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In wake of father’s death, a son takes family construction business to new heights


To say that Richard Preston grew up in the construction business is an understatement.

“I was always on the jobsite with my dad,” Richard says. “As early as elementary school he would have me straightening things up.”

As Richard grew older, his responsibilities at Preston Construction increased, including superintending jobs in his parents’ brief absences during summer breaks from college.

This boots-on-the-ground construction knowledge helped when Richard’s world was shaken with the unexpected death of his father, John Richard (Dick) Preston Sr., in 2001. Richard was just about to graduate with an architectural degree from the University of Tennessee.

“I had Dad’s phone, and I started getting calls,” Richard recalls. “It was one of those decisions that I don’t think I put much thought into. I just knew it was my responsibility to come back and keep those guys busy. I graduated on a Saturday, and on Monday, I was on a jobsite.”

“Richard had some huge shoes to fill when he helped his mother take over a general contracting firm,” says David McKinney, with mechanical contractor S. B. White Company, Johnson City, Tennessee, a subcontractor and friend of the family. “Even with the tough economic times we’ve all endured, he’s more than quadrupled the size of the company over the past 10 years and has built Preston Construction into one of the most well-respected and viable commercial general construction firms in the area.”

“I was going to go back to architecture,” Richard now says, “but it never happened because I enjoy construction so much.”

Critical assistance

Richard’s mother and partner, Claudia Preston McCord, who joined the company in 1974, was by Richard’s side throughout, serving as vice president and chief financial officer, a role she continues to this day.

Richard also credits great mentors, including his father, who taught him business management, work ethic and integrity. By working as an apprentice under key employees early in his career, he learned carpentry, concrete, masonry and how to operate machinery.

Another assist along the way: solid relationships with area architectural firms, including Reedy and Sykes Architecture and Design, and Beeson, Lusk & Street. “They were huge in helping me get credibility because they believed in me,” Richard says.

Unlike many contractors, the Great Recession was a time of growth for Preston Construction. The company successfully bid on a state maintenance and renovation contract, a job that put Richard in touch with multiple contacts who liked Preston crews’ work.

Diversification has been another key to the company’s growth. Richard has expanded beyond the company’s homebuilding and commercial building markets that were core during his father’s tenure, and now the firm does a variety of jobs for East Tennessee State University, area school districts, industries and churches.

Preston Construction won CenturyLink’s Faith in the Future Award in November 2017. The award recognizes what a company does to keep faith in the future during hard economic times. Preston Construction was spotlighted for its willingness to serve the community, for motivating and inspiring others, and for being innovative and forward-thinking.

Client appreciation

Clients have noticed the company’s emphasis on quality work. “We are always excited to know that Preston Construction will be our contractor because we know the completed project will be a quality project, completed on time and on budget,” says Robert Reedy with Reedy & Sykes.

Reedy goes on to say: “When my wife and I added on to our home, we only considered using Preston Construction.”

Adds Pete Tackett with Antioch Baptist: “For 30 years, I have worked with growing churches and construction companies on projects, big and small. Our work with Preston Construction was so positive that it made all others pale in comparison.”

On August 31, the company marked its 50th anniversary with a celebration lunch attended by around 200 people, including past and present clients, subcontractors, architects, other affiliates, friends and family. They showcased the company’s history with old tools and photographs throughout the years. “It was a humbling event to see how many came out and supported the company,” Richard says.

Compact fleet

Preston Construction uses primarily compact equipment, and the company’s fleet includes compact excavators, skid steers, compact track loaders and a forklift. “We keep our equipment busy,” Richard says.

The company also uses short-term rentals, although Richard likes to put machines under a rental purchase option whenever it makes sense. “I hate to put money away on rent and not get anything back,” he says.

Although his father always had a backhoe on hand, Richard says he converted to compact excavators after a confined-space job showcased that machine’s maneuverability.

Multi-talented crews

But in the end, it comes down to his people. “Our guys are multitalented,” Richard says. “With our crews, we can do a little bit of everything.” That approach, he adds, makes him more cost effective than subcontracting out portions of a job, and helps the company maintain a competitive advantage.

