Contrary to the common myth, the job of a heavy equipment operator is not confined to just operating the bulldozer. Nor is it a gender specific vocation since both men and women are employed in this field.
If you can operate large machinery, are willing to work as a team, possess satisfactory communication skills and are open to suggestions for improvement, you can definitely be successful as a Heavy Equipment Operator.
Who is a Heavy Equipment Operator
Neither a designated trade nor designated profession, a heavy equipment operator maintains, repairs and adjusts the huge not so very delicate machines used in construction work. They also find employment at travel refuse collection routes or freight jobs.
Educational Qualifications and Eligibility Criteria
There are very few schools in the US that offer courses in heavy equipment training. Students are taught the basics of analytical and diagnostic techniques along with an in depth knowledge of electronics. Being a field job, the training imparted for the job is mostly done in practical surroundings.
The sub categories of the job position, such as a mechanic require a certification of validation, which needs to be renewed every 5 years.
Other than the educational factors, the first and foremost eligibility criterion is the possession of a Commercial Drivers License. Experience in driving trucks and smaller construction machinery is considered an added advantage. An ability to work with different people, to be open to the idea of additional training and responsibility and judgment of distance are some of the other criteria for hiring a heavy equipment operator.
A number of apprentice jobs are available for fresh graduates or trainees who have completed formal courses in heavy equipment operations. Most organizations pay a very nominal salary at the entry level to these apprentices.
Nature of the Job
The job of a heavy equipment operator is to operate machines such as the off highway trucks, graders, articulated trucks and loaders, scrapers, pavers, backhoes and shovels. As a junior operator, one could start out with operating small equipment and later move on to the heavier ones. The equipments under the former category include small rubber tire loaders and monitoring equipments.
With experience and training, one could eventually be promoted to senior positions such as a superintendent, job foreman, safety officer or trainer. If you are an independent minded person, you could also go ahead and set up a business of your own, after acquiring a few years of experience.
As this is a job that is required in almost every heavy manufacturing facility, one could easily relocate to any town or city without any worries about finding a decent job as a heavy equipment operator.
Salary
The standard workweek for heavy equipment operators is 40 hours. On an average, they could make approximately $20,000 to $49,000 a year (including benefits). A statutory holiday and vacation pay is also provided along with a group insurance for vision, health, dental, and retirement packages. Cumulatively, one could earn nearly 20% to 30 % of the basic hourly pay rate.
A word of caution though is that this job can take a toll on your health if you are not physically strong and if you dont possess the zeal to tackle the strenuous work conditions
http://www.articlecircle.com/career/how-to-become-a-heavy-equipment-operator.html
Sunday, February 3, 2008
Dana Corporation Installs Aisle-Master IC Articulated Lift Trucks
An articulated truck is a vehicle that is most commonly used in construction work. Articulated trucks are used to haul heavy loads, sometimes over difficult terrain, and they can be considered a type of tractor-trailer unit. There are simple articulated trucks that haul goods, as well as articulated dump trucks that are also loaders.
The main feature of an articulated truck that puts it in a separate driving class is its drive system. The drive system is based on the number of wheels on the axles used to pull the truck. The most common system is the 6 x 6 system, in which the truck has six wheels on three axles and all are used when driving the truck.
Another system used is the 6 x 4 drive, in which only the rear four wheels are used when driving. The original drive system in articulated trucks is the famous 4 x 4 drive. This was designed for trucks that drive over the roughest terrain on the planet. The 4 x 4 drive system helps the truck maneuver over terrain that could be a potential problem for the goods being carried.
An articulated truck can be used to carry all kinds of goods. The 4 x 4 drive system, for instance, is most often used for loads such as flammable liquid. An articulated truck also has the ability to carry loads of up to 40 tons in weight. This is why it is so popular in the construction industry, in which heavy materials are used.
One of the problems of the articulated truck is found with the rear trailer. Because of its coupling system, the trailer works independently from the driving cab. A skilled driver needs to keep a watchful eye on the trailer using side view mirrors. Because of the independence of the trailer, the driver has no sense of the trailer's motion. There are now video cameras that can be installed in the trailer to allow drivers to be aware of the trailer’s movement.
The articulated truck is one of the most versatile hauling vehicles in the world. Because of its versatility and mobility, it is used in a variety of industries, not just construction. Think of the large logging companies that transport huge numbers of trees; this would not be possible without the articulated truck. The military has a huge fleet of various types of articulated trucks, some of which are specially armored. You even have the articulated truck to thank for your garbage collection once a week.
htThe Spicer Drive Shaft Div. of Dana Corp. recently installed 4 Aisle-Master narrow aisle, LP Gas internal combustion lift trucks at its Gordonsville, Tennessee, production facility.
The installation is part of an eleven-truck order for facilities in Michigan, Tennessee and Kentucky. The purpose was to create more space for production equipment and improve material flow between storage areas and production operations at these plants. Dana consolidated a number of operations into its Gordonsville, Tennessee facility and needed additional space within this facility to install production machinery, as well as to free up additional floor space for storage of raw materials and finished goods. The Aisle-Master lift trucks are a fundamental part of Dana’s initiative to increase productivity at it’s manufacturing plants where drive shafts are produced for the automotive industry.
Dana also used the opportunity to redesign much of the layout for a better flow of material between storage and production, improving cycle times and freeing trucks for additional activity.
