The inside scoop on industry news, views, and products
December 1, 2007
Vol. 3, No.
23
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The Senate passed S. 742, Sen. Patty Murray’s (D-Wash.) “Ban Asbestos in America Act of 2007,” on Oct. 4 by unanimous consent. The National Stone, Sand & Gravel Association (NSSGA) had been working with a group of allied interests to ensure that the definition of asbestos included in the bill was accurate and that clarifying language was inserted into the report to accompany the bill. The bill was sent to the House, where it was held at the desk. Reportedly, Senate proponents of the legislation were pushing for expeditious House consideration of the Senate-passed bill. Meanwhile, Rep. Betty McCollum (D-Minn.) introduced the “Bruce Vento Ban Asbestos” and “Prevent Mesothelioma Act of 2007” (H.R. 3339), which is the companion to the Senate bill, although it does not pick up some of the changes made to the bill by the Senate Environment and Public Works Committee. NSSGA has met with majority and minority staff on the House Energy and Commerce Committee to discuss the legislation and how the chairman plans to proceed. A December hearing on the McCollum bill was rumored, but it now appears no action will be taken by the House on the legislation this year. (Source: National Stone, Sand & Gravel Association’s eDigest & Washington Watch)
The House passed the $50.9 billion House and Senate Transportation — Housing and Urban Development (THUD) Appropriations conference report (H.R. 3074) on Nov. 14 by a 270-147 vote, falling nine votes short of a veto-proof majority. In a “Statement of Administration Policy (SAP)” issued that day, the administration reiterated its opposition to highway spending that “exacerbates the strained financial condition of the Highway Trust Fund.” The overall spending bill exceeded the administration’s request by about $3 billion. Senate attempts to pass the conference report prior to the Thanksgiving recess were unsuccessful due to Republican procedural motions. The overall price tag of the bill is $105.6 billion, which includes mandatory and discretionary (what Congress has a say over) spending; the latter totals $50.9 billion.H.R. 3074 funds the highway program at $40.2 billion — the amount called for by the SAFETEA-LU law, an extra $1 billion to fix faulty bridges, and the RABA funds were included, bringing total highway funds to $41.955 billion. Transit receives $9.6 billion, while the aviation system receives almost $15 billion divided among facilities and equipment ($2.5 billion), research, engineering, and development ($147 million), and the Airport Improvement Program ($3.515 billion). The conference agreement also jettisons the controversial requirement that the $3 billion rescission of contract authority be applied proportionally — potentially causing trouble to states that flex funds from one highway program account to another. In its place is only a prohibition from flexing funds out of the highway safety account. Prior to the recess, Democratic congressional leaders floated the idea of splitting the difference on spending levels with the administration by offering to cut the 11 remaining spending bills by $11 billion, leaving the total $11 billion more than the president’s budget request. The administration quickly rejected the offer. It is unclear how Democrats plan to pass the remaining spending bills. Past scenarios lead some to think a massive omnibus is in the making, but newly adopted Senate rules allow Republicans the opportunity to kill the scenario if the administration’s concerns are not addressed. Included in the mix is the transportation spending bill. (Source: National Stone, Sand & Gravel Association eDigest & Washington Watch)
The Department of Homeland
Security released its
Appendix A
(www.dhs.gov/xlibrary/ The list contains chemicals that facilities must report if the chemical meets or exceeds the screening threshold quantity (STQ). Companies must report the chemicals by completing the Top Screen within 60 days of publication of the final list of chemicals in the Federal Register. Appendix A was finalized on Nov. 20 when it was published in the Federal Register, and companies must register on or before Jan. 19, 2008. Ammonium nitrate (AN) is the primary chemical of concern for quarry and underground stone mine operators, although there may be other chemicals of interest (COI). There are two separate entries for AN in Appendix A, each with a different STQ. Please consider the general guidelines below when registering AN or other chemicals. Consult the material safety data sheet (MSDS) to determine the Department of Transportation (DOT) hazard classification for the AN on your site. If the hazard class noted on the MSDS is 1.1, consult the STQ for the AN entry with 0.2 percent combustible substances located on page 1, last row of Appendix A. If the hazard class is 5.1 (this is the likely entry) then consult the STQ for the AN entry with 23 percent nitrogen or greater located on page 2, first row of Appendix A. If the amount of AN on your site is equal to or greater to the STQ, then register to access the Chemical Security Assessment Tool (CSAT) ammonium nitrate fuel oil (ANFO) mixtures are not contained in Appendix A. Review Appendix A and compare it with MSDS at your site to determine if there are additional COI at your facility. For a copy of the Final Appendix A list, click here. The helpline telephone number for this rule is 1-866-323-2957. E-mail questions may also be submitted to csat@dhs.gov.
