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The U.S. Senate voted Oct. 5 to ban the import and use of asbestos, a fiber used in automobile brakes, roofing and other common products, because of its link to deadly diseases such as cancer. The Senate unanimously approved the legislation, which now goes to the House of Representatives. “Today 2,500 metric tons (of asbestos) are being imported every year in hair dryers, ceiling tiles, brake pads” and other products, said Sen. Patty Murray, a Washington Democrat who has been pushing for the prohibition for seven years. The government estimates that 10,000 Americans die annually from mesothelioma and other asbestos-related diseases. About one-third of mesothelioma victims were exposed to asbestos while serving in the U.S. Navy or working at shipyards, according to experts. The legislation notes that many people in the United States incorrectly believe that asbestos has been banned and that there is no risk of exposure through the use of new products. About half of the asbestos imported into the United States is used in roofing products. About one-quarter is found in coatings and 20 percent in other products. According to the Commerce Department, the U.S. imports more than $100 million in brake parts per year. Some of those imports are from countries in which asbestos is poorly regulated, according to supporters of the legislation. The Senate bill included exceptions for the military and the space program, and the chlorine manufacturing and crushed stone industries. The measure did not address a previously unsuccessful attempt in Congress to create a fund that would pay the injury claims of workers sickened by asbestos. (Source: Reuters, Oct. 4, 2007. Reporting by Richard Cowan and John Crawley, editing by Tim Dobbyn) In a final rule published recently, the U.S. Environmental Protection Agency (EPA) created a new National Environmental Policy Act (NEPA) categorical exclusion that would allow EPA to reissue water permits under the National Pollutant Discharge Elimination System (NPDES) for new sources of pollution without first conducting an environmental analysis. This significant change in EPA policy applies to industrial discharges, including aggregates operations, in the five states (Alaska, Idaho, Massachusetts, New Hampshire, and New Mexico) where EPA issues NPDES permits, as opposed to state issued permits under delegated authority by EPA. The National Environmental Policy Act (NEPA) requires federal agencies to analyze the effects of proposed activities but also allows categorical exclusions for types of activities that routinely do not have a significant impact on the environment. Such actions do not have to undergo an environmental assessment or a more lengthy environmental impact statement. It has been EPA’s practice to conduct NEPA reviews for first-time NPDES permits covering new sources of pollution. However, the categorical exclusion would allow EPA to reissue those NPDES permits after five years, without conducting a new NEPA analysis. The permit conditions in the reissued permit must be the same, or more stringent, as those in the original permit. This new rule becomes effective Oct. 19. (Source: National Stone, Sand & Gravel Association’s Washington Watch & eDigest e-newsletter)
As Congress moves towards reauthorization of the nation’s surface transportation system in 2009, the National Stone, Sand and Gravel Association (NSSGA) has released its new booklet, “Recommendations for the Future of America’s Surface Transportation Network” for the aggregates industry. The association emphasizes these four points:
The number of Illinois Department of Transportation (IDOT) structurally deficient bridges is on the rise while state bridge improvements have sharply declined. Those are the recent findings of an analysis performed by the Transportation for Illinois Coalition (TFIC). The number of structurally deficient IDOT-owned bridges has increased by 20 percent since 2003, from 552 to 661, according to bridge data from the Federal Highway Administration and IDOT’s For The Record reports. Meanwhile, budget cuts have forced IDOT to reduce state bridge improvements by 48 percent during the last three years compared to the previous three-year period. The number of bridge improvements fell from 256 to just 132. (Fiscal Years 2004-2006, Compared to 2000-2003. Source: IDOT’s For The Record.) “The Minnesota bridge tragedy this summer reminds us all that our government must ensure safety for travelers in Illinois. While Illinois works hard with the dollars it has to perform bridge repairs and replacements, the needs have begun to dramatically outpace the dollars Illinois is spending for bridges,” said Michael Carrigan, president of the Illinois AFLCIO and a co-chair of TFIC. “The Transportation for Illinois Coalition is calling for a $1 billion increase throughout five years for bridge repair and replacement in Illinois,” said Doug Whitley, president of the Illinois Chamber of Commerce and co-chair of TFIC, in a press release. “Included in our proposal is a doubling of the Township Bridge Program to $30 million and the establishment of new County and Municipal bridge programs at $30 million annually.” In Illinois, 8.7 percent of IDOT bridges are structurally deficient according