Process More in Less Time with Cat’s New MH3026 Material Handler

Process More in Less Time with Cat’s New MH3026 Material Handler

December 24, 2021

An advanced electrohydraulic system for Cat’s new MH3026 material handler gives you a balance of power and efficiency to improve cycle times. The result is more material processed in less time, and that spells better ROI for waste and scrap metal applications.

A Cat C7.1 engine cranks out 128 horsepower and can operate on B20 biodiesel. The maintenance-free exhaust aftertreatment system maximizes uptime and lowers operating costs. Power and economy mode choices mean you only burn the amount of fuel needed to do the job, resulting in 10% lower fuel use compared to previous models, says the company.

Stronger swing torque

A new front linkage on the MH3026 reaches up to 42 feet 8 inches. The swing torque is 20% greater to move material faster. A heavy-lift mode gives you extra capacity when you need it, and Cat’s SmartBoom can travel up and down without using pump flow. This adds additional fuel efficiency and allows the operator to focus on grapple control for smoother operation.

For safety, Cat’s E-fence system comes standard and prevents the machine and attachment from moving outside parameters set by the operator in the cab. This can eliminate the possibility of hitting the cab with the attachment or running into adjacent structures in a tight work envelope. A pin code prevents unauthorized operation of the machine.

Multiple cameras

Large tempered glass windows with small pillars on the re-engineered cab protect the operator and enhance all-around visibility and operating safety. Standard right-side and rearview cameras, upgradable to 360-degree vision, display video feed on the large in-cab touchscreen monitor to further enhance work area visibility. Thicker impact-resistant windshields and roof windows meet EN356, P8B and P5A standards.

Another important safety feature, standard boom and stick lowering check valves, reverse oil flow in the event of an unexpected loss of hydraulic pressure keeping the front linkage secure in place. All daily maintenance points are quickly accessed from ground level, while a new service platform with steps provides safe and quick access to the upper service area.

Easy access

For creature comforts, Cat is offering a choice between deluxe and premium designs. A joystick option eliminates the steering column and improves forward visibility, legroom and ease of entry. The left-hand console tilts up for exiting.

A 10-inch, high-resolution touchscreen monitor with jog dial offers easy navigation of the operator controls. Different machine operators can store their specific joystick and preferred power mode settings, and the machine automatically recalls the settings based on the operator ID. The cab sits tops out at 18 feet 10 inches to improve visibility for loading and material handling.

All engine filters and the new air-intake filter are coordinated to be changed at 1,000 hours. The hydraulic oil-filter change interval has been extended to 3,000 hours, and new anti-drain values keep hydraulic fluid clean during replacement.

Quick specs:

Engine: 128 horsepowerOperating Weight: 55,601-57,651 lbs.Maximum Travel Speed:16 mph
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New Cat attachments give carrier machines multi-dimensional functionality

December 22, 2021

Construction Business No Comments

Given the versatility of attachments, you might say you can never have too many. To meet that need, the engineers at Caterpillar spent a good portion of the past year developing new and improved versions of their work tools. The media got their first look at the new designs in Peoria, Illinois, recently and here’s what we found:

Selectable frequency and power settings on Cat’s new hammers match the attack to the hardness of the material.CaterpillarHigh-performance, low-maintenance hammers

Two new Caterpillar Performance Series hammers, the H190 S and H215 S are designed for high production and low maintenance. The piston and tool mass on these hammers have been closely matched in diameter and weight to pack more punch. Operators have a choice of running in the high-frequency/low-power mode or low-frequency/high power to best suit the hardness of the material being broken.

Cat says a proprietary buffering material dampens vibration feedback. The automatic shut-off that prevents blank firing can be turned off for horizontal and overhead operation, but otherwise instantly stops the hammer motion when the tool breaks through the material, preventing damage to the carrier and hammer. Depending on your preference, these hammers can be configured for joystick or pedal control.

The new H190 S hammer is sized for operation on Cat 349 through 374 excavator models, while the larger H215 S is designed for the 374 and 395 excavators. The dimensions for both hammers are programmed into Cat’s E-Fence technology which will stop the carrier from positioning the tool outside of digital “fences” on the job.

All daily and routine maintenance on these hammers can be performed without removing them from the carrier. A field-serviceable and rotatable lower bushing increases service life and reduces parts costs. Standard auto-lube ensures that these hammers get continual doses of grease during operation. The operating weight of the H190 S is 11,440 to 12,430 pounds. The H215 S weighs 16,280 to 16,830 pounds. The H190 S hits with 13,000 foot-pounds of force and the H215 S pounds out 18,000 foot-pounds.

