Cleanup: Take on cleanup, material handling and snow removal applications with the SweepEx Mega 600, which has a 60-inch-long mainframe. Suitable for dirt, leaves, snow, material spills, standing water, steel shavings and gravel, the broom attachment fits a variety of carriers. Built with no moving parts, the broom has no cleaning and lubrication requirements, and brush replacement is simplified via a brush section system. The polypropylene sections offer durability and flexibility while minimizing dust and flying debris. Featuring 11 brush rows, the Mega 600 can also handle broom extenders increasing the unit to 96 inches for large applications.
Whatever the task at hand—cleanup, compaction, concrete and asphalt, demolition, earthmoving, grading, landclearing, landscaping or lifting—there’s an attachment in our roundup that will help you complete the job. Click through and see them all above.]]>
There’s very little context for this video, but when it starts the machine already has one track dangling over the edge of the bench as crumbs of dirt trickle from the side to the level below. It seems like the slightest movement could ruin this crew’s day. And just about the time you start to think about how this operator could possibly get out of this jam, the bench gives away and the excavator topples over. Luckily, no one appears to be hurt by the collapse since the operator either hops out when the guy with the camera rushes to the machine, or he had hopped out before filming had started at all. What we want to hear from you is how this machine got into this situation in the first place. Give us your theories in the comments below.
The company’s net sales increased to $2.05 billion, up 10.4 percent from the second quarter of 2013 again mainly due to strong performances from the company’s Aerial Work Platform and Material Handling and Port Solutions (MHPS) segments.
Terex’s profit during the second quarter quadrupled over the same period in 2013 to $87.8 million, or $0.76 per share. The huge gain was mainly due to restructuring and debt reduction costs incurred during the second quarter of 2013. Excluding those costs, the company saw a profit of $74.8 million during the second quarter of 2013, making for a 17-percent year-over-year improvement in this past quarter.
Terex Chairman and CEO Ron DeFeo called the results for the quarter “mixed.”
“Our Aerial Work Platforms segment had a strong quarter but margins were slightly lower than a year ago due to product mix and planned investments in new product development and manufacturing footprint,” DeFeo explained in a prepared statement. “ We expect this dynamic to continue through the remainder of the year, although on increasing sales versus the prior year.”
The AWP segment accounted for $717.9 million in sales, an increase of 18 percent over the second quarter of 2013.
Meanwhile, construction segment sales fell 0.04 percent to $227.2 million during the quarter. Crane sales fell as well, down 3 percent to $503.5 million.
MHPS sales rose 16 percent to $431.4 million and Materials Processing sales were up 4 percent to $183.1 million.
Looking forward, DeFeo says the company’s outlook on 2014 remains positive with an expectation of sales between $7.3 billion and $7.5 billion and earnings per share between $2.50 and $2.80.
“We expect continued strength from our AWP segment and improvement from our Cranes and MHPS segments to drive improved performance for the second half of 2014 compared with the first six months,” DeFeo said. “While we see a slightly weaker end-market than we originally anticipated, from an (earnings per share) perspective, the impact on operating earnings is expected to be somewhat offset by both a lower effective tax rate and a lower anticipated share count.”
Handle lengthy items not generally suited for service trucks with Knapheide’s Utility Rack, which is useful for pipe, conduit, ladders and more. Featuring square and rectangular steel rube construction, the utility rack has a 1,000-pound rating load and accommodates forklift loading from either side. The rear swing-away and center removable cross sections enable loading taller items.
Additional features include a round front bar that reduces road noise and integrated tie-down hooks in each vertical post for securing the load. Available in a black or white powder coat finish, the rack is compatible with class 2 through 5 regular, extended and crew cab chassis, as well as 8-, 9- and 11-foot Knapheide service bodies.
But here we are today looking at exactly that engine going under the hoods of Ford’s 2015 F-150s: the 2.7-liter EcoBoost V6.
The newest EcoBoost is a marvel in engineering and design, and it packs more punch from its diminutive 165 cubic inches than Ford’s own 5.4L Triton V-8 that was the go-to engine in the F-150 a decade ago.
Heck, with 325 hp and 375 lb.-ft. of torque on tap, it packs just 5 lb.-ft. and 45hp less than the current 5.0-liter F-150 V8; 10 lb.-ft. less torque and 8 hp more than Nissan’s Titan 5.7-liter V8; 30 less ponies and 8 lb.-ft. less than the 5.3 General Motors V8s and 85 hp more than the Ram EcoDiesel V6 while giving up 45 lb.-ft. in torque.