The Spicer Driveshaft Division is an operating unit of Dana's Automotive Systems Group. Dana’s core businesses are the manufacturing of axles, driveshafts, structures, brake and chassis products, fluid systems, filtration products, and bearings and sealing products. Dana combines these products and a variety of strategic services to support the production and aftermarket service sectors of its primary markets, supplying products to automotive manufacturers as well as three internal strategic business units, including the Heavy Truck, Off-Highway, and Automotive Aftermarket Groups.
By reducing aisle widths from 13 ft or 15 ft to 8-ft at the Gordonsville facility, manufacturing and storage space was created without increasing the size of the buildings. “We were able to increase our inventory storage by an average of 40% across our three facilities,” points out Mark Stebing, Training, Ideas, and Safety Coordinator at Dana. “We were also able to increase our production space at Gordonsville by at least 20%,” he adds. “Re-working the interior layout for narrow-aisle storage and relying on a flexible, multi-purpose truck was less expensive than the anticipated costs of new construction.”
Because Dana works three shifts, seven days per week, the lift trucks needed to be extremely reliable because downtime on the trucks would also affect receiving and production operations. “The significance of downtime can’t be over emphasized. We evaluated electric vehicles but full-shift operation wasn’t adequate and battery change time reduced the operating cycles available to one shift or another,” Stebing comments. “With global capabilities we manufacture and provide just-in-time delivery of fully integrated driveline solutions anywhere in the world.” The Aisle-Master is designed to work in 6 ft-6 in. aisles, saving space in areas where aisles between 12 ft and 15 ft are necessary. The articulated design allows the truck to be maneuvered easily in confined surroundings and the LPG engine permits indoor and outdoor use.
“We have an eleven truck fleet at Gordonsville and, while the Aisle-Masters have the capability to load/unload trailers with the low collapsed height 187 in. triple masts, we chose to leave this function to other trucks in the plant that can’t otherwise handle inventory as efficiently,” Stebing comments.
Dana handles products in a variety of load configurations:
• 48 X 40 and 90 X 40 wood pallets
• Collapsible wire containers
• Bulk corrugated containers on wood pallet bases
• Stackable plastic tote boxes carried on a plastic pallet base
Much of the lift truck activity is moving components in wire containers from indoor rack storage to production. The trucks also remove empty containers from production to an outdoor storage area.
Aisle-Master’s United States product manager, Finbarr Collins, oversaw the truck demonstrations and training at the Dana facilities during each of the three shifts. Dana management viewed this as a significant commitment because it ensured that the requirements of both its department managers and truck operators were taken into consideration to ensure the truck could fulfil the tasks required in all areas of the plant.
The fact that a 3-way, catalytic converter and fuel system controller are fitted to the Aisle-Master’s LP Gas, GM engine means the truck can be used both inside and out. “I’m used to an electric truck environment and we attempted to go ‘green’ with this application, but the facility was large enough, the ventilation adequate, and the productivity gains sufficient to move in another direction,” says Stebing.
Another important consideration for Dana was the truck’s reliability and spare parts availability. “Parts availability and reliability were key issues in our decision making,” says Mr. Stebing. “The fact that the Aisle-Master is fitted with a GM engine and most of the other components are available from US suppliers was an influencing factor. We work seven days around the clock, therefore we cannot afford any downtime from our fork trucks.” In addition to Aisle-Master’s US centralised spare parts, dealers will also carry a recommended stock of service items for routine maintenance at a local level.
Another important issue was operator training because the articulated concept is different from reach or counterbalanced trucks. “I wish I had this truck years ago,” says Stebing. “It’s a hoot to drive.” Aisle-Master provides a very comprehensive operator training program that covers both safety and operational procedures.
“The articulated design of the Aisle-Master means that operators can be trained quickly and my experience is that after a couple of days the drivers actually prefer the truck from an operational point of view compared to reach or counterbalanced trucks” says Aisle-Master’s Joe O’Brien. Visibility is significantly better and there is no rear end swing making the truck highly maneuverable and can result in less product and rack damage.
The financial benefits for Dana since introducing the Aisle-Masters include the fact that the truck can be used throughout the plant, reducing the number of application specific and area specific trucks required. Double handing is also eliminated, when necessary, because the truck can take product directly from the manufacturing or storage areas to the delivery vehicle.
With the demand for greater efficiencies now more relevant than ever, versatile products such as Aisle-Master, which can generate up to 50% additional storage space, will continue to become a popular equipment choice.
http://www.mhmonline.com/nID/1032/MHM/viewStory.asptp://www.wisegeek.com/what-is-an-articulated-truck.htm
The main feature of an articulated truck that puts it in a separate driving class is its drive system. The drive system is based on the number of wheels on the axles used to pull the truck. The most common system is the 6 x 6 system, in which the truck has six wheels on three axles and all are used when driving the truck.
Another system used is the 6 x 4 drive, in which only the rear four wheels are used when driving. The original drive system in articulated trucks is the famous 4 x 4 drive. This was designed for trucks that drive over the roughest terrain on the planet. The 4 x 4 drive system helps the truck maneuver over terrain that could be a potential problem for the goods being carried.
An articulated truck can be used to carry all kinds of goods. The 4 x 4 drive system, for instance, is most often used for loads such as flammable liquid. An articulated truck also has the ability to carry loads of up to 40 tons in weight. This is why it is so popular in the construction industry, in which heavy materials are used.
One of the problems of the articulated truck is found with the rear trailer. Because of its coupling system, the trailer works independently from the driving cab. A skilled driver needs to keep a watchful eye on the trailer using side view mirrors. Because of the independence of the trailer, the driver has no sense of the trailer's motion. There are now video cameras that can be installed in the trailer to allow drivers to be aware of the trailer’s movement.