to FHWA Bridge Data, ranking IDOT 31st in the nation when ranking states by the fewest structurally deficient state DOT bridges. Local governments are also in need of additional funding from the state as 13.2 percent of municipal bridges are classified as structurally deficient – a higher percentage than IDOT’s bridges. Although counties have fewer structurally deficient bridges than IDOT, county structurally deficient bridges increased by 8 percent since 2003 and 9.9 percent of township bridges are structurally deficient. That is also higher than the percentage of IDOT’s structurally deficient bridges. A contributing factor to the problem is the Township Bridge Program has never been increased for inflation since its inception. (Source: Transportation for Illinois Coalition) After a 21-year battle for a surface mining permit, a California court granted Kaweah River Rock Co. a permit on Oct. 5 that will allow the aggregates producers to expand its operation into the Woodlake area, the Visalia Times-Delta reports. Activist group the Valley Citizens for Water (VCW) had been fighting against granting the Visalia, Calif., company and its permit application. Members of the citizens group live near the site that would be expanded by the permit and were concerned that the quarry’s expansion would affect their groundwater, according to the newspaper. VCW challenged Kaweah River Rock Co. in court, claiming that the operation not in compliance with the California Environmental Quality Act. Although, Tulare County Superior Court Judge Paul Vortmann ruled in favor of the activist group on several issues, Judge Melinda Reed with the same court ruled that any changes Kaweah made to its environmental plan were in compliance with the law, according to the newspaper report. Everything you need to know about operations, equipment, and management can be found in Aggregates Manager. To sign up for a free subscription (for aggregates industry professionals), go to www.Aggman.com/circulation/subform.htmIn the wake of Minnesota’s I-35 collapse, Barry LePatner, author of Broken Buildings, Busted Budgets: How to Fix America’s Trillion-Dollar Construction Industry (The University of Chicago Press, October 2007) offers the following tips on how to repair what seems to be a broken construction industry in the United States. Adopt fixed-price agreements. Construction contracts should 1.) be based on 100 percent complete architectural and engineering drawings and specifications, 2.) include a fixed price for everything designed and approved by the owner, and 3.) apportion all the risks that are expected during construction between the parties. Standard contracts devised by members of the industry are generally insufficient as they fail to properly allocate risk among the parties and provide proven loopholes for contractors to make claims for additional costs. Their shortcomings drove LePatner’s firm to create the Equitable Risk Allocation Agreement, a fixed-price contract that serves the interests of all parties. Foster the rise of better intermediaries. Asymmetric information is a huge issue in the construction industry. Contractors simply know more about what costs make up a budget than the owners. The introduction of true intermediaries could alleviate this problem by giving owners an industry-educated advocate who would keep their best interests at heart when working with contractors. LePatner says there are three possible options: 1.) construction managers could work cooperatively with architects; 2) guaranty companies could expand their current role and provide oversight of the construction manager; or 3.) hard-nosed, independent owner representatives or project managers with extensive practical construction experience could work on the side of the owners to oversee the construction manager and design team and could significantly reduce the information asymmetry. Consolidate and integrate. “Consolidation of the construction industry will start to occur when owners, especially governments, insist on true fixed-rate contracts,” LePatner says. “When contractors can no longer wiggle out of bid terms after all credible threat of competition has ended, construction firms will finally feel the full brunt of market competition. The large, well-managed firms created will come to have a significant presence in the Fortune 1,000 and will do everything from manufacturing and stockpiling construction materials to maintaining structures they erected years and even decades before. Construction sites will resemble modern automobile factories more than pre-industrial artisanal playgrounds. Buildings of all types will cost less than they do now, and/or there will be more of them, and/or they will be of higher quality.” Increase the use of promising new technology. “Today advanced design programs offered by modeling and analytical software makers are collectively known as Building Information Modeling (BIM) software,” LePatner says. “BIM software models and analyzes detailed data covering a multitude of building characteristics, such as air flow, heat gain, structural analysis, and related costs, among others. BIM offers better quality information to members of the construction team, increases coordination, and can significantly reduce conflicts between the