That’s impressive muscle from a gas V6.
Now for those who are old-school V8 lovers that still stand firm by the “there’s-no-replacement-for-displacement” mentality, it’s time for old dogs to learn new tricks. I did.
Here’s the deal: When Ford rolled out the 3.5-liter EcoBoost V6 in 2011, the way we looked at the world of pickup gas V8s changed dramatically. That’s when the light went on that twin-turbo’d, small-displacement V6s can, indeed, stand cylinder-to-cylinder with small-block V8s and kick their butts when used in pickups.
The new generation of Ford’s turbo’d V6 pickup engines deliver the torque down low and pull as hard, if not harder, than their naturally-aspirated small-block V8 brethren, all the while delivering the kind of fuel economy one would expect from an engine with two less cylinders.
Now you add in the other performance factor: weight. The aluminum-body 2015 F-150s scales 732-pounds less than the current models, which helps make the 2.7-liter such a promising power package for a half-ton.
During Ford’s press briefing and walk-around earlier this week, I talked with Ed Waszczenko, the 2.7L EcoBoost’s lead engineer, who said customers are going to be “surprised by its performance.” With the numbers Ford has shown for this engine, I am sure they will.
In addition to the CGI block, which doesn’t need cylinder sleeves like the aluminum-block 3.5L EcoBoost, Waszczenko pointed out the die-cast aluminum ladder frame cradles the block to form a very rigid and robust block assembly. That translates into durability over the long haul.
He also directed our attention to the twin turbos and how they are mounted directly to the exhaust manifolds. That positioning, an EcoBoost trademark, allows for rapid spool-up and the ensuing flat torque curve reminiscent of a diesel.
“We designed the architecture to deliver what truck owners want, which is low-end torque,” said Waszczenko. The 2.7-liter’s big brother, the 3.5-liter, is proof of that.
And like the 3.5-liter EcoBoost, the 2.7-liter’s design also incorporates reverse-flow engine cooling so the heads and turbos get cooled before the block, allowing for quicker warm-up time, better fuel and power efficiency, and overall better durability than would be afforded by conventional cooling. (The twin turbos are also oil-cooled.)
Another aspect that I was surprised to learn about the 2.7-liter EcoBoost is how quiet it is for a direct-injected engine, which are, by their nature, notoriously loud. One of Ford’s F-150 engine team said a bonus benefit of a CGI block is that it’s a poor conductor of sound. So the internal goings-on and the hammering of the fuel injectors are naturally muffled inside the new engine.
As for fuel economy, Ford is still awaiting the confirmation and certification of numbers from EPA testing. Those mpg figures should be available by early Fall. However, Ford engineers feel the little EcoBoost will be a fuel economy pace-setter in the half-ton pickup market. I suspect the numbers to be in the mid- to upper 20s for city/highway.
Will the 2.7-liter Ford Ecoboost be the best choice for every customer? No. But for fleet owners it very well may be. With a tow rating of 8,500 pounds and a load capacity of 2,250 pounds, it’ll meet a lot of light-duty work needs.
I see the 2.7-liter EcoBoost as the ideal F-150 engine package for occasional trailer towing or for those towing trailers less than 5,000 pounds, which is right up a landscaper’s alley.
If the towing needs are more frequent and pushing above 5,000 pounds on a regular basis, then the 5.0-liter V-8 or the 3.7-liter EcoBoost would be the better engine options. If towing really isn’t a part of your F-150′s tasks, then the equally new 283 hp, 3.7-liter V6 is going to be the white fleet’s engine of choice; that 24-valve V6 will be the new base engine for the 2015 F-150.
The company today announced profits of $999 million, or $1.57 per share, for the second quarter ending June 30. That’s up 4 percent from the $960 million earned during the same period one year ago. Excluding restructuring costs, profit per share would have been 12 cents higher at $1.69 per share.
Sales fell 3.2 percent to $14.15 billion.
“We’re pleased with our second quarter results, particularly the improvement in profit,” Caterpillar Chairman and CEO Doug Oberhelman said in a prepared statement. “Three key things are contributing to the continuing strength of our financial results—the diversity of our businesses, substantial success in operational improvements through the execution of our strategy and the strength of our cash flow and balance sheet.”