The articulated truck is one of the most versatile hauling vehicles in the world. Because of its versatility and mobility, it is used in a variety of industries, not just construction. Think of the large logging companies that transport huge numbers of trees; this would not be possible without the articulated truck. The military has a huge fleet of various types of articulated trucks, some of which are specially armored. You even have the articulated truck to thank for your garbage collection once a week.
htThe Spicer Drive Shaft Div. of Dana Corp. recently installed 4 Aisle-Master narrow aisle, LP Gas internal combustion lift trucks at its Gordonsville, Tennessee, production facility.
The installation is part of an eleven-truck order for facilities in Michigan, Tennessee and Kentucky. The purpose was to create more space for production equipment and improve material flow between storage areas and production operations at these plants. Dana consolidated a number of operations into its Gordonsville, Tennessee facility and needed additional space within this facility to install production machinery, as well as to free up additional floor space for storage of raw materials and finished goods. The Aisle-Master lift trucks are a fundamental part of Dana’s initiative to increase productivity at it’s manufacturing plants where drive shafts are produced for the automotive industry.
Dana also used the opportunity to redesign much of the layout for a better flow of material between storage and production, improving cycle times and freeing trucks for additional activity.
The Spicer Driveshaft Division is an operating unit of Dana's Automotive Systems Group. Dana’s core businesses are the manufacturing of axles, driveshafts, structures, brake and chassis products, fluid systems, filtration products, and bearings and sealing products. Dana combines these products and a variety of strategic services to support the production and aftermarket service sectors of its primary markets, supplying products to automotive manufacturers as well as three internal strategic business units, including the Heavy Truck, Off-Highway, and Automotive Aftermarket Groups.
By reducing aisle widths from 13 ft or 15 ft to 8-ft at the Gordonsville facility, manufacturing and storage space was created without increasing the size of the buildings. “We were able to increase our inventory storage by an average of 40% across our three facilities,” points out Mark Stebing, Training, Ideas, and Safety Coordinator at Dana. “We were also able to increase our production space at Gordonsville by at least 20%,” he adds. “Re-working the interior layout for narrow-aisle storage and relying on a flexible, multi-purpose truck was less expensive than the anticipated costs of new construction.”
Because Dana works three shifts, seven days per week, the lift trucks needed to be extremely reliable because downtime on the trucks would also affect receiving and production operations. “The significance of downtime can’t be over emphasized. We evaluated electric vehicles but full-shift operation wasn’t adequate and battery change time reduced the operating cycles available to one shift or another,” Stebing comments. “With global capabilities we manufacture and provide just-in-time delivery of fully integrated driveline solutions anywhere in the world.” The Aisle-Master is designed to work in 6 ft-6 in. aisles, saving space in areas where aisles between 12 ft and 15 ft are necessary. The articulated design allows the truck to be maneuvered easily in confined surroundings and the LPG engine permits indoor and outdoor use.
“We have an eleven truck fleet at Gordonsville and, while the Aisle-Masters have the capability to load/unload trailers with the low collapsed height 187 in. triple masts, we chose to leave this function to other trucks in the plant that can’t otherwise handle inventory as efficiently,” Stebing comments.
Dana handles products in a variety of load configurations:
• 48 X 40 and 90 X 40 wood pallets
• Collapsible wire containers
• Bulk corrugated containers on wood pallet bases
• Stackable plastic tote boxes carried on a plastic pallet base
Much of the lift truck activity is moving components in wire containers from indoor rack storage to production. The trucks also remove empty containers from production to an outdoor storage area.
Aisle-Master’s United States product manager, Finbarr Collins, oversaw the truck demonstrations and training at the Dana facilities during each of the three shifts. Dana management viewed this as a significant commitment because it ensured that the requirements of both its department managers and truck operators were taken into consideration to ensure the truck could fulfil the tasks required in all areas of the plant.
The fact that a 3-way, catalytic converter and fuel system controller are fitted to the Aisle-Master’s LP Gas, GM engine means the truck can be used both inside and out. “I’m used to an electric truck environment and we attempted to go ‘green’ with this application, but the facility was large enough, the ventilation adequate, and the productivity gains sufficient to move in another direction,” says Stebing.
Another important consideration for Dana was the truck’s reliability and spare parts availability. “Parts availability and reliability were key issues in our decision making,” says Mr. Stebing. “The fact that the Aisle-Master is fitted with a GM engine and most of the other components are available from US suppliers was an influencing factor. We work seven days around the clock, therefore we cannot afford any downtime from our fork trucks.” In addition to Aisle-Master’s US centralised spare parts, dealers will also carry a recommended stock of service items for routine maintenance at a local level.
Another important issue was operator training because the articulated concept is different from reach or counterbalanced trucks. “I wish I had this truck years ago,” says Stebing. “It’s a hoot to drive.” Aisle-Master provides a very comprehensive operator training program that covers both safety and operational procedures.
“The articulated design of the Aisle-Master means that operators can be trained quickly and my experience is that after a couple of days the drivers actually prefer the truck from an operational point of view compared to reach or counterbalanced trucks” says Aisle-Master’s Joe O’Brien. Visibility is significantly better and there is no rear end swing making the truck highly maneuverable and can result in less product and rack damage.
The financial benefits for Dana since introducing the Aisle-Masters include the fact that the truck can be used throughout the plant, reducing the number of application specific and area specific trucks required. Double handing is also eliminated, when necessary, because the truck can take product directly from the manufacturing or storage areas to the delivery vehicle.