Looking back at his start in the industry, Richard recognizes the wisdom of those crew members with years of experience under their belt. “These guys have done it for years. I might not agree with how they do it, but you’ve got to give them some space to do their thing.”

Richard likes to show his appreciation to the team by providing lunches and team outings. “Getting out of the office and jobsite throughout the year helps build comradery with the team.” One recent such outing was a guided quail hunt.

The Lord first

“We strive to put the Lord first, our families second and our business third,” Richard says. “We seek to honor God in our resources, the way we perform our work and the manner in which we interact with our employees and partners. We want each person to know we care about them – not just during the work week – but long after a project is finished.”

Because of client requests, Richard is considering getting back to what his father was doing when he started the company: housing construction. The company has the skilled tradespeople, and housing is something that can be tackled outside of the schedule demands of the firm’s school-related jobs.

Above all, Richard wants Preston Construction to continue his father’s legacy of building, impacting and honoring. “To us, our long-term relationships are just as important as the finished product,” he says.

Source:: Equipment world

Ram recalls 180k pickups due to defect that can shift trucks out of park inadvertently


2018 Ram Laramie Longhorn

Fiat Chrysler Automobiles is voluntarily recalling an estimated 180,975 trucks in the U.S. to help prevent occupants from inadvertently shifting their vehicles out of park.

An FCA US investigation discovered the Brake Transmission Shift Interlock (BTSI) may overheat on certain vehicles equipped with steering column gear-shifters. This condition has been linked to longer than usual application of the brake pedal while vehicles idle in park.

If overheating occurs, a vehicle’s shifter may be repositioned without brake-pedal application, or the presence of a key in the ignition. Unless the vehicle’s parking brake has been set, as recommended in FCA US owners’ manuals, such circumstances may lead to inadvertent movement.

The company is unaware of any injuries or accidents related to this recall, which is limited to vehicles equipped with gear-shifters on their steering columns.

Affected are certain 2017-2018 Ram 2500 and 3500 pickups, and certain 2017-2018 Ram 3500, 4500 and 5500 chassis cabs; 2016-2017 Ram 3500 chassis cabs with a Gross Vehicle Weight Rating (GVWR) of less than 10,000 lbs. Certain 2017-2018 Ram 1500 pickups are also included in the campaign, but heavy-duty trucks represent the majority of affected vehicles.

Customers will be advised when they may schedule service. In the interim, FCA US reminds all customers to follow the recommended operating instructions in their owners’ manuals; those with questions or concerns may call the FCA US Recall Information Center at (866)-220-6747.

Additional populations of these vehicles are also being recalled in Canada (est. 42,045); Mexico (est. 4,066) and certain markets outside the NAFTA region (ext. 1,422).

Source:: Equipment world

ARA: 2018 equipment rental revenue to grow 4.5%; Rental Penetration Index now at 53%


Cooper’s Montreal branch. Photo credit: Google Maps

The American Rental Association has released its latest Rental Equipment Monitor forecast, along with current Rental Penetration Index, at the start of The Rental Show this week in New Orleans. ARA now says that it expects total rental equipment for all segments (including construction, general tool and party/event) to reach nearly $60 billion by 2021.

The Rental Penetration Index, used by ARA to show the percentage of construction equipment in the United States owned by rental companies, was at 53 percent in 2017, up 20 basis points versus 2016. The Index had notched downward in both 2015 (52.9 percent) and 2016 (52.8 percent).

“We’ve seen a bit of downward trend in the past two years, with equipment moving out of the oil patch after oil prices declined, and then moving into construction markets that were starting to heat up,” says John McClelland, ARA’s vice present for government affairs and chief economist. “We expect to see the rental penetration rate go up in the future; we don’t have specifics, but we’re optimistic about the levels of investment.”

According to ARA’s Rental Market Monitor five-year forecast, updated this month, total rental revenue in the United States will grow by 4.5 percent in 2018 to reach $51.5 billion, then experience a significant uptick in 2019 to 5.6 percent. In 2020, rental revenues are expected to grow 5 percent, followed by 4.4 percent in 2021. Business information provider IHS Markit provides the data and analysis for the Rental Equipment Monitor.