The company has seen profits rise for the past three quarters despite sales being down during the first and second quarters of this year and flat during the fourth quarter of 2013. The gains have topped Wall Street expectations and are evidence of the company’s continued cost-cutting efforts due to the hard hit it took during 2013 when profits fell 33 percent due to weaker demand for mining equipment than was expected.
Oberhelman said those mining struggles continue and reemphasized the company’s focus on cutting costs.
“We understand that we don’t control the economy or the timing of a turnaround in mining. That’s why we’ve been so focused on executing our strategy and improving our operational performance, which have helped us control costs with year-to-date manufacturing costs and SG&A (selling, general and administrative) and R&D (research and development) expenses improving nearly $500 million,” he said. “We’ve also improved our balance sheet and cash flow over the past few years, and that’s contributed to our ability to return value to our stockholders”
The company also announced its intention to repurchase $2.5 billion of Caterpillar stock in the third quarter. The company bought back $1.7 billion during the first quarter and plans to repurchase $10 billion of stock by the end of 2014.
Looking forward, the company forecasts 2014 sales to total between $54 billion and $56 billion, a slight change from the previous forecast of between $53.2 billion and $58.8 billion. The company says that most of the change in the midpoint of this forecasted range, $55 million, is in sales of its construction equipment and reflects weaker sales in China, the Commonwealth of Independent States region and in the Africa/Middle East region.
The company has also improved its forecast for profit per share, by 20 cents to $5.75 per share including restructuring costs of about $400 million. Excluding restructuring costs, the profit forecast is $6.20 per share, an increase from the previous forecast of $6.10 per share.
A construction company in Milpitas, California is honoring a former employee by making sure his family is well taken care of after a traffic accident took his life more than five months ago.
Lindsey Van Why, a 42-year-old husband and father to two young boys, was killed in a skiing accident on February 14 in Lake Tahoe, according to a report from the San Jose Mercury News. Van Why worked as a safety engineer for eight years at XL Construction Corp. before becoming safety manager at the company’s concrete subsidiary, Bradley Concrete.
Neil Netzer, president of Bradley Concrete, said Van Why’s death personally devastated him. He said his compassion for others made him not just “the perfect candidate for the job” of safety manager, but also a great family man and person.
“That was his top priority at work,” Netzer told the Mercury News. “… Lindsey cared about other people. … Lindsey was the epitome of a family man. When he wasn’t working, he was spending time with his family.”
After hearing about the accident, XL’s human resources director Jerry Harmon immediately contacted Van Why’s wife to ask how the company could help. Since then the company has made several contributions that speak not only to its culture but to the type of impact Van Why had on those around him.
First, the company decided it would continue to pay Van Why’s salary to his family up to 14 months after his death. Then XL set up a college fund for Van Why’s sons, 10-year-old Tanner and 5-year-old Cooper. In total, company employees raised about $120,000 toward the college fund and to help pay Van Why’s salary.
But that’s not all. At the time of his death, Van Why was in the middle of remodeling his family’s home. Because he was doing all the work himself, the house sat empty and unfinished after he died. But XL and Bradley came through again with between 30 and 40 employees donating their money and materials as well was working each weekend for a month to finish the renovation.
Van Why’s wife, Robin, wrote a letter to thank the XL and Bradley employees, saying, ”If I was able, I would personally say thank you to each and every person so they could understand how much your outpouring for Lindsey has meant to us as his family. We know he was truly loved by his work family, as much as he was loved by us. … He would be so amazed at how you all have rallied together to help make his family’s well-being a priority.”
Although many types of construction work can be considered hazardous, few tasks are more dangerous than those conducted in road construction work zones.
A number of construction site hazards can be mitigated through effective control measures, but the unpredictability of other drivers—particularly those who are impatient or inattentive – puts work zone crews at a higher level of risk. Here are some tips to keep safe while in a work zone.
Your supervisor will have not only a jobsite safety plan, but also a traffic control plan designed specifically for the work zone. This plan will outline the traffic flow, as well as designating pedestrian-free zones and pinpointing the location of barriers and other positive traffic control measures. Prior to beginning work, familiarize yourself with the plan, so you’ll know exactly where it is safe to walk or to stand.
Never assume anyone – whether it’s a driver or an equipment operator – can see you. Wear high-visibility safety apparel at all times while in the work zone. Know the blind spots of the equipment and vehicles in the work zone, and be sure to stay out of those areas. Never remain in an area near working equipment if you don’t need to be there. If you’re on foot, maintain eye contact with operators when you’re working near moving equipment. When standing near parked equipment, stand in front or on the operator’s side so you’re easily seen.