Six new, fast-cycling pulverizers

Cat has an interesting metric for its new line of pulverizers. With 52% faster cycle times these concrete demolition tools produce more tons of rubble per liter of fuel. And that matters when you have a lot of concrete to reduce.

The new line includes three rotatable primary models—the P318, P324 and P332–with 360- degree rotation, and three new fixed secondary models—P218, P224 and P232. Both series fit 18- to 50-ton machines. Bidirectional 360-degree rotation for the P300 series models positions the jaw to grab material from any angle for producing material properly sized for further processing.

Wide jaw openings allow operators to grab more material from any angle, increasing processing speed and improving overall material throughput. Bolt-on wear components can be quickly replaced in the field with no hard-face welding required for maintenance. All hydraulic components are protected inside a housing with a bolt-on removable panel that provides complete access for servicing

Cat designed its new pulverizers around the SpeedBooster technology found in the company’s Multi-Processors. The SpeedBooster design quickly closes the jaws when there is no load. As soon as the jaw taps the material the hydraulic valve switches to power mode to crush the concrete. Integral rebar knives chop up pipes, rebar and other embedded metal debris for more efficient processing.

The new pulverizers also have integrated asset tracking to help you quickly locate these attachments and deter theft and unauthorized use when subscribed through Cat VisionLink with Product Link. Cat Next Gen excavators include pulverizer settings in the controls, allowing the excavator to quickly recognize the attachment and automatically establish the proper operating settings.

New tiltrotators from Cat feature an optional grapple module that lets you move debris out of the way before getting back to the main task.CaterpillarTiltrotators attack any job from any angle

American contractors have finally caught on to versatility of tiltrotators (long popular in Europe) and Cat has obliged with a full series of these multi-dimensional work tools. Sized for carrier machines from 11 to 30 metric tons, these tiltrotators have 360-degree bi-directional rotation and 40-degree left and right tilt. This allows you to attack the work from an almost unlimited number of angles without having to reposition your excavator.

The TRS10, 14, 18, and 23 models come with pin-on or S-type coupler top interfaces and S-type coupler bottom interfaces. Using a tiltrotator with a coupler top allows the operator to maximize the versatility of attachments by switching them out for application and task appropriate purposes. An optional grapple module allows the operator to move materials out of the way, such as large rocks or pipe, without switching attachments.

An oil-filled gear box and single point lubrication simplify your tiltrotator’s maintenance. A heavy-duty bolted joint secures the housing, rotator and coupler as a single unit. Wide bearing surfaces distribute excavation force in all directions. Pins, shafts and bushings feature heavy duty construction, and the hydraulic rotator motor is protected inside the cast housing.

Cat tiltrotator safety features include double-acting tilt cylinders that have built-in load holding valves to keep the attachment secure to the unit in the event of a pressure loss. Additionally, operators can remain inside the cab while switching to the optional grapple module to move heavy objects.

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Test Drive: Mack’s Return to Medium-Duty Trucks Doesn’t Disappoint

December 21, 2021

Construction Management No Comments

Mack’s MD Series is a rebirth of sorts for a company whose mantra is “Born Ready.”

Mack exited the medium-duty segment almost 20 years ago with the retirement of the Freedom, which was mostly a rebadged Americanized Renault. The Freedom concluded Mack’s 20-plus-year run with its medium-duty Mid-Liner.

The MD entered production just 13 months ago at the company’s new 280,000-square-foot Roanoke Valley Operations (RVO) facility in Roanoke Valley, Virginia. Mack announced its re-entry into the medium-duty market in January 2020, but COVID protocols delayed production from July to September 2020.

Targeting medium-duty trucking vocations with frequent urban stop-and-go cycles like dry van/refrigerated, stake/flatbed, dump and tank, the 25,995-pound gross vehicle weight rating MD6 and 33,000-pound GVWR MD7 are both exempt from the 12% federal excise tax, and the MD6 model slides in just under the cutoff for requiring a commercial driver’s license for non-hazardous payloads.

Nextran Truck Centers Sales Manager Bruce Graham said the bulk of the units moving through his Birmingham, Alabama, dealership have been spec’d with flatbeds, but service bodies have become increasingly more common, with some vans mixed in.

Bruce and his team at Nextran loaned me an MD6 to shuttle around the greater Birmingham-area – a Glacier White Class 6 outfitted with a Lyncoach box. This is a fairly standard configuration for a local-route beverage hauler, which is exactly where this unit was headed.