The men and women who plan, design, build, and manage the nation’s surface transportation network recently took a long, hard look at the way the federal government is handling transportation. The conclusion? Major changes are necessary if America wants to have a network that is safer and able to handle the huge increase in traffic expected during this century. That’s the core finding in a comprehensive 72-page report released this week by the American Road & Transportation Builders Association (ARTBA). It is the result of a 16-month examination of current federal transportation law, policy and administration by a special ARTBA task force. The association is calling on Congress to “reform, refocus, restructure and refinance” the federal surface transportation programs when they are up for reauthorization in 2009. ARTBA has identified what it believes — in addition to improving safety — should be the two priorities driving future federal involvement in transportation:
The ARTBA report cites six transportation-related threats currently facing the nation that demand immediate attention:
To respond to these challenges, the association is recommending that the existing federal surface transportation program be refocused and restructured, with two major components. One would be a “core program” largely dedicated to asset preservation and modernization, safety and environmental mitigation activities. Incumbent in this initiative is the need to dramatically increase federal investment in highway and public transportation improvements. The association says that it recognizes, however, additional resources alone will not solve the nation’s transportation challenges. The association has developed a series of specific operational recommendations to improve the efficiency and effectiveness of the existing programs. The second, a “Critical Commerce Corridors,” or “3C,” program, would be focused on adding new highway capacity, intermodal, inland waterway and seaport connectors, and upgraded border and gateway facilities. Under the ARTBA plan, the federal department of transportation would be charged with coordinating development of a 25-year “Critical Commerce Corridors” strategic business plan, identifying projects for development on a regional basis, setting completion priorities, and establishing cost estimates. ARTBA suggests the “3C” program could be kicked off by tackling the nearly 200 traffic choke points on the Interstate Highway System that have already been identified by the U.S. Department of Transportation. It also envisions utilization of existing Interstate Highway System median and right-of-way, with tunneling and overhead structures where appropriate, for development of new freight and passenger rail capacity and “truck-only” lanes. A number of new corridors that would facilitate international freight movements have already been identified by state coalitions, the association points out. Meeting “core program” needs will require adjustments in the existing federal motor fuel excise, ARTBA says. It suggests using new revenue streams, utilizing freight-related federal user fees, public/private investments and bonding to finance the proposed commerce corridors initiative. The National Asphalt Pavement Association; American Concrete Pavement Association; National Stone, Sand and Gravel Association; and Portland Cement Association have already endorsed the 3C proposal. ARTBA has shared the 3C concept with the National Surface Transportation Policy and Revenue Study Commission that is chaired by U.S. Secretary of Transportation Mary Peters. The 3C proposal was also included as a “top 10” recommendation in a July 2007 report “A New Vision for the 21st Century” published by the American Association of State Highway & Transportation Officials (AASHTO). The full 72-page report can be found in the “government affairs” section of the Web site, www.artba.org. A 16-page executive summary is also available on the Web site. California Tries New Paving Method STOCKTON, Calif.—Most cities want to reduce their carbon footprint these days. Stockton, located in the San Joaquin Valley of California, is no exception to the new enviro-friendly thinking. So, it teamed with George Reed Inc., a regional paving contractor, to try a warm-mix asphalt technique rather than the traditional hot-mix procedure on a residential paving project recently. A bit of research indicated the touted benefits of warm-mix asphalt technology by MeadWestvaco Corp., an East Coast company. Using a chemical additive it developed called Evotherm, MeadWestvaco claims its warm-mix technology enables asphalt mixes to be produced at temperatures more than 40°C lower than traditional hot-mix asphalt applications. It says lower production temperatures could reduce fuel consumption, greenhouse gas emissions and nitrogen oxides that lead to photochemical smog, plus a significant reduction in acid rain-causing sulfur dioxide. The technology is claimed to be odor-free, reducing community response to ongoing road construction. Dropping a temperature of more than 150°C down to about 100°C or less is significant. Apparently, the city of Stockton liked the warm-mix technology. The company behind the technology claims that the aggregates and asphalts used with its warm mix are the same as those used for traditional mixes and says the technology requires little to no plant modifications. (Source: Reed Construction Data) Inaugural CONEXPO Russia Exhibition to be Held Sept. 15-18, 2008 in Moscow The Association of Equipment Manufacturers (AEM) announces the formation of a new exhibition — CONEXPO Russia — in response to manufacturers seeking improved opportunities to showcase their products and technologies to the growing Russian marketplace. The inaugural show will be held Sept. 15-18, 2008 in Moscow. CONEXPO Russia will focus on construction, forestry, and utility equipment. AEM is organizing CONEXPO Russia in conjunction with the Exhibition and Marketing Centre, a Moscow-based exhibition organizer of DORKOMEXPO. For more information on CONEXPO Russia, contact Alan Stenum at 414-298-4144 or astenum@aem.org in the United States; Anastasia Belyaeva at 7-495-764-4013 or anatasia_irf@mail.ru in Russia; and Helen Sun at 011-86-10-684-92403 or hsun@cm-1.com in China. AEM general contact information is phone 800-867-6060 (toll free) or 414-298-4150, fax 414-272-2672, or e-mail info@aem.org, or Web site www.aem.org. NSSGA Releases ‘Reauthorization Roadmap’ The National Stone, Sand & Gravel Association (NSSGA) has just released its new “Reauthorization Roadmap: An Aggregates Industry Guide to the Next Federal Surface Transportation Bill.” The next surface transportation bill will require each of us to be an advocate for our industry. This new booklet provides a roadmap for involvement in the process. For a copy of the booklet, contact Michelle Breiner at 703-525-8788 for a copy. Pioneer Concrete Donates Trees in ‘Green,’ Beautification Effort Employees of Wilmington, Del.-based Pioneer Concrete moved soil instead of concrete when they recently spent a Saturday morning planting trees at Silver Lake Park in Dover.