After the sun goes down, the danger goes up. The darkness combined with the glare from lights will greatly reduce driver visibility. Poor weather conditions will only exacerbate the situation. Also, drivers may be less attentive than usual, as they are more likely to be tired. It’s more important than ever to stay in the proper areas designated by the traffic flow plan. In addition to wearing hi-vis apparel, make sure you have good lighting in your work area.
Keep your eyes and ears open and don’t get distracted. Awareness of your surroundings at all times is your best bet for remaining safe. Regularly check your work area for hazards, and be aware of any changes in procedures or traffic flow in the work zone. Always keep what you’ve learned in your safety training at the forefront of your mind, and remember, if you need a refresher course, many free programs and tools are available that will help you.
Since unveiling the 2015 F-150 back in January, Ford has released quite a bit of information about the new truck. For starters, we knew that thanks to its aluminum body, the new truck would weigh up to 700 pounds lighter than the 2014 F-150. We also knew that the body won’t rust when scratched and that Ford has thoroughly tested the toughness of that aluminum body through a gauntlet of torture tests and three years secretly embedded at construction sites and mines.
But what we didn’t know were specifics: just how heavy is this new aluminum truck and how powerful would it be? On Monday Ford answered those questions weighing the 2015 F-150 right alongside its 2014 counterpart and revealing power specs for the two new powertrains that will be available for the truck—including the impressive turbocharged 2.7-liter EcoBoost V-6.
When weighed side-by-side at the press event, the 2015 F-150 equipped with the 2.7-liter EcoBoost weighed in at only 4,942 pounds—732 pounds lighter than the 2014 F-150 with a 5.0-liter V-8. Ford didn’t release any fuel economy numbers for the 2015 model during the event, but weighing in at less than 5,000 pounds definitely puts this new F-150 in contention to become the most fuel efficient half-ton when it launches later this fall.
In fact, based on weight alone, the new F-150 might give even smaller trucks a run for their money on fuel efficiency. On Twitter, Ford spokesman Mike Levine noted that the 2015 F-150 Super Crew 2WD equipped with a 3.7-liter EcoBoost V6 weighs around “4,500″ pounds—only 234 pounds heavier than Chevrolet’s new mid-size pickup the 2015 Colorado with a 3.6-liter V6.
But perhaps the biggest news out of the event were the impressive power numbers for that 2.7-liter EcoBoost V6. Ford says the engine produces 325 horsepower and 375 lb.-ft. of torque giving. The engine has a maximum payload of 2,250 pounds and can tow up to 8,500 pounds making it as capable as other manufacturers’ midrange V-8s.
Ford also detailed its other new powertrain option which will come standard on the 2015 model. Last year’s standard 3.7-liter has been dropped for a new 3.5 liter V-6 which will produce 283 horsepower and 255 lb.-ft. of torque with a maximum payload of 1,910 pounds and the ability to tow 7,600 pounds.
Ford also announced that the 3.5-liter EcoBoost V-6 and the 5.0-liter Ti-VCT V-8 engines would carry over as options for the 2015 F-150.
While being hauled by a truck traveling through Thurston County, Washington, last week, an excavator’s boom collided with five different bridges before the driver finally pulled over.
According to a report from The News Tribune in Tacoma, the Washington State Department of Transportation says that all five of the bridges will require repairs.
The driver of the truck, 45-year-old George Russell, was delivering the excavator to an equipment rental company. Washington State Patrol Trooper Guy Gill told The News Tribune that Russell is “facing numerous defective equipment violations, registration and height and weight violations,” starting with the fact that Russell did not lower the boom of the excavator before hauling it.
In all, Russell is likely facing fines in excess of $1,400, Gill told the paper.
Gill said several drivers saw Gill hit the bridges and some even had to avoid falling debris in the wake of the collisions. Two vehicles were damaged by the bridge debris and both suffered flat tires. Luckily, no one was hurt.
Incredibly, Russell told troopers that he didn’t know he was hitting the bridges. “The driver did tell us that he did feel some surges while he was driving, but he didn’t know what that could be,” Gill said.
After inspecting the damage, WSDOT crews determined that none of the bridges’ structural integrity had been affected. None of them will be closed or put under weight restrictions since the main beams were not impacted. The damage occurred only to the bridges’ bottom flanges, which the WSDOT says are designed to protect the main beam in the event of such damage.]]>