“We had a strong exit to 2017, and we’ll have a strong 2018 coming up,” says Scott Hazelton, managing director, IHS Markit. “Consumer spending drives the economy, and we expect that to have a positive impact this year.” Another factor: tax reform legislation passed late last year, which lived up to most of business expectations, Hazelton says.

“As such, economic responses to the cuts were already baked into the 2017 economic performance,” Hazelton says, with his firm only anticipating an additional 10 to 30 basis points of GDP growth, compared to its previous forecast made before the tax legislation passed.

In addition, IHS Markit says it expects a bump in energy prices in 2019, resulting in increased demand for energy patch equipment. “That results in the expectation of a larger bump in investment in 2019, which also reflects the older fleet that will then be in use, combined with future demand.”

Looking at the segments of interest to the construction industry, the construction/industrial rental segment is expected to grow by 4.3 percent in 2018, 4.5 percent in 2019, 4.5 percent in 2019 and 3.4 percent in 2021 to reach $40.5 billion.

The general tool segment will see increases of 4.7 percent in 2018, up to 6.7 percent in 2021 to total $15.1 billion.

Rental company equipment investment is expected to increase by 3.1 percent in 2018, 8.8 percent in 2019, 3.2 percent in 2020 and 0.4 percent in 2021, reaching $15 billion-plus that year.

ARA also announced that it would debut a new Rental Market Monitor platform this April, which will give its members data and rental revenue forecasts at the county, state and MSA level, in addition to rental revenues by equipment type at the national level. In addition, the platform will also provide rental news, data, forecasting and analytics.

Source:: Equipment world

Australia poised to pitch in on funding for U.S. infrastructure


Australia’s prime minister may pledge part of his country’s massive pension fund to help unlock U.S. infrastructure funding. He calls Trump’s plan “bold” and will meet with the administration for face-to-face talks at the White House this week.

President Donald Trump’s $1.5 trillion plan to fix America’s roads, bridges and airports could soon get an unlikely boost from retirement savers some 10,000 miles away in Australia, according to Bloomberg news.

At the White House this week, Prime Minister Malcolm Turnbull is to propose using “a chunk” of Australia’s A$2.53 trillion ($1.99 trillion) pension savings pool to help unlock funding for Trump’s infrastructure push, Bloomberg reports.

Turnbull is joined on the trip by local money managers who help control the world’s fourth-largest pot of retirement savings.

Bloomberg quotes Trade Minister Steven Ciobo as commenting: “There’s a very bold ambition to drive U.S. infrastructure, and Australia should be front and center in terms of project design, build, financing and management.”

Source:: Equipment world

Western Global’s new Fuel Island provides portable fleet station


Western Global has introduced a new Fuel Island for bringing fuel to your commercial fleet to save time and money.

The portable fuel station can be monitored remotely to gauge consumption. It also comes in a variety of configurations – either in-cabinet or out-of-cabinet – for most fuel types and jurisdictions.

The company offers three different skid-mounted fuel tanks, ranging from 3,124 to 17,731 gallons. Along with the tank, the three optional equipment packages come with dispensing equipment, a fuel inventory-monitoring system, card-lock equipment, an electrical panel and all necessary plumbing and wiring.

Western Global will also preassemble the island, install all components and deliver it ready for immediate use.

“Site setup and installation time is greatly reduced compared to a conventional site-built solution, as the Fuel Islands are largely ‘ready to use’ when they arrive at the customer’s location,” says Bob Lennox, Western Global’s North American Fuel Solutions Group sales lead. “Our team works with the specific local authorities for the client’s site to ensure full compliance prior to setup.”

The company says the island’s tank, part of the TransTank P-Series, is designed with double walls to prevent spills. A lockable cabinet to safeguard the tank is also available. For easy maintenance access, the tanks have a manway on top and a built-in ladder.

Source:: Equipment world

Hutchens Construction (Mo.) wins national Ray Brown Airport Pavement Award


Hutchens Construction Co. of Cassville, Missouri, has won the 2017 Ray Brown Airport Pavement Award for excellence in construction of an asphalt airport pavement. The company received its award February 14 during the National Asphalt Pavement Association (NAPA) 63rd annual meeting in San Diego.