Mack didn’t have to look far for inspiration for its MD Series. There’s no denying the influence of Mack’s on-highway flagship Anthem. The squared-off nose; the grille; the body lines; a wrap-around dash with ergonomic controls; a tilt telescopic steering column with flat-bottomed steering wheel; power windows and door locks; cruise control and a driver air-ride seat are all regular long-haul driver comforts found in the MD Model. Anthem’s paw prints are all over the MD inside and out.

The MD6 and MD7 models feature a sharp wheel cut for enhanced maneuverability, and their air-suspended steel cab features an industry-best bumper-to-back-of-cab measurement of 103 inches. Eight wheelbase lengths will support typical bodies from 10 to 26 feet. My test drive model was a 270-inch wheelbase.

The wheels are a standard 22.5 inches, but 19.5-inch wheels are available. Other standard features include the basics like power windows and locks, cruise control and air conditioning. An optional two-passenger bench seat allows fleets to deploy crews of three, and a flip-up bottom grants access to a large bin for storage.

MD’s turning radius was tight, making navigating crowded surface streets easy and safe when coupled with the shorter nose and improved visibility.

The view from the standard air-ride driver’s seat is commanding, and the air-suspension cab is comfortable. Base models get a spring rear suspension, but Mack’s Maxlite air suspension is available. My test unit had air.

It would be easy to assign a lot of the truck’s pleasant on-road manners to the air system, but that would overlook the durable yet lightweight chassis (7mm thickness for the MD6 and 8mm thickness for the MD7), constructed to an industry standard 34-inch frame width using 120,000 psi steel rails – a considerable bump from an industry standard 80,000 psi.

The MD is Mack’s first all-new truck model since the 2017 debut of Anthem. It’s also one of very few bulldogs to offer a non-Mack powertrain. Both MD models are equipped with an inline 6-cylinder Cummins B6.7 engine, making up to 300 horsepower and 660 pound-feet of torque.

The B6.7 is the most popular diesel engine Cummins builds, and its B Series has been on the market for nearly 40 years in various iterations. It’s pretty much the ubiquitous medium-duty engine. Cummins’ Single Module aftertreatment bundles the diesel particulate filter, selective catalytic reduction and diesel exhaust fluid doser into one unit.

In the MD, the B6.7 is matched with an Allison 2500HS transmission and Meritor axles. An Allison 2500RDS is available for applications needing a PTO.

My drive around Birmingham covered a little less than 100 miles, not an uncommon daily trip shunting around Coca-Cola products, and the truck felt just as at home at 70 mph pulling a grade as it was at 15 mph navigating a loading zone, or low-speed in a crowded Buc-ee’s parking lot. Yeah, I know. Buc-ee’s isn’t truck-friendly, but sometimes, when you want a Coke Icee, you have to take matters into your own hands.

Now that a formal infrastructure plan has finally passed, Mack couldn’t have picked a better time to get back into medium duty – especially with a model as versatile as MD.

In all, the MD Series is a comfortable and capable traffic fighter with plenty of workhorse capabilities and flexibility that both fleets and drivers will love, especially if you need to make a black-ops Icee run.

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Yanmar’s First Electric Prototype: the SV17e Compact Excavator (Video)

December 18, 2021

Is it too soon to talk about Bauma, the big European equipment show held every three years in Munich?

We think not, especially when the previews demonstrate what is arguably the biggest and most significant trend in heavy equipment — electrification.

In this particular case, Yanmar gave the press a preshow preview of its first electric mini excavator prototype: the new SV17e. The company positions this machine as an important strategic step in the transformation for Yanmar Compact Equipment and indicative of the direction of the company.

“Our transformation will embrace our entire business and will encompass new products with alternative-fuel technologies,” says Giuliano Parodi, CEO of Yanmar. “The SV17e prototype is a demonstration of our intent to build a sustainable business for our customers and dealer partners.”

Without a diesel engine the overall size and weight of this excavator can be greatly reduced.YanmarThe SV17e mini excavator is aimed at customers in the European market and plays in the 1.5- to 2-metric-ton segment. It is powered by an electric drive with 48-volt batteries and fast charging capability. At zero emissions it not only passes the greenhouse gas test but is also quiet and suitable for indoor and confined-space operations where diesel exhaust emissions pose health hazards to workers.

“The operator is at the heart of this machine, and we have challenged ourselves to deliver the comfort, power, control and precision which we believe will surpass the expectations of professional operators,” says Cedric Durand, director product management.

In preparation for its sales start at Bauma 2022 (October 24 – 30), the prototype SV17e is currently undergoing a product testing regime including field tests.