architect’s, structural engineer’s, and mechanical engineer’s designs before the bid drawings are issued rather than discovering the conflicts during construction when they instantly become costly change orders. The program also can be a lifesaver for owners because it helps them more easily see and understand how long a project will take to build and how much it will cost.” Institute a national impetus for increasing the number of engineers and construction experts. “Right now we’re woefully undermanned,” says LePatner. “America simply doesn’t have the structural and civil engineers it needs to perform the overwhelming amount of infrastructure remediation and general construction that must be done. I would like to see a national effort aimed at increasing the numbers of civil engineers and construction experts needed to fully reform the construction industry. Think of it as a 21st century version of the 1950s push for science education in the aftermath of Sputnik. We need to tell our young people that construction is an exciting and noble career and strengthen those areas of our school system accordingly.” Oglebay Norton sets date for annual meeting Oglebay Norton Co. has announced that shareholders of record of the company’s common stock as of the close of business on Oct. 15, 2007 will be entitled to vote at the company’s 2007 annual meeting of shareholders on Nov. 13, 2007. Economist says commercial construction continues to grow nationally A national construction expert says commercial construction continues to thrive despite turmoil among homebuilders. Ken Simonson, chief economist for the Associated General Contractors of America (AGC), says that recent employment data from the U.S. Bureau of Labor and Statistics (BLS) show jobs in heavy construction trades actually have grown during the past year. “Non-residential construction is still boosting the economy, despite the homebuilding meltdown,” Simonson said in a written statement. BLS data indicate overall construction employment nationally dropped by 14,000 in September and is 1.5 percent lower than levels a year ago. But those same figures show jobs in nonresidential building, specialty trades and heavy and civil engineering have grown by 42,000 jobs, or 1 percent, during the past year. Simonson says in the future, he expects a reduction in office, retail and hotel construction but additional work in the energy, power and hospital sectors. (Source: Wichita Business Journal. By Chris Moon) St. Lawrence Cement announces corporate reorganization St. Lawrence Cement on Oct. 3 announced the transfer of its Northeast US assets to Holcim (US) Ltd. and the reorganization of its corporate administrative and information technology services effective Jan.1, 2008. The decision affects approximately 80 employees at the corporate head office but does not impact the regional headquarters in Longueuil and other Quebec operations, which employ more than 1,000 people. All corporate administrative functions will be integrated with the existing offices of the regional headquarters in Concord, Ontario. The move enables St. Lawrence Cement to consolidate corporate administrative services and the majority of its executive team in one location. St. Lawrence Cement says that once the reorganization is complete, it will offer some of the affected employees the opportunity to transfer to Concord. Other employees will be offered professional assistance services to help them find a new position as quickly as possible, the company says. Granite Construction joint venture project wins Project of the Year Award The American Public Works Association (APWA) has named Watsonville, Calif.-based Granite Construction Inc. as the Reno Transportation Rail Access Corridor (ReTRAC) a Public Works Project of the Year. The City of Reno, Nev., the project owner, along with Granite Construction Co., the primary design-build contractor and Jacobs Civil, Inc., the project management consultant were presented with the award during APWA’s International Public Works Congress and Exposition in San Antonio, Texas earlier this month. Parsons Transportation Group led design efforts on the project APWA Project of the Year awards are presented annually to promote management and administration excellence of public works projects by recognizing alliances between managing agencies, contractors, consultants and their cooperative achievements. This year APWA selected 18 projects in five categories: Disaster or Emergency Construction/Repair, Environment, Historical Restoration/Preservation, Structures, and Transportation. The ReTRAC project was awarded in the Transportation category for projects more than $100 million. ReTRAC is the largest public works project ever undertaken in northern Nevada. It includes the design and construction of a 2.1-mile-long section of the Union Pacific Railroad line currently running through the downtown Reno area that eliminates traffic congestion, improves safety and enhances downtown aesthetics. The project’s impact on the region will be felt for many years to come. Project highlights include the following:
The downtown railroad corridor also includes resurfaced streets, enhanced landscaping, special lighting standards, and stamped sidewalks/crosswalks consistent with the City of Reno’s Master Landscape Planning Program. In addition, the trench incorporates many elements of public art including special fencing, bridge pilasters, and artist-designed public seating. (Source: Granite Construction Inc.) Railroads face tough times ahead with potential re-regulation The railroad industry was the subject of one hearing proposing to re-regulate the industry and another in which their anti-trust exemption was repealed. Democrat chairmen unhappy with the industry initiated both actions. While neither the House nor Senate is expected to pass legislation soon that would re-regulate the industry, the threat to its anti-trust exemption in setting prices is real. The hearing, held in the House transportation and infrastructure committee room, lasted nine hours and had three panels of experts testifying on the idea of whether or not the rail industry should be re-regulated. Despite transportation and infrastructure committee Chairman Jim Oberstar’s (D-Minn.) preference for re-regulation, a number of senior committee Democrats publicly opposed the idea. While the chairman may be able to push a bill through the committee, it is clear that he would have trouble gathering enough votes to pass the bill on the House floor. While the House has chosen the traditional path of holding a hearing and then considering legislation, the Senate judiciary subcommittee on antitrust, competition and consumer rights has chosen a highly unusual path. On Sept. 20, the committee passed the Railroad Antitrust Enforcement Act (S. 772) and now plans to hold a hearing on Oct. 3 to explore the issues surrounding the legislation. The legislation would repeal antitrust exemptions for collective ratemaking by freight railroads, and would require justice department and Federal Trade Commission review of railroad mergers. It is extremely rare for a committee to hold a hearing on a specific bill after that committee has already passed the legislation. The House transportation committee has not yet scheduled a hearing on S 772, but is expected to take up the issue later in the year. (Source: National Stone, Sand & Gravel Association Washington Watch & eDigest e-newsletter) Holcim (US) awards $25,000 scholarship to Morehouse School of Medicine student Holcim (US) presented a check for $25,000 to Morehouse School of Medicine (MSM) student Vincent Walford, the winner of this year’s Holcim (US) Public Health Scholarship. “I am honored to receive this scholarship from Holcim (US), and hope to continue the good work that the company has already done in this community,” says Walford, who hopes to focus on problems like homelessness and AIDS, in a written statement from Holcim. Walford was unavailable for additional comment at Aggregates Manager e-News press time. The Holcim (US) Public Health Scholarship provides financial aid to public health or medical students at the Morehouse School of Medicine to minimize their post-education debt load and better enable them to provide health care and public health services to underserved communities consistent with the school’s mission. Walford is a 2005 graduate of Baylor University in Waco, Texas, where he was a psychology major, and a member of Alpha Phi Alpha fraternity. He is a resident of Tucker, Ga. Walford’s community involvement includes the following:
“We are always on the lookout for ways to lend a hand to the communities in which we work and live,” says Mike Kane, senior vice president, Southeast Region of Holcim (US) in a written statement. Kane says Walford “is active in the local community, has an outstanding academic record, and is focused on serving the underserved. We hope that through this scholarship, we can help create a lasting impact on this community.”
Water infrastructure bill passes Senate The Senate passed the $23 billion Water Resources Development Act (WRDA), which authorizes a wide range of projects for the U. S. Army Corps of Engineers, on an 81-to-12 vote and now heads to the president for signature, reports the National Stone, Sand & Gravel Association in its Washington Watch & eDigest e-newsletter. The House passed the conference report, 381 to 40 on Aug. 1, according to NSSGA. Despite the overwhelming vote totals in both the House and Senate, which would lead many to predict the veto would be easily overridden, it remains unclear if the president will follow through on his threat and actually veto the bill. Of interest to the construction industry are the 560 new projects for the Corps of Engineers authorized by this bill, NSSGA sys. These projects include the following: navigation, flood control, environmental restoration, and recreational and multi-purpose projects. Specifically, the Upper Mississippi and Illinois Waterways Systems are allowed $2 billion for construction of seven new 1,200-foot locks, NSSGA reports. (Source: National Stone, Sand & Gravel Association Washington Watch & eDigest e-newsletter) Construction employment fell by 14,000 in September Construction employment fell 14,000 in September and was down 112,000 or 1.5 percent compared to September 2006. But that masks divergent trends in nonresidential and residential construction. During the past 12 months, employment in the three nonresidential categories —nonresidential building, specialty trades, plus heavy and civil engineering — climbed 