Hutchens earned the award for asphalt rehabilitation and paving work at Rogers Executive Airport in Rogers, Arkansas. Located less than eight miles from Walmart headquarters in Bentonville, Arkansas, the majority of Rogers Executive Airport travelers are the mega-store’s executives, NAPA says.

The Rogers Executive Airport Runway Pavement and Lighting Rehabilitation project contract was won by Emery Sapp & Sons, which hired Hutchens Construction Co. as a subcontractor to rebuild the entire length of the runway keel, perform crack repairs, and overlay 66,000 square yards of runway during a five-day period.

The Federal Aviation Administration (FAA) has very tight asphalt mixture specifications for airport runways, a press release explains. As the paving subcontractor, Hutchens was responsible for the meeting the stringent FAA smoothness and volumetric specifications, which required a highly knowledgeable team grounded in asphalt pavement best practices.

Hutchens Chief Operating Officer Brandon Finn says the company management chose a strategy that built in a safeguard in case an unexpected problem arose. The strategy involving giving the crews extra time to complete the project.

“We used two crews simultaneously to condense the work down to four days in case we ran into any problems and needed the extra day,” Finn said. This foresight proved valuable when the company identified a total of 10,000 linear feet of cracked pavement needing repair, instead of the original estimate of 500 linear feet.

Over the following four remaining days, Hutchens Construction worked in coordination with other subcontractors to repair miles of severe cracks, first milling the areas and then filling them, before laying 11,000 tons of asphalt pavement mix over the entire runway, the press release says.

Adam White, P.E., with engineering firm Garver, represented Rogers Executive Airport on the project and was responsible for ensuring the facility would have a superior asphalt pavement runway.

“Hutchens met or exceeded the strictest FAA specifications on their way to paving close to 15,000 tons of asphalt in four days,” White says. ” The company used dual pavers in order to minimize cold joints, providing a better overall product for the airport.”

The Ray Brown Award is named for Dr. E. Ray Brown, the former director of the National Center for Asphalt Technology at Auburn University from 1991 until his retirement in 2007. Under Brown’s leadership, NCAT became the preeminent organization for asphalt pavement research.

Source:: Equipment world

S.C. Asphalt Pavement Association hands out awards


Reeves Construction Co. reports that the South Carolina Asphalt Pavement Association (SCAPA) presented the following awards for Green Construction, Innovative Pavement, Project Delivery, and Quality Pavements during its annual Winter Conference on January 30, 2018:

  • Green Construction Award — Sloan Construction and the South Carolina Department of Transportation (SCDOT) District 3 for using more than 77,000 tons of recycled asphalt pavement and more than 200,000 tons of warm-mix asphalt.
  • Innovative Pavement Award — Sloan Construction and SCDOT District 3 for the state’s first use of Intermediate B Special, a cutting-edge rapid road rehabilitation method.
  • Innovative Project Award — Palmetto Corp. and Florence County for innovative use of Surface Type C mix as an underlying support layer for a cushioned, rubberized playing surface on the Miracle League Baseball Field.
  • Project Delivery Award — Charleston County Transportation Sales Tax Department and Banks Construction Co. for timeliness and efficiency in the completion of East Montague Ave. in Charleston County.
  • Quality Pavement Awards — Lane Construction Corp. and SCDOT District 7 for work on Binnicker Bridge Road (SC Highway 70) in Orangeburg County; Banks Construction Co. and Berkeley County for work on Autonomous Drive; and Rogers Group, Inc. and SCDOT District 3 for work on U.S. Highway 29 in Spartanburg County.

Source:: Equipment world

Automatic Grade Control and Slope training gives pavers competitive edge


At Volvo Construction Equipment’s Road Institute, which teaches best practices for paving, trainers hear common refrains from operators who have been stymied by automatic grade control and slope (AGS) systems.