Pioneer is no stranger to reaching out to the community. “We have been working with representatives from several cities, including Dover, to find unique ways to participate in downtown development and beautification projects,” said Michael Petrillo, general manager of Pioneer Concrete, in a press release from the company. “This park beautification project was an opportunity for us to be involved in community development and provide a better play area for local children and their families.” Highlights from the December 2007 Aggregates Manager print issue:
ARTBA 2008 Economic Forecast: Modest Real Growth in Highway Construction Market Highway and bridge construction should continue to be among the most stable of U.S. construction markets during 2008, showing modest year-on-year growth, according to a forecast released by Dr. William Buechner, vice president of economics and research for the American Road & Transportation Builders Association’s (ARTBA). The value of construction work performed on highway and bridge projects will grow to just under $78 billion in 2008, representing a three to four percent increase over the estimated $75.5 billion during 2007. Equally important, recent signs that rapid inflation in the cost of highway construction materials is easing may allow the projected federal, state, and local highway investment to support more projects in 2008, says Buechner, ARTBA’s top economist, in the forecast. The most important factor driving the outlook for highway and bridge construction in 2008 will be the federal highway program. SAFETEA-LU, the highway and transit law, provided a $3.4 billion increase in federal highway investment in FY 2007 over the 2006 level. At least 80 percent of that money will eventually go directly into construction work. Of the remaining 20 percent, about 9 percent goes to design work and 5 percent to right-of-way acquisition with the remainder spent on environmental mitigation, administration, research and related activities. As these funds move into the pipeline, Buechner says, the biggest impact will occur in the 2008 construction season because of the time needed to design and start projects. This increase, plus other federal highway funds already in the pipeline, will support almost $30 billion of highway and bridge construction work in 2008, up from just less than $27 billion in 2007. The annual transportation appropriations bill currently working its way through Congress for fiscal year 2008, with another potential increase in federal highway investment, should also help contribute to federal-aid highway construction during 2008. Historically, federal funds finance approximately 40 to 45 percent of all highway capital investments, including construction. Buechner cautions state and local budgets, however, will, at best, finance about the same amount of highway and bridge construction work in 2008 as they did in 2007 — around $49 billion. There are several reasons this is the case, Buechner says. During the past three years, state and local governments increased their own highway investment substantially in an effort to accomplish as much construction as possible while facing a 40-percent increase in the cost of highway and bridge construction materials. Between 2004 and 2007, state and local funds financed about $15 billion of the total $17 billion increase in highway construction work. The rapid increase in state and local spending left little in their treasuries to finance more growth in 2008. Slower-than-expected growth in highway user fee revenues, and the housing downturn with fewer home sales and lower appraised housing values will also impact tax collections and local highway construction spending. Some states, such as California, are trying to fill the funding gap with bond revenues or other borrowing. Others, like Indiana, have revenues from toll-road monetization or are expanding the use of public-private ventures to construct roads. This may help support growth of highway construction in 2008, but the largest impact is likely to be in future years. According to the ARTBA economist, another factor supporting a forecast for modest growth of highway and bridge construction next year is a three to 4-percent increase in the value of new contracts awarded for highway and bridge projects so far in 2007. The 2008 ARTBA forecast is also based on the continued easing in construction material costs. In 2005, prices for highway and bridge construction materials rose more than 12.5 percent, followed by another 10.8-percent increase in 2006. These cost increases absorbed almost all of the increased highway construction spending those years — with the market implication of fewer, yet more expensive projects being let by state and local governments. By contrast, during 2007, material costs are up only about 5 percent, impacted to a large degree by the downturn in housing construction. ARTBA expects this trend to continue in 2008. The cost of oil, which impacts the cost of highway construction materials and equipment operation, is always a wild card. ARTBA projects little growth in subway and light rail construction for 2008 — funding for the federal “New Starts Program” is up about $100 million, but most of the available funding is already dedicated to ongoing projects. Airport construction will also be modest, despite growing needs, until Congress completes action on a new aviation authorization measure with additional investment for the Airport Improvement Program.
