured. He bathes samples in water and de-icing solution, and then freezes and thaws them hundreds of times to simulate the normal weather wear and tear on the roads.

Civil engineering master’s student Camylle Wood is working on the next phase of the project, which is to develop a way to scale make large quantities of the concrete for construction projects.

Source:: Equipment world

USDOT awards $487.1 million in TIGER grant funds


Photo: CTDOT

The U.S. Department of Transportation awarded $487.1 million to 41 highway, bridge, rail, and other projects through its Transportation Investment Generating Economic Recovery (TIGER) grant program, with more than 64 percent of the funds went to rural projects, the Engineering News-Record reports. Approximately 450 applications were submitted.

According to the news agency, Jeff Davis, a senior fellow at the Eno Center for Transportation, calculated that highway projects account for 77 percent of the funds from this TIGER round. The following three projects received $25 million in TIGER grants, which is the most Congress allows:

  • A $134-million plan to separate trucks from other traffic on State Route 189 in Arizona;
  • The $288-million South Beltway project in Lincoln, Neb.; and
  • An $80-million project on a 1.6-mile section of Northstar Blvd. in Loudoun County, Va.

The DOT gave advance notice to senators and House members from the states and localities where the TIGER program winners were located. Some of those lawmakers, from both parties, announced the decisions in the days before DOT released its full list.

In the House Appropriations Committee version of the 2018 DOT spending bill, no money was allocated for the TIGER program, but according to the news agency, an industry source said, “I’m very optimistic that Congress will include at least $500 million in the FY 18 omnibus,” adding that the House regularly tended to zero out TIGER or approve limited amounts for it, and the program ended up being funded. “The House knows that this is a popular Senate program and uses this as an opportunity to leverage and get something from the Senate that they want,” the source added.

Source:: Equipment world