If you don’t want to wait until Bauma to see the new SV17e in action, Yanmar Compact Equipment has prepared a short film. Watch the SV17e video here:

And Yanmar isn’t alone in this race to electrification. Check out our other reporting on this topic at the links below:

Cat on electric construction equipment: “We are ready.”Bauma Preview: Kobelco Construction Machinery Europe to show company’s first electric compact excavatorKomatsu, Honda Team Up to Build Micro Electric ExcavatorsJCB, Takeuchi, Ditch Witch and Toro show off electric compact construction equipment at rental show

Apprentices Help Build Their Own Training Facility – And Used the Latest Tech to Do It

December 14, 2021

In 2019, the Southern Nevada Operating Engineers was faced with a problem.

The Las Vegas community had exploded in size around the training facility it moved into in the mid-90s. The once prime location was no longer an ideal spot for heavy equipment training and operation.

It was time to move and rebuild for the future – and who better to do the rebuilding than the students and instructors themselves?

“Some of the apprentices we worked with onsite had never been in equipment before this project,” says Larry Hopkins, SNOE director of training. “They went from zero experience applicants to having the privilege of working alongside several instructors, coordinators and seasoned tradespeople to make this facility come to life.”

The new 28,000-square-foot center sits on nearly 100 acres and features state-of-the-art training rooms, classrooms, a machine shop, welding stations, and grounds to move dirt and simulate projects.

“It was a very proud moment to see it start from bare dirt and rock to what we have now,” says Chris Trolson, SNOE assistant director of training. “It’s fulfilling to see our students go out there and take ownership of this. You could feel the pride because they can see what they accomplished.”

Southern Nevada Operating Engineers JATCStudents assisted with everything from grading the site to paving the parking lot, and they used the latest technology to do it. Under the guidance of operating engineers and instructors, SNOE students used full 3D Trimble Earthworks automatics on an excavator and on a mastless dozer, as well as Trimble Siteworks and WorkManager to facilitate the data.

And for many of the students, the technology was second nature. “Our students just out of high school or their early 20s are much less afraid of the technology than those of us who have been around for 35 or 40 years,” says Hopkins. “They have an advantage growing into this technology. They’re excited about it.”

Education embedded with technology

In addition to the technology used to build the facility, tech is embedded in almost every aspect of the training programs and classrooms.

Twelve 25-square-foot classrooms are equipped with 4K smart boards, cameras and AV for interactive learning and guest speakers. The boards are also a good starting point for familiarizing students with machine displays. “Instead of trying to crowd 10 to 12 kids around a cab, we can show them Trimble emulators on the board,” says Trolson. “You see the a-ha moments once they get into the field. They build off that experience.”

In addition, simulators acquaint students with the equipment before turning them out in the field. “You’ll have 500 bad passes before you get a good pass on a piece of equipment,” says Trolson. “With simulators, we can get rid of a lot of that before we go out in the field. It helps build that confidence so they know they can do it.” The trainers plan to add virtual reality simulators down the road for an even more immersive experience.

Students in the heavy-duty repair program are also engaged in technology from day one. “They have to be familiar with the computer technology that is running the heavy equipment and how to troubleshoot it,” says Hopkins. “I’m not exaggerating when I say there are 200 to 300 different kinds of systems and menus on these different makes and models of equipment. It can be a nightmare. That technological training is wrapped into everything we do.”

Southern Nevada Operating Engineers JATCBuilding a labor force

Since opening its doors in July, the instructors have already trained several classes of operators and technicians. In an industry desperately seeking workers, the trainers say there is a lot to be optimistic about.

“Work is starting to pick up and my phone has been ringing off the hook,” says Trolson. “We have a lot of applicants we’re going to be putting in the field. Our regular classes are always full.”

“We’re not having issues recruiting,” added Hopkins. “Contractors just need to give us a call, and we’ll provide the people they need.”

The facility routinely has 125-150 apprentices training at any one time, primarily from the four surrounding counties in southern Nevada. The trainers have seen an uptick in women and minorities entering the program in recent years as well.

And as for graduates, the market is good. “Every one of those apprentices who helped with the facility construction has not been out of work since,” says Hopkins. “They went from working on this project straight to contractors and are still going today.”

Once those new recruits hit your jobsite, the education doesn’t stop. Trolson’s best advice for mentoring new employees: patience. “Teach them. Bring them along. You’re investing into the future with this person. You have to put the time and effort into it to get the payback.”

The Southern Nevada Operating Engineers JATC will be used as the new live demonstration and operating site for Trimble Dimensions, held November 7-9, 2022.