42,000 or 1 percent. Residential building and specialty trades employment shed 154,000 jobs or 4.5 percent. That gap, while large, may greatly understate the actual difference. Census Bureau figures for August show residential construction spending was down 16 percent from a year before and nonresidential was up almost 15 percent. With all signs pointing to still less homebuilding ahead, it’s likely that residential employment is also down roughly 16 percent. That implies that about 400,000 ‘residential’ specialty trade contractors are now doing nonresidential electrical, plumbing and other work, and that the year-over-year growth in nonresidential employment is 10 to 11 percent. Architectural and engineering employment, a harbinger of future construction work, rose 3 percent over the past 12 months. Average hourly earnings in construction rose to $21.08, a 4.5-percent increase and 20-percent higher than the average for all private nonsupervisory or production workers. That average went up 4.1 percent from September 2006. The Bureau of Labor Statistics (BLS) issued a short report on “Issues in Labor Statistics: Current Trends in Construction Employment” (www.bls.gov/opub/ils/pdf/opbils62.pdf). The report notes that “Job losses in construction appear subdued in comparison to the sharp declines in some of the housing indicators….It is possible that some firms classified as primarily engaging in residential construction have taken on more nonresidential construction projects…In addition, construction-related job losses are possibly occurring among groups that are not included in the…construction payroll series, such as the self-employed, workers in the temporary help industry and undocumented employees.” (Source: The Data DIGest, Associated General Contractors of America (AGC). By Ken Simonson, chief economist, AGC.) by Bill Watkins Merger and acquisition activity in the construction materials industry remains brisk. Transaction volume in terns of deals and value should reach a record level in 2007. CRH plc has continued its recent acquisition spree with the acquisitions of Conrad Yelvington Distributors, Eugene Sand & Gravel, Cessford Construction, and the McMinn group of companies. Conrad Yelvington is the largest rail distributor of aggregates in the southeast and manages about 10 million tons of materials through its network of 327 rail-served distribution terminals in Florida, Alabama, Mississippi, and Michigan. Eugene Sand & Gravel and Cessford Construction are two integrated aggregates, asphalt, ready-mixed concrete, and paving and construction businesses with combined reserves in excess of 160 million tons. McMinn’s Asphalt is a vertically integrated materials business based in Pennsylvania that operates two quarries, five asphalt plants, and four concrete plants. It generates $80 million in total annual revenue. All of businesses expand CRH’s existing regional platform businesses. In addition to the bolt-on acquisitions, on Sept. 17, CRH announced that it may acquire certain assets from Cemex, including select Florida and Arizona assets targeted for potential divestiture following the acquisition of Rinker Materials by Cemex. Other transaction terms and detail were not available at Aggregates Manager press time. On Sept. 10, Lafarge announced the acquisition of certain assets from the H.B. Mellott Estate, Inc. — principally four construction aggregate quarries and three concrete plants in western Maryland and southern Pennsylvania. No transaction terms or conditions were provided. MDU Resources Group, Inc., through its Knife River Corp. materials unit, announced additional bolt-on acquisitions. On Sept. 5, MDU acquired Quality Concrete & Materials Co., Ltd., a ready-mixed concrete and materials supplier headquartered in Beaumont, Texas. The acquired company operates 10 ready-mixed concrete plants and two material distribution yards throughout Southeast and Central Texas. The operations generate nearly $50 million in annual revenue. The acquisition in Texas followed the announcement earlier in the month of the acquisition of Star Aggregates, Inc., a leading aggregate producer in Cheyenne, Wyo. In addition to materials supply, Star Aggregates, Inc. also provides highway construction, earthwork, and asphalt production and paving. No transaction terms or conditions were provided. On Aug. 13, 2007, Boral announced the acquisitions of Schwarz Readymix and Davis Arbuckle Materials, both located in Oklahoma. The acquired businesses include 18 ready-mixed concrete plants, five sand deposits, and a limestone quarry. In total, the businesses produce approximately 750,000 cubic yards of ready-mixed concrete and 1.6 million tons of sand and aggregates. The total purchase price approximated $80 million, and no other transactions terms and conditions were provided. Following the acquisitions, Boral will be the second-largest concrete producer in Oklahoma City. The acquisition also provides some diversification for its existing materials business, which is principally located in Colorado, as well as potential administrative synergies between the business units. — by Bill Watkins, managing director, National City Capital Markets. Watkins is a contributor editor and may be reached at 216-222-7134 or at William.Watkins@NationalCity.com.