With the demand for greater efficiencies now more relevant than ever, versatile products such as Aisle-Master, which can generate up to 50% additional storage space, will continue to become a popular equipment choice.
http://www.mhmonline.com/nID/1032/MHM/viewStory.asptp://www.wisegeek.com/what-is-an-articulated-truck.htm
What is an Articulated Truck?
An articulated truck is a vehicle that is most commonly used in construction work. Articulated trucks are used to haul heavy loads, sometimes over difficult terrain, and they can be considered a type of tractor-trailer unit. There are simple articulated trucks that haul goods, as well as articulated dump trucks that are also loaders.
The main feature of an articulated truck that puts it in a separate driving class is its drive system. The drive system is based on the number of wheels on the axles used to pull the truck. The most common system is the 6 x 6 system, in which the truck has six wheels on three axles and all are used when driving the truck.
Another system used is the 6 x 4 drive, in which only the rear four wheels are used when driving. The original drive system in articulated trucks is the famous 4 x 4 drive. This was designed for trucks that drive over the roughest terrain on the planet. The 4 x 4 drive system helps the truck maneuver over terrain that could be a potential problem for the goods being carried.
An articulated truck can be used to carry all kinds of goods. The 4 x 4 drive system, for instance, is most often used for loads such as flammable liquid. An articulated truck also has the ability to carry loads of up to 40 tons in weight. This is why it is so popular in the construction industry, in which heavy materials are used.
One of the problems of the articulated truck is found with the rear trailer. Because of its coupling system, the trailer works independently from the driving cab. A skilled driver needs to keep a watchful eye on the trailer using side view mirrors. Because of the independence of the trailer, the driver has no sense of the trailer's motion. There are now video cameras that can be installed in the trailer to allow drivers to be aware of the trailer’s movement.
The articulated truck is one of the most versatile hauling vehicles in the world. Because of its versatility and mobility, it is used in a variety of industries, not just construction. Think of the large logging companies that transport huge numbers of trees; this would not be possible without the articulated truck. The military has a huge fleet of various types of articulated trucks, some of which are specially armored. You even have the articulated truck to thank for your garbage collection once a week.
http://www.wisegeek.com/what-is-an-articulated-truck.htm
The main feature of an articulated truck that puts it in a separate driving class is its drive system. The drive system is based on the number of wheels on the axles used to pull the truck. The most common system is the 6 x 6 system, in which the truck has six wheels on three axles and all are used when driving the truck.
Another system used is the 6 x 4 drive, in which only the rear four wheels are used when driving. The original drive system in articulated trucks is the famous 4 x 4 drive. This was designed for trucks that drive over the roughest terrain on the planet. The 4 x 4 drive system helps the truck maneuver over terrain that could be a potential problem for the goods being carried.
An articulated truck can be used to carry all kinds of goods. The 4 x 4 drive system, for instance, is most often used for loads such as flammable liquid. An articulated truck also has the ability to carry loads of up to 40 tons in weight. This is why it is so popular in the construction industry, in which heavy materials are used.
One of the problems of the articulated truck is found with the rear trailer. Because of its coupling system, the trailer works independently from the driving cab. A skilled driver needs to keep a watchful eye on the trailer using side view mirrors. Because of the independence of the trailer, the driver has no sense of the trailer's motion. There are now video cameras that can be installed in the trailer to allow drivers to be aware of the trailer’s movement.
The articulated truck is one of the most versatile hauling vehicles in the world. Because of its versatility and mobility, it is used in a variety of industries, not just construction. Think of the large logging companies that transport huge numbers of trees; this would not be possible without the articulated truck. The military has a huge fleet of various types of articulated trucks, some of which are specially armored. You even have the articulated truck to thank for your garbage collection once a week.
http://www.wisegeek.com/what-is-an-articulated-truck.htm
Articulated Trucks: The ATVs of Construction
The off-highway articulated truck, a cross between a tractor-trailer and an articulated loader, is one of the most versatile pieces of equipment ever invented. The secret of an AT is in the coupling and drive systems. The coupling system allows the power and drive sections to move independently of the load section. An oscillating ring attaches the two sections together and allows the two units to move in a rolling motion around its centerline. The second part of this joint is the pivot, which allows the truck to steer (yaw) like an articulated wheel loader and bend (pitch) over obstacles.
The versatility would be lost on rough ground without a good drive system. Most ATs have 6x6 drive (six wheels, all driven) capability on three axles, although there are 6x4 (six wheel, rear four driven) on three units available as well. Additionally, there are rare, more compact 4x4 units for very difficult terrain.
The AT’s performance over rough ground means a pretty unstoppable unit considering its ability to haul payloads up to 40 tons and 13 high clearance.
In the Operator’s Seat
As tough as they are, ATs are comfortable machines to operate. Because of the operating circumstances, rough-terrain operators tend to get jostled about in the cab. Newer equipment, such as Caterpillar’s 730, boasts cabin arrangements easily rivaling an upscale passenger car’s driver position, cup holder included.
The same versatility that makes the AT such a great performer is also its weakness under the hand of an unskilled operator. Because the unit’s rear portion is designed to pivot behind the cab, the back half of the AT will overturn, leaving the cab upright, if it backs onto a significant cross slope.
Operators have little or no feel for the motion of the unit’s back half because it operates independently of the cab. The unit’s side-view mirrors inform operators of what the rear portion is doing. An alternative is mounting a rear video-vision system. A small video camera on the rear of the unit is coupled to an in-cab screen, allowing the operator good rearward visibility for all hazards.