“We often hear in our paving classes and our automatic grade-and-slope classes where people have the systems, but they tried to use them once and they didn’t get the training. They don’t understand them. They don’t set them up correctly. They fail. They throw them back in the box, and they don’t deal with them again,” says Wayne Tomlinson, who teaches compaction classes.

“They go back to operating the paver completely manually.”

But knowing how to use AGS can reduce human error and boost productivity, according to Tomlinson and fellow trainer Flemming Knudsen, who teaches paving at the institute.

Once operators learn it, instructors hear such comments as, “Wow, I didn’t know it could do all that!”

Using this increasingly required machine control technology can also strengthen a highway contractor’s competitive edge in the bidding process, says Devin Laubhan, paving product manager for Trimble.

“There are your competitors in your area who have not given up on the technology and who have embraced it,” Laubhan says.

“They are the ones who are going to start learning how to competitively bid projects using technology, and they may have a competitive advantage against a contractor who has chosen not to implement technology. And the contractor who has given up runs the risk of not being awarded contracts based on that.”

Hands-on training needed

Many operators who first arrive for classes at the Road Institute in Pennsylvania or Arizona have received no training on their AGS systems. “And you can’t just get it from a manual,” Knudsen says.

To learn it, an operator must first know manual paving and best practices, say the instructors and Laubhan. Another prerequisite, the instructors say, is matching the AGS system to the valves on the type of machine the operator uses.

The Road Institute relies on Volvo Construction Equipment’s Blaw-Kontrol, which is proprietary to Volvo pavers. They use the Topcon System V or P32 for training. The courses, however, are designed to help operators on any type of equipment.

“The big thing to look out for is that when somebody gets a system, wherever they get it, it must be matched one time to the particular paver they’re running. That’s to compensate for the valve tolerances that vary actually from paver to paver, even with the same manufacturer,” explains Knudsen.

“The operator needs to have somebody who knows the system set it up for them to match it to their paver. It only has to be done once, and it will stay matched, if you will, forever.”

Once a system’s working, he says, it is much more accurate than a human, almost like cruise control – and that cuts stress for paving crews.

“Once you set up the depth and thickness and slope and grade you want it to follow, it’ll repeat whatever it sees,” says Knudsen. “And you can control that with the automation. Once you get it going, like on a big highway job, they just walk alongside it for miles.”

Prices vary anywhere from $10,000 to $25,000 for a standard AGS system. If you get into laser correction or 3D paving, prices go up, he says.

How AGS works

A complete system typically consists of two control boxes that contain electronics, two grade sensors and one slope sensor, along with mounting hardware.

The system allows an operator to “control the angle of attack, which controls the depth of the mat that’s being laid and the profile of the mat because of the way the screed’s set up,” Knudsen explains.

Two definitions are key: The grade is defined as going down the center of the road. The slope goes from the road’s center to the shoulder.

There are two systems that run parallel, with one sensor on the left and one on the right. The left sensor generally goes down the center line of the road, and as it follows the grade, it controls and changes the depth of the mat, or the thickness, of the profile, Knudsen says. The right sensor can sense off a reference, such as a city curb, or an operator can run slope manually.

“There’s a beam between the two tow arms, and there’s an electronic level on that. As the grade changes on the left, the level picks up that change and sends a signal through to the right and adjusts that tow-point cylinder to maintain the slope of the screed,” Knudsen says.

Most paver systems are aftermarket from such suppliers as Topcon, Trimble or MOBA. However, some manufacturers have incorporated AGS into their machines. Volvo’s Blaw-Kontrol system, for instance, comes with the valves matched from the factory on pavers, Knudsen says.

Caterpillar’s new Cat Grade and Slope system offers ease of use with its 2D system, and factory installation optimizes performance, the company says. It helps to remove irregularities from the surface and to control mat thickness.

The Cat system communicates with the machine’s electronic control module (ECM) to automatically calibrate each tow-point valve. That means each cylinder reacts smoothly for performance and mat quality. It can be equipped with sonic or contacting grade sensors and configured with an averaging beam, Cat says.

Overcoming resistance to change

Laubhan worked for a local paving contractor for years before he signed on as paving products manager for Trimble in Colorado. He’s seen many contractors resist change.