Maintenance Keeping the ‘Ka-ching’ in Your Truck Scale A scale is the ‘weigh’ to profits at your operation. Learn tips on how to keep it calibrated and properly maintained. by Keith Ness Think of your truck scale as the cash register of your business. Albeit a very large cash register, but it still registers “ka-ching” every time a truck rolls over it. Here are a few tips on how to keep your truck scale ka-chinging 25 years or more. Use these maintenance guidelines as a practical reference for proud first-time truck scale owners and a helpful reminder to seasoned veterans.
Keep in mind that all truck scales are subject to unique circumstances, so it’s not possible to cover all problems that could arise. However, regular checks will ensure a quality truck scale lasts for decades. Regularly scheduled maintenance: A thorough checkup every six months is the general rule. However, take into consideration your number of weighments and climate. Aside from the actual calibration, most of the inspection will consist of you or your scale technician conducting a visual inspection of the scale, foundation and surrounding area. Calibration: Every vehicle scale should be calibrated and tested by a state-licensed servicing agent with no less than 25,000 pounds of certified test weights.
Foundation: A scale is as good as its foundation, so maintaining the foundation is critical. Cracked foundations can lead to movement or settling, which causes chronic calibration errors. Letting little cracks become big cracks may require removing part or all of the foundation and pouring a new one for the scale to once again weigh accurately. Weighbridge: Take a look at the deck. Rust or crumbling concrete can weaken the scale’s structure and cause problems. Keep them smooth. Clean and paint rusted steel decks. Keep them shiny. Binding: This is a common cause of inaccuracies. Binding can be caused by a rock as small as your big toe becoming wedged between the foundation and deck. Installing T-Strip molding between the deck and foundation can help keep debris from getting caught or falling down into the scale. Some above-ground scales have end cleanout plates that can be removed, allowing access to clean out debris that builds up on the foundation’s surface closest to the scale’s end.
Checking Devices: Some vehicle scales utilize suspension systems that don’t require checking devices, eliminating a time-consuming step in your preventive maintenance protocol. If your scale has checking devices, make sure they are working properly. Inspect check rods to make sure attachment points are solid. Check for binding. If there is a problem, weight readings will be inconsistent from section to section. Inspect hardware to be sure jam nuts are tight, rods are level and free of debris, and washers are not rusted or distorted. Even if they are working properly, replace corroded hardware components so they don’t fail next week.
Unlike check rod binding, bumper bolt displacement is easy to spot. Bumper bolts need to be tight so they don’t move on their own, yet maintain clearance when the scale is both empty and loaded. Seasonal temperature and weather changes can cause concrete and steel to expand and bumper bolts can bind tight against the contact area. If binding occurs, adjust bumper bolts to maintain proper amount of clearance for all conditions. Load Cells: Examine load cells and the area surrounding them. The load cell area may contain dirt and debris that has built up since the scale’s last check. Load cells must have clearance to deflect through their capacity range. The same debris that can bind the scale deck can also keep load cells and suspension components from moving freely. Inspect load cell cables for damage. If damage is present, the seal is likely compromised as well. To combat this problem, some manufacturers offer rigid or flexible metal conduit to run the cable through, providing a layer of protection that’s nearly impervious to curious rodents. Even though steel-over-braid cable provides more protection from damage than cable sheathed with polyurethane or plastic, it is still vulnerable. They will need to be checked as well.
Weather is another enemy of load cell cables. When exposed to moisture, cables can become wicks. Water can be sucked through the cable’s length by capillary action until it enters the load cell or junction box. Once inside, it can damage components and seep into the inner layer of the cable. Wet cables may not cause signal distortion immediately, but they may slowly corrode the copper wires or shield beneath the insulation, causing big trouble sooner or later. Corrosion of the shield limits the cable’s effectiveness in blocking electromagnetic interference (EMI) and radio frequency interference (RFI). Corrosion of individual wires will degrade the signal. If you discover a wet home run cable or load cell, replace it. To help prevent moisture from entering the cell from the cable, bend the cable or flexible conduit downward to create a drip loop at the location just before it enters the cell.