Multiple Personalities
The AT’s versatility has not gone unnoticed. Because of its range of movement and operating ability in difficult terrain, end users ranging from loggers to the armed forces have investigated the articulated truck for adaptability.
Volvo adapted its AT for military use. The A25C 6x6 Multi Purpose Vehicle is designed with a military grade drop-side flat deck in place of the conventional dump box. The unit also has an articulated crane mounted at the end of the box to facilitate unloading. Another version of the A25C is the 6x6, load-handling-system-equipped AT with armored cab and engine cover. This unit has a tilt-and-load hydraulic ramp system allowing it to drop containerized equipment or pallets in the field.
Hammar Maskin AB of Sweden has a version of the A25 with a side-unloading Hammar SL 20 BH container crane system, allowing off-road placement of containers. In this logistics role, the AT can deploy munitions and supplies or command centers and first-aid stations on almost any terrain.
Domestic applications include liquids hauling. In this application, a high-capacity tank replaces the dump box. These units are used in cleaning/water-spray applications, as fuel haulers to remote sites and as agricultural product-delivery systems and hydroseeders.
The tanker-on-AT combination is emerging as an important market since legislation increasingly is being passed to control dust on mining and construction sites.
As the AT evolves into an ever-increasing number of vocations, look for flat-bed options from manufacturers as well as special log-hauler, stake-and-rack bodies for forestry applications. At the same time, the vehicle will become a mainstay for sensitive environmental locations where low ground pressure is prescribed. Look for high-floatation tire options in this vocation as well as a track system for the tandem rear drive, converting the vehicle into an articulated half-track.
http://www.transportandconstruction.co.za/articles/article10.htm
The versatility would be lost on rough ground without a good drive system. Most ATs have 6x6 drive (six wheels, all driven) capability on three axles, although there are 6x4 (six wheel, rear four driven) on three units available as well. Additionally, there are rare, more compact 4x4 units for very difficult terrain.
The AT’s performance over rough ground means a pretty unstoppable unit considering its ability to haul payloads up to 40 tons and 13 high clearance.
In the Operator’s Seat
As tough as they are, ATs are comfortable machines to operate. Because of the operating circumstances, rough-terrain operators tend to get jostled about in the cab. Newer equipment, such as Caterpillar’s 730, boasts cabin arrangements easily rivaling an upscale passenger car’s driver position, cup holder included.
The same versatility that makes the AT such a great performer is also its weakness under the hand of an unskilled operator. Because the unit’s rear portion is designed to pivot behind the cab, the back half of the AT will overturn, leaving the cab upright, if it backs onto a significant cross slope.
Operators have little or no feel for the motion of the unit’s back half because it operates independently of the cab. The unit’s side-view mirrors inform operators of what the rear portion is doing. An alternative is mounting a rear video-vision system. A small video camera on the rear of the unit is coupled to an in-cab screen, allowing the operator good rearward visibility for all hazards.
Multiple Personalities
The AT’s versatility has not gone unnoticed. Because of its range of movement and operating ability in difficult terrain, end users ranging from loggers to the armed forces have investigated the articulated truck for adaptability.
Volvo adapted its AT for military use. The A25C 6x6 Multi Purpose Vehicle is designed with a military grade drop-side flat deck in place of the conventional dump box. The unit also has an articulated crane mounted at the end of the box to facilitate unloading. Another version of the A25C is the 6x6, load-handling-system-equipped AT with armored cab and engine cover. This unit has a tilt-and-load hydraulic ramp system allowing it to drop containerized equipment or pallets in the field.
Hammar Maskin AB of Sweden has a version of the A25 with a side-unloading Hammar SL 20 BH container crane system, allowing off-road placement of containers. In this logistics role, the AT can deploy munitions and supplies or command centers and first-aid stations on almost any terrain.
Domestic applications include liquids hauling. In this application, a high-capacity tank replaces the dump box. These units are used in cleaning/water-spray applications, as fuel haulers to remote sites and as agricultural product-delivery systems and hydroseeders.
The tanker-on-AT combination is emerging as an important market since legislation increasingly is being passed to control dust on mining and construction sites.
As the AT evolves into an ever-increasing number of vocations, look for flat-bed options from manufacturers as well as special log-hauler, stake-and-rack bodies for forestry applications. At the same time, the vehicle will become a mainstay for sensitive environmental locations where low ground pressure is prescribed. Look for high-floatation tire options in this vocation as well as a track system for the tandem rear drive, converting the vehicle into an articulated half-track.
http://www.transportandconstruction.co.za/articles/article10.htm
Articulated enters joint LED development agreement with Grote
Articulated Technologies has established a joint development agreement with Grote Industries to manufacture robust LED-based lighting for vehicles.
Articulated Technologies and Grote Industries are to embark on a series of technical development programs using Articulated's patent-pending manufacturing processes for building flat, flexible LED lighting.
In particular, Articulated has developed a process for fabricating LED-based light sheets by embedding a grid of LED chips between sheets of laminated conductive substrates (see Articulated Light-Sheet provides flexible lighting).
These processes will be used to design and manufacture LED-based lighting products that will be supplied by Grote.
The development program is expected to involve a 12-month time period to identify and implement cost-efficient manufacturing approaches.
Bill Grote, Chairman and CEO of Grote Industries said, “Grote is constantly seeking new leading edge technologies to deliver quality products to our customers. Articulated Technologies’ LED manufacturing solutions demonstrate great promise which both companies expect to prove during this development program.”