Vulcan Materials Completes Acquisition of Florida Rock Birmingham, Ala.-based Vulcan Materials Co. on Nov. 16 publicly announced the completion of its acquisition of Florida Rock Industries, Inc. for about $4.2 billion, based on the closing price of Vulcan stock on Nov. 15, 2007. The acquisition further diversifies the geographic scope of Vulcan’s operations, providing the company with an enhanced presence in attractive Florida markets and in other high-growth Southeast and Mid-Atlantic states while also bringing Vulcan more than 2 billion tons of aggregates reserves in markets where reserves are increasingly scarce. “We are very pleased to announce the closing of our acquisition of Florida Rock,” Don James, Vulcan chairman and CEO, says in a press release. “We can now begin pursuing the synergies from our combination and opportunities from our broadened regional footprint and expanded presence in some of the most attractive construction materials markets in the U.S. The addition of Florida Rock will enhance our strategic position and long-term growth opportunities. “We are particularly pleased to welcome Florida Rock — a company we have respected for many years and know to share our values and management philosophy — into the Vulcan family,” James continues. “We look forward to our collaboration and entering the next chapter of our history together.” Florida Rock President and CEO John Baker adds, “We are extremely pleased to have completed the combination of our organization with Vulcan Materials. We have great respect for Vulcan Materials’ team and believe they offer an ideal business fit and a highly compatible culture to Florida Rock’s. “This is good for our shareholders as well as our employees who will enjoy enhanced opportunities as part of an even stronger and more geographically diversified organization that has operations in key high-growth markets nationwide,” Baker notes. Under the terms of the agreement announced on Feb. 19, 2007, Vulcan Materials Co. stockholders are to receive one share of common stock in a new holding company (whose subsidiaries will be Vulcan Materials Co. and Florida Rock) for each Vulcan Materials Co. share. Former Florida Rock stockholders will receive either 0.63 shares of the new holding company or $67 in cash, without interest, for each Florida Rock share, subject to pro-ration, to ensure that in the aggregate 70 percent of Florida Rock shares will be converted into cash and 30 percent of Florida Rock shares will be converted into stock. Florida Rock’s shares will no longer be traded on the New York Stock Exchange. In addition, the quarterly dividend of 46 cents per share announced by Vulcan on Oct. 16, 2007 will be payable Dec. 10, 2007 to shareholders of record on Nov. 26, 2007 of the new holding company’s common stock. Vulcan, Florida Rock Merger Affects Georgia Quarry Last week’s merger of Vulcan Materials Co. and Florida Rock Industries Inc. will have an immediate impact in Columbus, Ga., though the extent of that impact is unknown. As part of the deal that allowed Vulcan to purchase Florida Rock for $4.6 billion, the two companies must divest of eight rock quarries in Georgia, Tennessee, and Virginia. One of those quarries is the Florida Rock facility on Smith Road that employs 76 people. There is a Vulcan Materials quarry on Fortson Road at the Muscogee-Harris County line that employs 48 people. Both quarries produce coarse aggregate, a rock material that is used in concrete and asphalt. The U.S. Department of Justice’s Antitrust Division filed a civil antitrust lawsuit last week in U.S. District Court in Washington, D.C., to block the proposed transaction. At the same time, the Department filed a proposed consent decree that, if approved by the court, would resolve the lawsuit and the Department’s competitive concerns. Susan Burns, a Vulcan Materials spokesperson based in New York, said the company was “working to integrate Florida Rock’s facilities and divest operations as required by the court and the Department of Justice.” It is unsure how Vulcan will divest the Florida Rock quarry and what will happen to those employees. “We are exploring a variety of means of divesture, whether outright sales or, to the extent possible, asset swaps,” Burns said. “We can confirm that we will be divesting the Florida Rock quarry in Columbus, Ga., and we will be providing those employees with more information as soon as we are able.” Officials at the local plants referred all questions to the Vulcan Materials Birmingham office, which referred them to a New York public relations firm. If Vulcan had not been forced to unload the eight quarries, it could have driven prices up, the Justice Department claimed. “Without the divestitures obtained by the Department, purchasers of coarse aggregate in parts of the Atlanta metropolitan area, in Columbus, Ga., in Chattanooga, Tenn., and in South Hampton Roads, Va., likely would have faced higher prices as a result of this transaction,” said Thomas O. Barnett, Assistant Attorney General in charge of the Department’s Antitrust Division. “The divestitures will ensure that these customers will continue to receive the benefits of competition.” (Source: Columbus Ledger-Enquirer — McClatchy-Tribune Information Services via COMTEX) Holcim to Acquire Minority Ownership of Lattimore Materials Zurich, Switzerland—Holcim Participations (US) Inc. signed a definitive agreement to purchase a significant minority ownership position in Lattimore Materials Co., L.P. of McKinney, Texas. Lattimore Materials currently employs approximately 1,150 people and operates six aggregate quarries, 19 ready mix concrete plants, four rail terminals, and a fleet that includes more than 400 mixer and haul trucks. At Aggregates Manager e-News press time, the closing of the transaction was expected to occur at the end of November. Lattimore Materials’ management team, led by Lattimore President Vic Lattimore, will continue to manage the company and oversee its operations. “This transaction makes good business sense for both companies,” Lattimore said in a written statement. “Holcim is a quality company. We believe that this investment will strengthen both companies’ prospects for growth and allow them to add greater value and long term stability.” Lattimore has been involved in numerous high-profile projects, including the Texas Motor Speedway, Gaylord Texan (Opryland), and the J.C. Penney National Headquarters building.