Junction Box: Check the junction box (j-box). Internal condensation is the most common moisture problem. This occurs from normal air exchanges from heating and cooling cycles, and over-aggressive washing that damages sealing components that haven’t been properly maintained. If left unchecked, wiring terminals and other components in the enclosure will corrode. Due to its material properties, a stainless steel j-box is more vulnerable to internal condensation. If stainless steel is not required, install a j-box with a fiberglass-reinforced polyester (FRP) enclosure. A desiccant bag in the enclosure will help control moisture. Grounding: Scale manufacturers suggest a variety of grounding procedures. To avoid multiple zero references, which can create havoc with data lines and attract lightning damage, single-point grounding is recommended. Checking a single-point ground involves two steps. Verify the ground system of the AC power supply. It should read less than 1 ohm. Then, measure the AC voltage across the ground and neutral of the AC outlet. The result should be 0 volts AC, not to exceed 0.5 volts AC. Install power conditioning. Electronic weighing systems are easily disturbed by any number of voltage distortions, so installing power conditioning products should be your first line of defense against power problems. A braided transient bypass cable should be used around load cells and between scale modules. Check the ground again. Connect a bare 10 gauge copper wire to the frame of the scale platform and the grounding lug on the j-box board. Then run the copper wire back to the ground rod provided by the power company. This wire can be buried in the soil from the scale to the AC ground. Check the AC power supplied to peripherals. A remote device, such as remote displays, printers and computers, may not have the same AC power source as the indicator; therefore, each device may not be grounded to the same point. Again, transient protection devices should be grounded to the same wire as the peripherals they are protecting. Measure the resistance between the AC power ground points. Quality Counts: No matter what type of scale you own, pit-type, aboveground, siderail, or portable vehicle scale, a portion of your preventive maintenance plan has been dictated by the manufacturer. Many scale understructures are left untreated and vulnerable to corrosion. Steel deck scales that have a welded bottom plate harbor corrosion because water that seeps into the scale cannot run aground and evaporate. In these cases, you can and should protect the scale components mentioned earlier. But the best protection of the understructure comes from the manufacturer. So invest in a scale that includes corrosion-resistant undercoating or does not include a bottom plate. Depending upon the scale’s location, special features, and the material it is weighing, your scale inspection may or may not require all of the steps that have been mentioned. But do it anyway. Your truck scale is a big investment, a mighty big ka-ching for any business. Keep them smooth. Keep them shiny. Keep your “cash register” ringing as long as you can.
Photos and graphic courtesy of Rice Lake Weighing Systems New Production Loader ‘Fits’ Popular Mining Trucks Caterpillar introduced a new size class in its mining loader lineup in late September with the rollout of the 25-ton (23-metric-ton) 993K. With an operating weight of 294,800 pounds and 950 net horsepower, the 993K creates a niche between the 992G (209,278 pounds, 800 net horsepower) and the 994F (430,858 pounds, 1,463 horsepower) in the Cat lineup. The company says it is perfectly matched to two popular mining truck models: It loads the 100-ton Cat 777 in four passes and the 150-ton 785 in six passes.
Designed as an alternative to the 992 for tough digging applications and for operations requiring maximum loading speed, the 993K has superior penetration into the pile and 20 percent more breakout force than the 992G. Cat estimates that it is 15 to 20 percent more productive than the 992G overall. Its extra power is also an advantage in dealing with difficult material, such as oversized rocks produced in demanding blasting conditions, according to Cat. Mining professionals attending the public debut of the 993K were especially impressed with its cab, which will also be used for other K-series mining loaders introduced next year. Compared to the 994G cab, the new version is more spacious (thanks to a wider platform) and has substantially more glass area for a better view of the bucket and the loading environment. A trainer seat that folds away when not in use is standard on the 993K, as are seat-mounted controls that move with the operator on rough ground, enhancing control. The machine’s control panel, located to the operator’s right, has been raised in the K-series, making the monitor easier to see and the various toggles easier to reach. Other cab features include a front deck that simplifies cleaning the outside windshield. Inside, Cat has opted for a left-hand joystick to control machine movement, and two levers on the right for low-effort control of bucket and boom functions. Maintenance features were another priority in the design of the new platform. Three of the five service centers for the machine are located at ground level while service for the hydraulic system and the cab electronics are located on the deck at cab level. Cat says the new C32 engine delivers 19 percent more power than the 3508B used in the 992G, and delivers a 5-percent increase in fuel efficiency. A new radiator features copper fins for improved heat exchange capabilities. The positive flow control hydraulic system enhances how quickly and precisely the machine responds to the operator, and it has a return filtrations system that filters 100 percent of the implement oil to 6 microns for extended component life. Cat engineers designed the 993K for a 45,000-hour structure life.