“There’s a lot of contractors out there who say, ‘We’ve always done it this way, and we’ve always been successful doing it this way,’ meaning without technology. And they’re not willing to give it a chance and see what it can do for their business.”

Too often, he says, contractors want to see machine control technology in action on somebody else’s machine before they commit to it, or else they misunderstand.

“There are a lot of people who think that 3D machine control is just a switch that you flip and then everything just runs automatically. That’s not the case. Contractors must not only commit to learning the technology, but once you start using construction technology on a jobsite, the way you do business changes along with it. And that requires commitment and some ongoing education.”

Laubhan cites the success of a contractor handling a major reconstruction of Reef Runway at Honolulu International Airport in 2013.

The contractor was originally going to reconstruct the runway – 12,000 feet long by 200 feet wide – without machine control technology, but realized soon after starting they wouldn’t complete the job on time or within specifications. They would face FAA penalties of $240,000 for each day the work extended past the deadline. So the contractor, Jas. W. Glover Ltd., called a local Sitech dealer and invested in 3D machine control.

“They embraced the technology,” Laubhan says. “They trusted it. And they ended up doing really, really well on this particular job.”

Turning to dealers for support

Trimble sells aftermarket systems for a variety of paving equipment. Some paving machines come from the factory “Trimble-ready” with certain brackets and sometimes cabling.

PCS900 is Trimble’s 3D machine control technology for paving equipment. Its PCS 400 is a 2D machine control for asphalt pavers only.

2D paving is referred to as “ground up” paving, where the screed of an asphalt paver is automatically controlled to place material at certain grade (thickness) and slope over a base layer of material. In 2D paving, the smoothness of the paved surface will be influenced by the subsurface. “We’re essentially mimicking the surface that we’re paving over,” Laubhan says.

With 3D machine control, a 3D design guides the machine to place asphalt at a certain grade and slope at a known position. “We call it a design that is built within Trimble’s Business Center – Heavy Civil Edition software, and when we pave to a design, we have a final elevation at which we want our material to be placed,” Laubhan says.

3D controls provide a “virtual stringline,” so contractors can stop using actual stringline, he says.

“Stringline can be expensive to put down,” ranging from $1.50 to $5 a linear foot, he says. “It can be time-consuming to put down, and it can impede truck logistics if trucks have to go around the stringline.”

There also can be competitive reasons to invest in the higher-price 3D technology. For example, a contractor might be awarded an interstate resurfacing job requiring 3D technology or 3D machine control.

“I would say within the last five years we have seen an increasing amount of specifications being written, either from federal, state or local agencies, requiring the use of 3D technology on road rehabilitation jobs,” he says. “It’s a highly competitive business in bid-letting, and having 3D machine control technology gives contractors that competitive edge that may push them over in the bid process.”

Seeking help

Contractors starting to use AGS should account for extra time to set up jobsites while they’re learning the new system, says Laubhan. “The learning curve can be challenging in the beginning, especially if somebody doesn’t have, let’s say, a survey background, or they may lack certain knowledge regarding site control. But as you keep using the technology, the difficulties diminish over time.”

Operators should rely on a “machine measure-up,” according to Trimble. “In order to keep the machine paving according to our design, the contractor uses sophisticated instruments to measure certain dimensions on the machine,” Laubhan says. This measure-up should occur every time a machine is moved to and from a jobsite and is also recommended once a month, he says.

They should also seek dealer support for technical issues to avoid costly downtime.

“It’s at least $10,000 an hour for a paver to be down on a highway job, minimum,” Knudsen says.

That’s where dealer support comes in.

“If they ran into a situation on a jobsite where they need technical support right away, their first call is to the Sitech field technician who helped them install and train on a machine,” Laubhan says of Trimble customers.

Source:: Equipment world

Thunder Creek’s new multi-tank trailers allow bulk diesel transport with no CDL


Thunder Creek launches MTT460 trailers.

Thunder Creek Equipment‘s-new Multi-Tank Trailers (MTT) are the first fuel and service trailers designed to legally transport bulk diesel on the road without requiring drivers to maintain a CDL or HAZMAT endorsement (Title 49 (CFR49).