Applications Trade In or Trade Up? Learn how to gather information and make the best by Rodney E. Garrett There is no better time to reassess specific equipment brands and alternative equipment options than at trade-in time. However, making the best decision requires gathering pertinent equipment information and evaluating performance records. To illustrate, consider the equipment employed at the beginning of the traditional rock-to-aggregates process and then fast forward to the equipment used at the end of the process. Typically, the equipment kind at the quarry face is a wheel loader, and the equipment used to load delivery trucks at the aggregates stacks is likewise a wheel loader, albeit smaller in capacity. When considering an equipment trade, questions arise about what brands and models should be chosen. Further study may include alternative types of equipment. Often, the equipment to be traded is six to 10 years old, so newer technologies have been introduced with many focused on improving machine performance. S.M. Lorusso & Sons, Inc., a Walpole, Massachusetts-based aggregates producer, has addressed these questions as well as many others before trading its equipment. By completing a thorough analysis of its equipment performance, operational costs, and production goals, it was able to upgrade to better performing, more cost-effective equipment.Company history S.M. Lorusso & Sons, Inc., was founded in 1940 by a father-son team as a sand and gravel supply company. Today, the son, Tony Lorusso is the company president and tends to corporate matters. His son, AJ, serves as vice president and handles the equipment management program and daily operations of four quarries. The company remains a family affair with six family members owning S.M. Lorusso & Sons, as well as Cape Cod Aggregates and Lorusso-Bristol Stone Corp. S.M. Lorusso & Sons owns and operates four quarries in Massachusetts with its headquarters in Walpole. One of S.M. Lorusso & Sons’ more notable projects included supplying aggregates to the Boston MTA Big Dig Tunnel Project. Two of its quarries serve to illustrate Lorusso’s equipment-evaluation purchasing program for excavating/loading equipment; West Roxbury Crushed Stone and Wrentham Quarry. Both quarries are named after the respective towns in which they are located. Although these are two of the company’s more mature sites, they have the latest excavation and loading equipment that is owned by the company with some pieces that are only 1 year-old. The West Roxbury quarry is comprised of eight benches/faces in depth, with each face about 40 feet high. The Wrentham quarry does not have as many benches, but it also is conventionally laid out. West Roxbury produces aggregates for asphalt paving and ready-mixed concrete production, as well as railroad ballast. The bulk of aggregates produced at the Wrentham quarry are supplied to the CertainTeed Corp., a major manufacturer of roofing materials, where the supplied crushed/screened aggregates are further reduced in size to produce roofing granules. Most of the rock quarried at Wrentham is rhyolite. It is a fine-grained igneous decomposed (chemically weathered) volcanic rock that is massive with extensive jointing. It includes silica as well as some alkali feldspar and quartz. Los Angeles abrasion tests show results ranging from 11 to 15 percent. The rock quarried at West Roxbury is a relatively hard granite, which is an igneous plutonic rock and similar to rhyolite, but does not have rhyolite’s microcrystalline structure. It, too, is quite abrasive, which can influence the kind of excavating/loading equipment chosen for the work at the face. Consider performance records The flagship excavating and loading equipment in the Lorusso fleet is currently Liebherr, which is by choice. According to AJ Lorusso, there are many very good equipment brands to choose from. “We do not endorse any make equipment. We have used different brands of wheel loaders, excavators, and even a shovel,” he says. “We evaluate the different brands before purchasing, and then we select the best that is offered at the time. Our loyalty is to the company and what equipment best serves it and not to a particular brand of equipment.” S.M. Lorusso & Sons maintains thorough performance records on each piece of equipment, but AJ says this information is not sufficient for making a well-informed decision when choosing replacement equipment. He says that just because one brand of wheel loader was an outstanding performer in the past, it may not be the current equipment category leader. This explains why the company’s wheel loader brands have varied through the years. However, choice has not been based simply on one brand over all others. The kind of equipment also has been changed. For example, the company has switched from using wheel loaders at some of the quarry faces to using a shovel at a third quarry. In addition, two quarries now use hydraulic excavators. Changing the kind of equipment used at the quarry faces was to improve the cost effectiveness in digging blasted rock and to increase significantly the loading efficiency. Factor in operational costs Today, the equipment’s fuel efficiency is as an important consideration as is the machine’s reliability and productivity because of the continued increase in diesel fuel prices. The company records the fuel-efficiency performance of each wheel loader (even one on demo). Each wheel loader of the same make and model can vary significantly depending on what kind of work it does, so that is also noted. The fuel utilization data are then projected over the anticipated machine hours the wheel loader will be used by the company. Table 1 shows a comparative analysis of wheel loaders in Lorusso’s fleet or ones that have been demonstrated. Each wheel loader was used primarily for loading aggregates onto delivery trucks. Table 1 shows that Liebherr wheel loaders provided the best fuel savings compared to other models of wheel loaders. Further, the reliability of the four model L580 wheel loaders has averaged 97 percent. Table 1