“We are delighted to be working with such a leading lighting company in the transportation industry," said John Daniels, chairman and founder of Articulated Technologies. "The Grote product line is well known around the world for quality and durability."
Articulated Technologies, based in Higganum, CT, creates and develops patented and proprietary low-cost manufacturing technologies related to LEDs and OLEDs. Its business model is to generate revenue from licensing and royalty enhancements of its patented technologies from leading manufacturers in core industries for LED products.
Grote Industries of Madison, Indiana,is one of the world’s leading designers and manufacturers of vehicle safety systems, serving automotive, truck, tractor, aviation and marine sectors, and its products include LED and reflective accessories. The company has manufacturing facilities in Madison, IN, Toronto and Waterloo, Canada, and Monterrey, Mexico.
http://ledsmagazine.com/articles/news/3/5/12/1
Articulated Technologies and Grote Industries are to embark on a series of technical development programs using Articulated's patent-pending manufacturing processes for building flat, flexible LED lighting.
In particular, Articulated has developed a process for fabricating LED-based light sheets by embedding a grid of LED chips between sheets of laminated conductive substrates (see Articulated Light-Sheet provides flexible lighting).
These processes will be used to design and manufacture LED-based lighting products that will be supplied by Grote.
The development program is expected to involve a 12-month time period to identify and implement cost-efficient manufacturing approaches.
Bill Grote, Chairman and CEO of Grote Industries said, “Grote is constantly seeking new leading edge technologies to deliver quality products to our customers. Articulated Technologies’ LED manufacturing solutions demonstrate great promise which both companies expect to prove during this development program.”
“We are delighted to be working with such a leading lighting company in the transportation industry," said John Daniels, chairman and founder of Articulated Technologies. "The Grote product line is well known around the world for quality and durability."
Articulated Technologies, based in Higganum, CT, creates and develops patented and proprietary low-cost manufacturing technologies related to LEDs and OLEDs. Its business model is to generate revenue from licensing and royalty enhancements of its patented technologies from leading manufacturers in core industries for LED products.
Grote Industries of Madison, Indiana,is one of the world’s leading designers and manufacturers of vehicle safety systems, serving automotive, truck, tractor, aviation and marine sectors, and its products include LED and reflective accessories. The company has manufacturing facilities in Madison, IN, Toronto and Waterloo, Canada, and Monterrey, Mexico.
http://ledsmagazine.com/articles/news/3/5/12/1
Buying File Gallery: Articulated Dump Trucks
Lost Two Liters, Gained a Ton of Payload 
The MT41 introduced at Conexpo-Con/Agg carries 2,000 pounds more payload than the truck it replaced, the MT40B II, and it's Moxy's first use of wet disc brakes. A drop in engine displacement, from Scania's DI14 diesel to its 12-liter DC12, is masked by the fact that the turbocharged and intercooled DC12 carries the same horsepower and torque ratings (429 horsepower and 1,367 ft.-lbs.) as the 14-liter predecessor. The MT41 outweighs the MT40B II by about 3,000 pounds.
Number of models: 4
New models: MT41
Product-line features: All of the Moxy ADTs route Scania diesel power through ZF drive trains. The MT36 II is the most powerful per ton of gross vehicle weight in the 35-ton class, and the other Moxies rank among the two or three most powerful in their size classes. Moxy claims its unique articulation joint distributes weight to the front wheels in all situations, including sharp turns. The ring that allows front and rear frames to oscillate side to side is in ahead of the swing point. And Moxy says sloping its rear chassis down to the joint also improves weight distribution to each wheel for added stability.
Komatsu
Different by Design
Komatsu is the most recent entry in the competition for articulated-dump-truck sales with a single-source power train. Komatsu ADTs diverge from the only makes that build their own engines, transmissions and drivelines (Cat and Volvo) with the Komatsu K-ATOMiCS countershaft transmission. Cat and Volvo use planetary-type transmissions. Komatsu breaks from all ADTs by speccing hydro-pneumatic struts in its rear suspension — a technology borrowed from its rigid-framed trucks.
Number of models: 3
Product-line features: All models have sealed wet-disc brakes, making the HM300-1 the only 30-ton truck in the world with them (Cat's 735 is the only other 35-ton truck with wet discs). Komatsu relies on the wet-disc brakes as a secondary retarder after the exhaust brake, but a transmission retarder is optional.
John Deere
Light Trucks Move Loads Fast
With one exception, John Deere's trucks are the lightest in each size class — Moxy's MT36II weighs about 500 pounds less than the 350D. Deere uses its own 8.1-liter PowerTech engines in the 250D and 300D, and ZF's Ecomat planetary transmissions. The 35- and 40-ton ADTs are powered by an 11.95-liter Mercedes V-6 diesel, through Allison planetaries. With good power-to-weight ratios, the Deere trucks are nimble even when loaded. Product manager Tim Averkamp says they deliver "haul cycle times in the range of 5 to 10 percent better than the competition."
Number of models: 4
Product-line features: John Deere is working to move production of articulated dump trucks — under license from Bell, which currently builds the trucks in South Africa — to an existing Deere factory in Davenport, Iowa. All four trucks are expected to be built there by year's end, for distribution throughout the Americas.
Volvo
Big Torque Gains from Smaller Diesel
Volvo traded the 9.6-liter Volvo D10 diesel for the 9.4-liter D9 used in the A25D and A30D. Horsepower dropped slightly in the 25-ton truck and increased slightly in the 30-tonner, but the big change is the torque increase. Net torque in the A25D jumped 25 percent, and the A30D saw a 20 percent increase. Volvo says their average fuel efficiency (measured in cubic yards moved per gallon of fuel) improved 5 to 7 percent.