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Technician of the Year: “If Something Breaks Down … I’m All Over It.”

December 11, 2021

Construction Management No Comments

As a child, Chase Snyder was fascinated with construction equipment.

He would watch the “There Goes a Truck” series over and over on the VCR, especially the episodes that focused on heavy equipment.

That love of equipment has stuck with Snyder. Now, he’s 26 and each day he’s working on big diesel machines as senior fleet technician for the Manatee County, Florida landfill. The bigger, the dirtier, the more challenging the job – the better.

“I prefer the landfill stuff,” Snyder says, when asked about his favorite equipment to work on. “A lot of people think that’s weird when I say that, because it’s typically the dirtiest, the nastiest. When you’ve got to go and clean them and crawl up in the belly pans, you never know what you’re going to encounter.

“But it doesn’t deter me. I just find it interesting what the machines are able to do.”

That attitude, his professionalism, his ability to save money by handling repairs in-house and his commitment to training have earned Snyder the top honor in his profession – the 2021 Technician of the Year Award by the Association of Equipment Management Professionals’ Education Foundation.

Chase Snyder prefers working on large, yellow iron at the Manatee County landfill.Courtesy of Manatee County

Growing up, Snyder fed his love of equipment by visiting his grandfather’s construction business. As he got older, he would also spend time with his other grandfather, who was a technician at a Ford dealership, restoring 1950s-era Fords. “I’d always be out there watching him and trying to help him tinker,” Snyder says.

In high school, he decided being a heavy-diesel technician was what he wanted to do. He saved up to buy a diesel pickup truck he could work on to prepare for his future career.

“When you’re younger and don’t have a lot of money, you’ve got to learn how to make stuff run and learn how things work, because you can’t have somebody fix it for you,” he says.

He learned mechanical repair on his truck by trial and error. He also got a job at a farm while in high school and performed basic maintenance on tractors.

When it came time for college, he got his associates degree. After that, he broke with family tradition of getting a four-year college degree and instead went to trade school.

“I wanted to get into heavy diesel just because I found it interesting,” he recalls. “But I had to go to school at night, because I was working full time during the day, and there’s no diesel program within an hour and a half drive of where I was living at the time. So I went at night for general automotive.”

While attending Manatee Technical College, he tried to work as a technician for some construction companies, but he didn’t have the diesel experience. But he was able to land a job with Sarasota County working on transit buses. He learned a lot to help him in his career. One longtime worker there was particularly generous with his knowledge.

“Luckily he took me under his wing and taught me a lot of some of the older-school tricks that still are relevant,” he says.

Chase Snyder prefers to tackle the challenging jobs.Courtesy of Manatee County

After graduation, he started working for Manatee County. At last, he was with the yellow iron he loved so much. The county has a 170-piece fleet, including heavy dozers, wheel loaders, excavators and massive landfill compactors.

His supervisor at the county landfill shop, David Alligood, won last year’s AEMP Technician of the Year Award. Snyder did not know Alligood before he came to work for Manatee County, but he had heard of him. When looking for work while in tech school, Snyder met the fleet manager for Sarasota County, who had also worked at Manatee County.

“And I met with him and he laughed, and he goes, ‘You remind me of this guy David that I hired about 10 years ago,’” Snyder recalls.

When he went to the job interview for Manatee County, Alligood was in the room.

“There were four or five of us in that room,” remembers Alligood. “And when he walked out, we all looked at each other. We’re like, ‘That’s probably the best interview we’ve ever had.’”

“I couldn’t believe it,” Alligood adds. “He was a dead ringer.”

Back-to-back winners in Manatee County show their winning custom John Deere toolboxes side-by-side.Courtesy of Manatee County

Snyder has worked in Manatee County’s landfill shop for about three years and has already made an impact.

He’s a quick learner and willing to tackle the tough jobs, say coworkers.

“I love the big equipment, the nasty equipment,” he says. “If something breaks down in the field or up in the trash, I’m all over it.”

They also appreciate his calm demeanor and willingness to offer new ideas and solutions.

When the landfill’s 19-ton wheel loaders’ center pins began to wear out, he convinced management to do the work in-house rather than farm it out.

“And I think we came in roughly 50% of what the quote was to have the vendor do it,” Snyder says. “Since then we’ve done three, and every time we get a little bit faster at it and save a little bit more money.”

Another accomplishment came when the pin bores on the blades of the landfill’s 40-ton dozers were wearing out. Working with the parts department, they found some replacement bearings that fit. A diagram was made of the parts numbers to keep on file for future repairs.