An interesting point made by AJ is that one of the wheel loaders listed in Table 1 features a 7-cubic-yard bucket compared to the Liebherr 6.5-cubic-yard bucket. “If we were to use the 7-cubic-yard wheel loader to load trucks where we could eliminate one pass per truck we would factor that in as a plus,” he says. “However, loading delivery trucks here makes no difference because either loader must make four or five passes each, depending on the capacity of the truck.” Along the same thinking, another wheel loader listed in Table 1 has a 6.0-cubic-yard bucket, and this size does require an extra pass per delivery truck loaded. For example, the Liebherr wheel loader fills the larger capacity trucks with exactly five passes of the 6.5-cubic-yard bucket. The wheel loader with the 6-cubic-yard bucket would come up 2.5 cubic yards short to fill the truck, so a sixth pass is necessary. Despite this wheel loader’s smaller capacity, the fuel consumption per hour is greater, and the loading time is 20 percent greater. Considering all direct and indirect costs for the model L580, its lifetime cost at the quarry will be $100,000 less than the next most cost-efficient wheel loader listed in Table 1. Since there are five L580 wheel loaders in place, the total savings comes to $500,000 over a six-year term. Fuel consumption efficiency is a major role in gaining those savings. Consider alternative options AJ says the use of big excavators at the quarry face for loading blasted rock is proving to be the most productive and cost effective method yet. For years, the company carried out the more traditional method of loading blasted rock by using big wheel loaders. It did a reasonably good job, according to AJ, but they also were very costly to operate. One big wheel loader fitted with an 8-cubic-yard bucket and used at the face in the West Roxbury quarry had 22,000 machine hours tallied before a new Liebherr R 974 B Litronic hydraulic excavator replaced it. This model is an 185,000-pound machine featuring a 6-cubic-yard bucket. At a third quarry owned by the company, a shovel is still used at the face. It is one size larger than the model R 974 B. AJ says the shovel is a good performer, and its use actually inspired him to consider evaluating the big excavators for gaining even greater performance. Some of the advantages he found in an excavator compared to a shovel is a lower purchase price and significantly longer tracks life where the pads are a very expensive item to replace. The shovel’s pads need be replaced every 2.5 years at a price of $25,000, plus labor installation costs. After two years of use, the excavator’s original tracks are still in place and show little signs of wear. There are some performance advantages to using a hydraulic excavator compared with using either a shovel or wheel loader. The excavator operator does not dig blindly into a pile of rock as he does using a shovel or wheel loader. This advantage enables him to readily spot oversize rock pieces and quickly segregate them from the pile. The operator can pick up the rock in the bucket, swing the boom, and dump it outside the of the rock heap. With short-reach booms on the other two machines, the rock is scooped into the bucket, and the machine must walk with it to the outside of the pile before it is dumped. This action must be repeated at least five times a day, at the expense of production time. The greater reach of the excavator’s boom also enables the operator to center the rock while loading it onto the haulers, thus increasing the payload. Further, it is easier and safer to handle the hauler, and the centered load eliminates rock spillage onto the haul road. A major maintenance cost associated with the wheel loaders is tire replacement. Tire replacement costs for wheel loaders at the two sites are pro-rated and total $70,000 a year. The short tire life is attributed to blasted rock with its multi-sharp edges that cut and gouge the tires. A comparison of operational and ownership costs for both the wheel loader and excavator shows that the excavator costs $5 per hour less. Throughout the projected 16,000 hours of use, it will save the company $80,000 in excavation and loading costs per quarry. Fuel savings, based on the quantity of rock handled, are improved by 20 percent. While the fuel consumption per hour is similar for either machine, the excavator loads the haulers at a rate of 1,000 tons per hour compared to the wheel loader’s rate of 800 tons per hour. There are, of course, pros and cons for choosing any brand and kind of equipment. AJ says that he is fully aware of that fact, and it a reason why he will not endorse any brand. However, the brand of equipment in the Lorusso fleet presently works best for the company, and AJ does recommend that equipment buyers put it on their short list when choosing new equipment.