Number of models: 5
Product-line features: The A35D and A40D are now being produced with Volvo's D12D V-ACT engine, which recirculates a portion of the exhaust to the combustion chamber internally. There's no exhaust aftertreatment. The Tier-3-compliant engines will handle high-sulfur diesel fuel. Volvo builds its entire driveline — engines, planetary transmissions, and axles with locking dog-clutch differentials.
Caterpillar
30-Ton Ejector Truck
At Conexpo-Con/Agg, Caterpillar announced the 730 Ejector Truck, a dump-body alternative that Cat applied three years ago to its 40-ton truck. Rather than tipping the load from the cargo box, the ejector's hydraulic ram pushes a moldboard rearward to shove material out. Recent changes across Cat's ADT line include a cab redesign with new instrument cluster and vehicle monitor. Cat also redesigned the elastomer suspension blocks mounted at the rear bogey, claiming they will last more than twice as long as the previous blocks.
Number of models: 6
New models: 730 Ejector
Product-line features: Cat applies its wet-clutch power-transmission technology not only in the planetary transmissions, but also in the ADT's differentials. Interaxle differentials, which divide torque between the front and rear drives, use wet-plate, multi-disc clutches to transfer torque to the slowest turning member or provide 100-percent lockup on demand. Differentials in each axle also use wet clutches, allowing them to be locked on the go as well.
Terex
Boosted Engine and Braking Power
Engine changes in the TA25, TA27 and TA30 to meet Tier 3 emissions regulations upgraded each model's Cummins horsepower (16 percent more power in the TA30). Terex also boosted braking power by choosing dual-caliper dry disc brakes for these trucks, and making an engine-exhaust retarder standard equipment. The TA40 has been upgraded with wet-disc brakes all around.
Number of models: 5
New models: TA25, TA27 and TA30
Product-line features: Terex chooses Detroit Diesel Series 60 engines for the TA35 and TA40. All Terex trucks deliver power through ZF powershift transmissions, a lockable interaxle differential, and limited-slip differentials on each axle.
Case
Powerful New Contender at 40 Tons
Case doubled its ADT lineup in January, adding 35- and 40-ton models to its 25- and 30-ton offerings. The 335 and 340 are powered by a Case-branded Iveco Cursor diesel with variable geometry turbocharger, and ZF countershaft transmissions and limited-slip differentials. The new front driveline has a limited-slip differential mounted on the transmission, which transfers power directly to each front wheel end via a pair of transaxles. This front drive system adds 4 inches of suspension travel. The 340 is Case's only ADT with wet-disc brakes.
Number of models: 4
New models: 335 and 340
Product-line features: Case ADTs, manufactured in the CNH joint venture with Astra in Italy, have the lightest payload ratings in each of their size classes. For example, the 340's 79,366-pound capacity is 4,400 pounds less than the highest-rated 40-ton hauler. But with fairly brawny engines, the Case trucks deliver high power-to-weight ratios. The 340 leads 40-tonners in terms of net horsepower per ton.
JCB
22-Ton 6×6 Is Largest in the Line
Last year JCB introduced its largest ADT and first 6×6 model, the 22-ton 722, with a 5.9-liter JCB diesel engine. Dump angle is increased to 74 degrees to clear cargo faster. The 722 uses a variable displacement piston pump to manage the hydraulic effort, reserving power for the drive train.
Number of models: 3
New models: 722
Product-line features: Like the two 4×4 JCB trucks, the 722 uses ZF's Smoothshift automatic transmission and Super Max Trac limited-slip differentials. With capacities of 14, 18, and 22 tons, JCB has no ADT competitors in North America.
http://www.constructionequipment.com/article/CA605793.html?industryid=23401
Articulated Trucks: Growing into Their Rough-Rider Image?
Articulated dump trucks exist solely to carry a heavy load fast over rough terrain. They have been in widespread use less than 20 years, and manufacturers are finally beginning to build trucks that will take the punishment a hard-hat cowboy can dish out after he's seen the brochure pictures of these six-by-six contortionists working axle-deep in mud.
"The first thing project managers do when they get articulated trucks is save money by cutting out maintenance on the haul roads," says Todd Perrine, equipment manager with Kokosing Construction in Fredricktown, Ohio. "One of the highest incidences of back injuries among equipment operators come from guys in artic trucks. They're getting thrown around in the cab."
With the guys who live and die by job costs planning to move dirt on rough roads, Perrine says the trucks seldom last as long as Kokosing would like. When he shops for articulated dump trucks (ADTs), he looks for an overbuilt drive train. The selection has been improving.
The ADT market leaders, Volvo and Caterpillar, draw their durability ace from being integrated manufacturers, meaning they build their own engines, transmissions, and other driveline components. Their proposition: If you build the drive system for maximum efficiency and durability, you can do a better job than those who buy components from vendors and assemble a driveline. The reasoning seems sound, but there are still plenty of ADT users who rent trucks for enough hours to justify a purchase. They prefer to rent because they don't know how long the machines will last.
Until Komatsu's entrance with the HM400-1 in 2001, Volvo and Cat were the only integrated ADT manufacturers. Komatsu has marketed its trucks largely from the durability angle, and the tactic seems to be affecting the intensity of ADT competition.