“It saved us a lot of costs and machine work,” he says. “…And also it’s going to save future downtime.”

Norman Hagel, Manatee County fleet operations chief, recalled another cost-saving project, due to Snyder’s welding and fabrication skills. The county had a 10-ton trailer that Snyder converted for use as a spreader in summer and as a transporter during winter.

“His diverse skillset has saved us money on multiple occasions,” Hagel says.

Chase Snyder doesn’t shy away from the dirty work. “I love the big equipment, the nasty equipment,” he says.Courtesy of Manatee County

At 26, Snyder is the youngest member of the landfill shop team. He’s grateful for the experienced people he’s worked with who have passed along their knowledge. He tries to return the favor by taking on some of the heavier, dirtier work.

“They’ve done their time of doing all that work, and so if I’m able and willing to take on some of the grunt work from them, they pay it back by educating me,” he says. “So it’s a mutual respect there.”

He also makes a point of keeping up with the rapid technological advancements on the machinery. He recalls some advice he got early on when he was getting frustrated while working on a bus’ diesel exhaust fluid system. He let out a common grumble he had heard from the older techs about the new diesel emission systems. One of the veteran technicians chuckled.

“Look,” he told Snyder. “I’ve learned enough to get by till I retire next year. You’re still pretty new in the industry, and this is your reality. So you either learn to figure this stuff out, or you go find another career path, because it’s not going away.”

“And that stuck with me,” Snyder says.

“This field has changed so much in the last 10 to 15 years. And I’ve kind of been brought into it as this wave of updating and new technology has come out. And it’s only going to continue from here.”

But that change is fine with Snyder.

“The running joke I always say is you’ve got to be smarter than what you’re working on. And with how technical some of this stuff’s getting now, it’s hard to do that some days. But it’s always a challenge, and the challenges are what keep you interested. They’re what keep you up at night and keep you motivated to come in the next day to figure it out.”

“His diverse skillset has saved us money on multiple occasions,” says Norman Hagel, Manatee County fleet operations chief, of Chase Snyder.Courtesy of Manatee County

Snyder believes that one way the diesel tech industry can help put a dent in its labor shortage is to help the younger generations stay trained and headed toward career advancement.

“A big thing that a lot of the younger guys look for, that I know I look for a lot, is what type of training am I going to get,” he says. “That way I can stay current and learn this new stuff.”

Manatee County has done a good job of offering and emphasizing training, as well as providing updated software and access to manufacturers’ information, he says. He has earned about 25 ASE certifications.

He offers this advice for young people starting a career as a diesel technician:

“Keep your head up, and eventually, some of the right doors will open up. I know that’s what happened with me. … If you work hard enough and push hard enough, things have to fall into place eventually.”

As for himself, Snyder definitely has an eye to the future.

“I love what I do right now, but I also know that it’s not what I want to do forever. I definitely know that I want to progress up within our organization here. … And I definitely want to be able to progress as far up as I can.”

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Embark Trucks Intros New Autonomous Trucking Lane in Texas

December 10, 2021

Construction Management No Comments

Autonomous truck tech startup Embark Trucks on Thursday announced its expansion into Texas and the launch of a new autonomous trucking lane between Houston and San Antonio.

Embark plans to hire aggressively in the greater Houston area in 2022 for its new autonomous truck facility in the state.

Embark noted the Houston area offers the three key advantages as it works to scale its business:

Well-positioned trucking hub

Houston is a trucking hub that is uniquely positioned for commercially viable long-haul autonomous freight. Houston is located at the center of key 600-plus-mile trucking lanes that are ideal for automation, as they cannot be completed in a single day by a human driver due to hours-of-service limitations. For example, a 600-mile run could take approximately 22 hours to complete manually, assuming full compliance with the federal hours of service rules, while that same run would take just 12 hours to complete autonomously.

Industry-leading expertise

The Houston area is home to academics and research institutions dedicated to autonomous vehicle technology, such as those at Texas A&M University, which the company will partner with on the autonomous-lane project. Embark expects to work closely with partners to test, deploy and validate its technology. Houston also has a mature trucking and autonomous vehicle workforce, representing a deep talent pool for Embark to draw from as it expands its headcount in the region.

Embark’s partnership with Texas A&M University is one of the cornerstones of expansion, as the company will use the university’s expertise and test track at the RELLIS Campus to pioneer novel AV capabilities and achieve its remaining technology milestones. These milestones represent the final hurdles to deploying commercially viable autonomous trucks, and include challenges such as emergency vehicle interactions, pulling over to safety in emergency situations, and performing evasive maneuvers, among others.