Kobelco says its new SK260LC Acera Mark 8 excavator boasts a higher horsepower, Tier 3 engine, improved hydraulic flow, and a better combination of bucket force, swing torque, and drawbar pull forces than its predecessor. The 181-horsepower machine has an operating weight of 57,300 pounds and a new control system that is said to recognize the operator’s moves and provide “incredibly smooth” hydraulic response. Its auto-acceleration system increases engine rpms and hydraulic flow in proportion to the operator’s movement of control levers, and an auto-deceleration system saves fuel and engine life by reducing engine rpms after 4 seconds of operator inactivity. Rinsing unit runs wet or dry
The unit installs like a chute and can be run wet or dry. It is said to fit into most applications and does not require coarse screw washers, motors, reducers or seals, according to Kemper. It has a 100-ton-per-hour capacity and will fit under 24-, 30-, or 36-inch conveyors. Boosts crushing capacity by 15 percent The new Quarry-Trax Model TJ3258 mobile track-mounted jaw crusher from Telsmith, Inc. accepts larger stone, features a 58-inch-wide crushing chamber, and uses a heavier-duty grizzly feeder capable of running a higher tonnages and holding up in heavier-duty environments — boosting crushing capacity up to 15 percent, according to the company.
Large, hydraulic cylinders that support the toggle and the toggle beam come as standard equipment on the jaw crusher, allowing three key benefits: hydraulic adjustment, hydraulic relief, and hydraulic chamber testing. Hydraulic adjustment allows adjusting to be done quickly, with the touch of a button. Older-style mechanical systems may take as long as an hour and often require heavy lifting. Hydraulic relief allows the crusher to open up if tramp iron gets into the machine or it becomes overloaded, protecting internal parts from damage. According to the manufacturer, this crusher’s design is the only one that generates an alarm and automatically returns the crusher back to the original operating position after the tramp metal has passed. The hydraulic chamber clearing is unique to the Telsmith design, according to the company. This design enables the chamber to be cleared by crushing the stone with hydraulics, allowing the crusher to restart in about 15 minutes. Additionally, all the stone is crushed and falls onto the conveyor belt and can continue on in the process without being handled. This machine is a heavier design than many of the track plants available on the market, making it designed to be built to last in an aggregates operation instead of being targeted at the contractor market, which focuses on lighter designs for ease of road travel. According to Telsmith, the track plant concept eliminates haul trucks by crushing at the face, which reduces operating costs. The TJ3258 model uses Programmable Logic Controller (PLC) controls for ease of operations. In the automatic mode, the crusher feed is maintained and maximized by monitoring engine load, crushed load, and feed bin level. The crusher setting is displayed on an on-board, color LCD monitor and adjustments are enabled through push-button controls. A handheld, wireless remote maneuvers the plant and provides crusher, feeder, engine, and conveyor controls from a safe distance. Four sensors are monitored in a continuous PID loop — the stone level over the crusher, the power load at the crusher, the power demand on the engine, and the discharge hopper level. As any one of these elements nears the maximum set point in the program, the feeder slows down slightly to lighten the load but does not stop completely. As the load lightens, the feeder rate increases. Telsmith maintains that this dynamic approach yields higher production tonnage and provides greater protection for the plant.
For more new products for the industry, check out
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Pioneer partnered with Dover’s Park and Recreation Department,
donating the trees and their “green” thumbs as part of
beautification efforts to give back to the local community. When
full grown, the new trees will provide shade to a nearby playground
where local children and their families routinely gather to enjoy
the outdoors. 
Improved mid-size excavator
Kemper Equipment
has extended its line of quarry
products with the introduction of the RC Rinsing Unit, which is
designed to remove excess -200 mesh-coated aggregate and wash it
away. 
Linatex entered into a definitive agreement, effective as of Oct. 31, under which Linatex Corp. of America will acquire Durex Products, Inc.
Together, Linatex and Durex will offer customers a comprehensive range of products, services, and solutions for materials processing in hard rock mining, sand and aggregates. Both companies have a strong focus on providing products that offer superior mineral processing solutions combined with maximum wear resistance. This in turn delivers optimum throughput with significantly reduced maintenance costs.Due to the variety of standards that exist in the diesel engine industry and in response to questions from various markets, John Deere Power Systems (JDPS) is officially clarifying its position on the use of biodiesel in its diesel engines.
Here is the company’s position:While 5-percent blends (B5) are preferred, biodiesel concentrations up to a 20 percent blend (B20) in petroleum diesel fuel can be used in John Deere engines through Tier 3/Stage III A models, including all non-emissions-certified engines. Biodiesel blends up to B20 can be used only if the biodiesel (100 percent biodiesel or B100) meets ASTM D6751 (U.S.), EN 14214 (EU) or equivalent specification.