Case Construction Equipment has extended its line of wheel loaders with the introduction of the 168-horsepower, 3-cubic-yard 621E. The new model features a Tier 3 engine, the new E-series cab that offers more comfort and visibility than previous models, and maintenance and serviceability features. Like other E-series loaders, the 621E has three power curves to match the demands of different applications, and ground-level maintenance access for fluid sight gauges, grease fittings, and daily service checks.
Samscreen, a New York-based distributor of crusher parts, has announced that it now has the capability to also manufacture crusher wear parts on a global basis. The company says it can manufacture any wear part for any crusher. According to company sources, their products are crafted from Maxwear 235- and 400-grade steel using plasma cutters, oxy fuel, and CNC machining systems.
For more new products for the industry, check out
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Built on an all-new platform, the 993K is the
first of the K-series mining loaders and marks the debut of a
dramatic new cab, positive flow-control hydraulics, Cat’s C32
engine, and a simplified maintenance scheme that emphasizes more
ground level access.
New 3-yard loader
New crusher parts makerDyno Nobel and Sandvik Mining and Construction held a joint three-day Quarry Academy Oct. 2-4 at the Colorado School of Mines in Golden, Colo., as an intensive training on all the major topics within the aggregates industry.
Topics covered in the academy, which was attended by Aggregates Manager, included the following: drilling and blasting; crushing, including feed arrangements and cone dynamics and yield; mine planning; loading and hauling; fleet management; screening; safety; and several case studies.
Sterling Truck received the highest overall ranking for heavy-duty truck dealer service in the J.D. Power and Associates Heavy Duty Truck Customer Satisfaction Survey.
Hendrickson Truck Systems has announced that its PRIMAAX heavy-duty air-ride rear suspension is now available on International Trucks.
The latest people news on who’s who and who has moved where within the industry. |
The Association of Equipment Manufacturers (AEM) and the Occupational Safety and Health Administration (OSHA) have formed an alliance to provide construction workers and equipment owners and operators with information, guidance and access to training resources in an effort to help foster a safer working environment.
A special alliance signing ceremony was held in Washington, DC on October 1, 2007, with OSHA represented by Edwin G. Foulke, Jr., Assistant Secretary of Labor for OSHA, and AEM represented by AEM President Dennis Slater.
The new AEM-OSHA alliance will target rough terrain forklifts, including telehandlers and straight-mast forklifts, with a focus on potential operating hazards including ground conditions, machine mobility, overloading and their use in lifting personnel.
Rough terrain forklifts were chosen because they are found on nearly all types of construction worksites — commercial, industrial, and residential. And, while there are OSHA training requirements for the machines, these are not always followed by machine owners and operators.
Materials developed as a result of the alliance will be made available in multiple languages, including Spanish.
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Mike Whitney |
Innovative Equipment Solutions (IES), a Hot Springs, Ark.-based manufacturer of automated wheel washing and disinfecting systems, appointed Mike Whitney as national sales director.
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Doug Dorn |
Doug Dorn will be assuming the role of director – OEM Sales in Europe for SAF-Holland’s Powered Vehicle Systems business unit.
In 2000, Dorn joined the Holland Group in the sales department as a national fleet account manager. He then served as product marketing manager, fifth wheels and truck OEM account manager. Prior to his promotion, he most recently held the position of Manager – Truck OEM business development.
Dorn will lead the commercial and technical activities of the Truck OEM fifth wheel business for the European market. He holds a bachelors degree in marketing/management from Minnesota State University and an MBA from Davenport University, Grand Rapids, Mich.
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Compiled by Tina Grady Barbaccia, Aggregates Manager Senior Editor.
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