Public sector engagement

Texas has forged extensive public-private autonomous partnerships. By engaging with developers to support the safe operation of autonomous trucks, the Texas Departments of Transportation and Texas Department of Public Safety have established the state as a leader well-positioned to reap the safety and efficiency benefits of the technology. Embark will continue to cultivate its relationships with state and local agencies as it prioritizes highway road safety and responsible integration of autonomous trucks into the state transportation system.

Together, these factors enable Embark to execute against its go-to-market timeline as it prepares for commercial launch of the Embark Driver in 2024. Embark expects to begin hauling freight for its partners between San Antonio and Houston as early as 2022.

Embark’s expansion into Texas builds on several years of engagement with state officials to share information on the development of autonomous trucks. Embark is a longstanding participant in the TxDOT Connected and Automated Vehicle Task Force.

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Doosan Launches New Lineup of Compact Excavators for U.S.

December 9, 2021

Doosan Infracore North America is breaking the final ties with former sister company Doosan Bobcat with a new line of compact excavators for the U.S. in 2022.

Four models, ranging from 2.7 to 5.5 tons, will arrive in the first quarter after being produced in South Korea, where Doosan is based. The models will replace Bobcat-made compact excavators, as well as break new ground in the U.S. for Doosan Infracore. (Videos of the new compact models in action are posted at the end of this story.)

More sizes are planned, including a 4-ton model next fall and 1.7- and 1.9-ton models in 2023. The company’s 6- and 8-ton excavators will be upgraded next year as well. And an electric compact excavator shown last year as a prototype at ConExpo will be hitting the market in mid-2023, according to Aaron Kleingartner, Doosan product and dealer market manager.

Within two years, the entire Doosan-built excavator lineup in the U.S. will extend from 1.7 to 100 tons, Kleingartner said.

Compact excavators unveiled

Doosan rolled out three of its new -7 compact excavators – the DX27Z-7, DX35Z-7 and DX50Z-7 – at a recent media event at the company’s testing grounds in Tucson, Arizona.

The displayed machines were all zero tail swing. A DX55R-7 model is also due out next year that will be reduced tail swing. Conventional tail swing versions will be available as well, the company says.

Features include full glass door and metal frame on the cab exterior for operator visibility, a powerful heating and air system, and Bluetooth radio, Kleingartner said. The excavators are also available with an open, instead of enclosed, cab.

For the first time, DoosanConnect telematics will come standard on the machines. Steve Americano, product manager for mini excavators, said the system includes geofencing that will send an alert if the machine moves outside of the geofence’s radius, which can be set by the owner.

The compact excavators have a new operator platform that insulates the cab from engine heat, Americano said. An auto-shift function automatically shifts engine speed depending on the terrain. All engines are Doosan.

The standard arm for the excavators is 43 inches. An optional 51-inch arm is available.

Hydraulic flow can be adjusted from the cab to handle various attachments. The machines come equipped with connectors needed for a hydraulic quick coupler.

Options include a rearview camera, LED lights and additional counterweight for handling heavier attachments.

These machines come with a one-year, 1,500-hour warranty. There is also a three-year, 5,000-hour powertrain warranty that “covers pumps, motors, all the high dollar components,” Americano said.

Phasing in Doosan-built excavators

Doosan Infracore was sold by parent company Doosan Heavy Industries & Construction to fellow South Korean company Hyundai Construction Equipment earlier this year. Doosan Infracore and Doosan Bobcat have supplied excavators to each other through a dual-brand agreement.

Bobcat provided 3-, 4- and 5-ton excavators that were branded Doosan, and Doosan provided Bobcat with 14- and 17-ton excavators that were branded Bobcat, according to Doosan CEO Edward Song.

Bobcat was not part of the Hyundai purchase and remains under the Doosan Heavy umbrella. Doosan Infracore is now part of the newly created Hyundai Genuine subsidiary along with Hyundai Construction Equipment.

After the new Doosan compact excavators come out, only a 4-ton model will be a Bobcat machine. Song said that the 4-ton model will also be replaced in the third quarter of 2022 with a Doosan-built excavator. Song noted that Doosan has the capability and experience with excavators under 5 tons in Korea and in European markets.

The move toward Doosan-branded compact excavators for the U.S. began in 2018 when Doosan Infracore North America and Doosan Bobcat separated their businesses, Song said. Doosan Infracore plans to capture some of the growing compact excavator market, as well as give its dealers a broader range of equipment.