The trailers are available in 460-, 690- and 920-gallon capacities.

These new trailers retain the manufacturing quality and customization that Thunder Creek’s full line of trailers and bulk fluid handling solutions are known for – including bulk diesel exhaust fluid (DEF) storage and dispensing solutions that ensure fluid purity, the company says.

“This came from a very specific construction industry need to haul bulk fluids from jobsite to jobsite without CDL and HAZMAT licensing,” says Luke Van Wyk, general manager, Thunder Creek Equipment.

“With the shortage of skilled labor in the construction market today, and the difficulty in finding and retaining certified drivers, these new trailers allow any worker with a valid driver’s license to haul the trailers within federal regulations.” (Local regulations may apply.)

That’s made possible, the company says, by isolating diesel in four, six or eight separate 115-gallon, DOT-compliant non-bulk tanks. Tanks are joined by a manifold to a common pump, creating isolation during transport and controlled dispensing of fuel at the jobsite.

Each trailer is built to maintain a low profile and is configured to provide optimal balance and a smooth ride at highway speeds, as well as in the most rugged off-highway conditions.

Thunder Creek MTT Trailers are built with 10-gauge steel and are supported by the company’s three-year tank and frame warranty.

Bulk fluid solutions without the cost of a bigger fuel truck

Thunder Creek says its MTT Trailers are helping contractors to provide these bulk fluid solutions without the cost of a larger, full-sized fuel truck or third-party delivery service. The new trailers come standard with a 25-gallon-per-minute (GPM) pump, 10-micron fuel filter and a 35-foot auto-retracting hose reel. Options include an ISO-compliant 4-micron fuel filter (ISO 4406) and 50-foot hose reel.

Thunder Creek MTT Trailers also provide DEF handling and storage solutions that ensure optimal DEF quality to protect SCR systems. Each trailer can be outfitted with a 100-gallon DEF tank that features Thunder Creek’s closed DEF delivery system, including the patent-pending 2-in-1 DEF pumping system.

This system connects the DEF tank with the bulk DEF container through a closed coupler. On the jobsite the coupler is replaced with a DEF nozzle for dispensing into the machine, ensuring minimal exposure to outside elements that can throw DEF out of compliance. Each DEF tank leaves the factory cleansed and sealed according to the ISO specification (ISO 22241).

Customized for service, jobsite flexibility

Each MTT Trailer is available with an optional rear utility box . The boxes can be customized to each customer with the inclusion of toolboxes, a workbench with vise and Thunder Creek’s 3-in-1 welder/generator/air compressor.

You can also opt for Thunder Creek’s WorkSight light tower, Field Max tires, 35-pound grease kit, aluminum wheels, solar battery charger, an electric/hydraulic jack and a stainless steel trim/fender upgrade.

Source:: Equipment world

Volvo Penta names Kelleher VP for customer support, training


Volvo Penta of the Americas has promoted Tony Kelleher to vice president for customer support and training.

“Tony Kelleher will lead the customer support and product training teams to further expand and strengthen our partner network capabilities,” says Ron Huibers, president of Volvo Penta of the Americas.

“During his tenure as head of our leisure marine business segment, he and his team have made great strides in strengthening our business and relationships with partners and customers. His collaborative approach has developed positive rapport among U.S. and international team members, as well as OEMs and dealer partners.”

Kelleher will support both marine and industrial segments within the United States, Canada, Mexico, Central America and the Caribbean. He’ll also serve as a member of the Volvo Penta of the Americas executive team and the extended aftermarket management team.

Previously, Kelleher was director of the marine leisure segment with responsibility for OEM and dealer sales and partnership development for North America. He served as head of the service department and purchasing director within Volvo Penta of the Americas, too.

He holds a master of science degree in engineering management from Wayne State University and a bachelor of engineering degree in manufacturing systems sngineering from Leeds Metropolitan University.

Kelleher replaces Martin Bjuve, who has been promoted to CFO and senior vice president business office at Volvo Penta’s global headquarters in Gothenburg, Sweden, the company says.

Source:: Equipment world