Biodiesel users are strongly encouraged to purchase biodiesel blends from a BQ-9000 Certified Marketer and to source from a BQ-9000 Accredited Producer, as certified by the National Biodiesel Board. Certified Marketers and Accredited Producers can be found at www.bq-9000.org.
John Deere-approved fuel conditioners containing detergent/dispersant additives, such as John Deere Premium Biodiesel Fuel Conditioner, are recommended when using lower biodiesel blends but are required when using B20 blends.
Biodiesel is a renewable, oxygenated fuel made from agricultural resources such as soybeans or rapeseeds. It is biodegradable and free of sulfur.The Association of Equipment Manufacturers (AEM) has presented “milestone member” awards to the following five companies in recognition of their industry support through longtime and continuous participation in the association:
Astec Industries Inc.: Astec Industries of Chattanooga, Tenn., was honored for achieving 75-year AEM member status in 2007.
In addition to Astec Industries Inc., four companies also reached milestone status in 2007. Companies honored as 25-year members in the association are the following:
- LeTourneau Inc. of Longview, Texas
- McLaughlin Manufacturing Co. of Greenville, S.C.
- Pettibone Corp. of Baraga, Mich.
- TT Technologies Inc. of Aurora, Ill.
The latest people news on who’s who and who has moved where within the industry. |
Glen Tellock, president and CEO of Manitowoc Co. in Manitowoc, Wis., has been elected 2008 chairman of the Association of Equipment Manufacturers (AEM), the North American-based international trade group representing the off-road equipment manufacturing industry.
Also elected as 2008 AEM officers were the following:
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First Vice Chairman Martin Richenhagen, chairman, president, and CEO of AGCO Corp. in Duluth, Ga.;
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Second Vice Chairman Tiffany Sewell-Howard, CEO of Charles Machine Works in Perry, Okla.;
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Treasurer Duane Wilder, president of Liebherr Construction Equipment Co. in Newport News, Va.; and
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Secretary Dennis Slater, AEM’s full-time president.
AEM has also elected industry executives to serve on its Board of Directors, as well as naming sector vice chairpersons They are the following”
- Named as Vice Chairman-Agriculture is Douglas DeVries, senior vice president of Ag Marketing, North America, Australia, and Asia of Deere and Co., Moline, Ill.;
- Serving as Vice Chairman-Construction is Lynne Woodworth, president and CEI of Stone Construction Equipment Inc. in Honeoye, N.Y.
Elected to serve on the association’s Board of Directors are the following:
- Daniel Allan, president, Sandvik Mining and Construction, Atlanta, Ga.;
- Douglas DeVries, senior vice president of Ag Marketing, North America, Australia, Asia of Deere and Co., Moline, Ill.;
- Dennis Eagan, group president of Industrial and Power Equipment, Blount Inc., Zebulon, N.C.;
- Roger Euliss, president, Multiquip Inc., Carson, Calif.;
- Russell Fowler, president and CEO, Krone North America, Memphis, Tenn.;
- Timothy Frank, vice president of Operations and Strategy, Volvo Construction Equipment North America, Asheville, N.C.;
- Anirban Ghosh, president, Mahindra USA, Tomball, Texas;
- Richard Kleine, Vice President Off-Highway Business, Cummins Inc., Columbus
Christine Reed was promoted to the Director of Highways for the Illinois Department of Transportation (IDOT), effective as of Nov. 16.
Reed has been employed with IDOT since 1989. She started in the Division of Highways working in the Bureau of Materials and Physical Research. She held various positions in the Office of Planning and Programming from 1997 to 2003, including the Bureau Chief of Statewide Program Planning.
In 2003, she was promoted to District Engineer in District Six. She then became the Deputy Director of Highways/Region Four Engineer.
Reed is a graduate of Texas A&M University with a Bachelor of Science in Civil Engineering and is a registered professional engineer in Illinois.
IronPlanet, an online auction house for used heavy equipment and trucks, has appointed Jeff Jeter as the company’s senior vice president of International and New Business Development.
Jeter is responsible for identifying and pursuing new business initiatives. He will lead international business planning activities including market assessment, financial planning, organizational design, partner identification. and market launch initiatives. Jeter is also responsible for developing supplier participation and customer acquisition and loyalty.
Jeter brings more than 25 years of experience in sales, marketing, and international business to IronPlanet, including a position as managing director at Iomega for both the Asia-Pacific and Europe regions. Most recently, Jeter was a senior principal at PRTM Management Consultants and Senior Vice President of Marketing for Manugistics where he was responsible for the development and execution of Manugistics’ worldwide marketing programs.
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Compiled by Tina Grady Barbaccia, Aggregates Manager Senior Editor.
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