“We will be bringing those machines in from our design teams in our factories in Korea next year,” said Kleingartner. “They are completely Doosan designed and manufactured.”

closer look

Here are some highlights and specs of each of the three models shown recently at Doosan Infracore North America’s testing grounds and expected to arrive in the first quarter of 2022:

DX27Z-7

Doosan DX27Z-7 compact excavatorDoosan Infracore North AmericaHighlights: At 6,000 pounds, it represents a new size class for Doosan’s North American lineup. A new rearview camera provides a 360-degree view. Other features include a 3-foot 7-inch standard thumb-ready arm and an 11.8-inch rubber track undercarriage. The excavator is 60 inches wide. Standard attachments include a bucket, quick coupler and thumb. Second auxiliary hydraulics are an option.

Horsepower: 24.7Operating weight: 6,168 lbs. Maximum digging depth: 8 ft. 8 in. Maximum digging reach (ground): 14 ft. 10 in. Maximum loading height: 10 ft. 1 in.

DX35Z-7

Doosan DX35Z-7 compact excavatorDoosan Infracore North AmericaHighlights: Zero tail swing design with a rounded shape for tight jobsites. Also includes auxiliary hydraulic flow, wider cabin, LED lamp, enclosed cab with HVAC and 5.7-inch color LCD monitor. Options: rearview camera, cast counterweight, second auxiliary hydraulics and longer arm.

Horsepower: 24.7Operating weight: 8,807 lbs. Maximum digging depth: 11 ft. 4 in. Maximum digging reach (ground): 17 ft. 9 in. Maximum loading height: 12 ft. 2 in.

DX50Z-7

Doosan DX50Z-7 compact excavatorDoosan Infracore North AmericaHighlights: Zero tail swing, standard enclosed cab with HVAC and standard attachments of bucket, quick coupler and thumb. Options include heated, adjustable seat and steel tracks.

Horsepower: 48.8 Operating weight: 12,121 lbs. Maximum digging depth: 11 ft. 5 in. Maximum digging reach (ground): 19 ft. Maximum loading height: 12 ft. 6 in.

Excavators in action

The following two videos are of Doosan’s new DX35Z-7 compact excavators shot during a media event at the company’s testing grounds near Tucson, Arizona. The excavator in the background is the enclosed-cab version.

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Two States Race to Build First Wireless-Charging Road for Electric Vehicles

December 9, 2021

Construction Business No Comments

Michigan and Indiana are leading the charge to build a road that would wirelessly power electric vehicles, with each claiming they will be the first to do it.

That means no stopping to plug in to a power source. The pavement would be electrified to do the charging automatically.

The Indiana Department of Transportation announced in July it was partnering with Purdue University to develop what it says would be “the world’s first contactless wireless-charging concrete pavement highway segment.”

The project involves “magnetizable concrete” that would charge electric vehicles as they travel across it. The technology is being developed by German startup company Magment.

The project will span three phases. The first two will focus on pavement testing, analysis and research at Purdue’s West Lafayette campus. For the third phase, INDOT will build a quarter-mile test bed of the magnetizable concrete to gauge its ability to charge heavy trucks at high power.

If all goes well, INDOT says, it will deploy the innovating pavement to a section of interstate somewhere in the state.

Just a few months after INDOT’s announcement, Michigan Gov. Gretchen Whitmer said her state would be the first to build a wireless EV charging road.

The Michigan DOT sent out a request for proposals September 28 for the pilot program on a one-mile road, the location of which is to be determined but would be somewhere on a state-maintained segment in Wayne, Oakland or Macomb counties.

The goal is to “deploy an electrified roadway system that allows electric buses, shuttles and vehicles to charge while driving, enabling electric vehicles to operate continuously without stopping to charge,” according to the governor’s office.

The entity whose proposal is accepted will work with MDOT, the state’s Office of Future Mobility and Electrification, and other state agencies. MDOT set an October 25 deadline for the proposals.

It’s not clear yet what technology Michigan’s project will rely on, but INDOT has settled on Magment’s magnetizable concrete, which is a mixture of cement and recycled magnetic particles called ferrite, which can come from electronic-waste recyclers, according to the company. It says its “proprietary blend of concrete and magnetic particles is easy to integrate into existing concrete processes.”

Ferrite is a ceramic material made by mixing iron-oxide with metals, such as nickel, zinc, manganese, barium and/or strontium. It is used in electronic inductors, transformers and electromagnets.

A coil assembly is also integrated into the concrete to transfer electric power to moving vehicles above. The company says the coil assemblies can withstand heavy loads.

The magnetizable concrete is still undergoing research “to improve magnetics performance and to facilitate mass production,” the company says.

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