Komatsu's 40-ton truck rolled out on power-train components adapted from rock trucks and wheel loaders. And in a move that asserts its commitment to durability, Komatsu is the only manufacturer that puts the sealed, wet-disc brakes on their 30-ton truck that serious ADT contenders reserve for 40-tonners. (Caterpillar does include wet-discs on its 35-ton 735.) Relying on the sealed brakes as retarders, too, plays into the durability claim. Komatsu says it results in less stress on the drive train than transmission retarders, which transmit brake torque through the driveline out to the wheel ends.
Components improving
Of course, the ADT field is replete with stout trucks manufacturers have assembled from venerable off-the-shelf components to serve buyers who want to save some money up front. Comparing 30-ton models, Deere, Terex, the CNH brands (Case, New Holland, Link-Belt), and Moxy sell trucks whose list prices average nearly $70,000 less than the three integrated manufacturers. The hourly ownership cost of a $310,000 assembled machine is nearly $2.40 less than that of a $350,000 unit, even if the less expensive unit falls 10 percent (700 hours) short of the integrated machine's lifetime usage.
Most of the assemblers buy ZF's 6WG260 countershaft transmission, and all of them drive ZF axles with limited-slip differentials in their 30-ton and smaller models. The electronic controller in the new series of this ZF gearbox engages the oncoming gear's clutch before the clutch being released is fully disengaged. The result is uninterrupted delivery of torque. Reduced shock loading and larger clutch discs have stretched the anticipated life of the transmission to 10,000 hours.
Deere and Terex have the only trucks in the 30-ton class with planetary transmissions (both are ZF models). With no countershaft to spin, planetaries transfer more input-shaft torque to the axles. They also tend to be a little lighter and more rugged than countershaft alternates. That's why planetary transmissions are common in 35- and 40-ton ADTs. With the TA30 introduced last month, Terex upped the ante in the 30-ton class significantly by going to ZF's model 310. The same gearbox is used in some 40-ton ADTs.
The key benefits of virtually all engine/ transmission pairings today result from integration of electronic controllers. Linking the two computers allows wonders like simultaneously disengaging one clutch and engaging another, and adapting the clutch performance to manage driveline torque. You have to watch the tach closely to discern when the machine is shifting in the higher ranges.
Traction-control controversy
Virtually all ADTs have a switch the operator can throw to lock up the transfer case that proportions transmission output torque between the front and rear axles. Flip the switch and the drivelines fore and aft lock up to deliver equal amounts of power¡ªit's sometimes called longitudinal differential lock. Only Volvo and Caterpillar continue to offer locking differentials for each axle. That's transverse diff lock.
Caterpillar challenged the long-established dog clutches that Volvo uses for transverse lock-up with wet-disc clutches. Discs allow the Cat operator to throw on 100 percent transverse lock even when the wheels are spinning.
All other truck manufacturers use limited-slip differentials for transverse traction control. The diff switch in their cabs is only for longitudinal lock. Limited-slip is always on, which makes the operator's job easier. It also makes the axles a little less expensive than lock-up clutches. Limited-slip proponents are quick to point out that it saves tires and driveline damage, and is quite effective in wheel loaders and other off-road equipment. But there's no guarantee they'll get your hardhat cowboy out of every quagmire that 100-percent locked axles will pull.
Creature comforts
Articulated-truck designers seem to be using sport-utility vehicles as a benchmark for cab comfort. Lists of creature comforts include power windows, heated mirrors with remote control, air-ride seats with adjustable lumbar support, and beverage coolers. The instructor's seat in the new Terex folds forward so you can use the lunch tray and cup holders mounted on its back (like in minivans). You get the impression the marketers would just love to add a six-disc CD changer and retractable running boards.
It's easy to take shots at the cab refinements because friction clutches and tractor seats were common on equipment as recently as 30 years ago. But the features are clearly intended to make operators more productive by keeping them more comfortable.
Productivity continues to be the articulated dump truck's overriding objective. It keeps material moving when hauls are wet or rough. Manufacturers are competing for share of this market (which has nearly tripled in size over the past 15 years) with more durable transmissions, axles and brakes. And that makes it easier to meet the objective.
30-Ton Articulated Trucks: Wheel-to-Wheel
Make/Model Payloads (lbs.) Top speed (mph) Dump cycle (seconds) Outside turn radium Vehicle weight (lbs) Engine Torque (ft.lbs.) List price
One impressive number doesn't guarantee a productive ADT. For example, Deere's lightweight 30-ton truck has the best horsepower-to-weight ratio in the class, even with the smallest engine. Less-measurable numbers such as how often they get stuck make a big difference in choosing the right one.
http://www.constructionequipment.com/article/CA471255.html?taxid=8101
"The first thing project managers do when they get articulated trucks is save money by cutting out maintenance on the haul roads," says Todd Perrine, equipment manager with Kokosing Construction in Fredricktown, Ohio. "One of the highest incidences of back injuries among equipment operators come from guys in artic trucks. They're getting thrown around in the cab."
With the guys who live and die by job costs planning to move dirt on rough roads, Perrine says the trucks seldom last as long as Kokosing would like. When he shops for articulated dump trucks (ADTs), he looks for an overbuilt drive train. The selection has been improving.
The ADT market leaders, Volvo and Caterpillar, draw their durability ace from being integrated manufacturers, meaning they build their own engines, transmissions, and other driveline components. Their proposition: If you build the drive system for maximum efficiency and durability, you can do a better job than those who buy components from vendors and assemble a driveline. The reasoning seems sound, but there are still plenty of ADT users who rent trucks for enough hours to justify a purchase. They prefer to rent because they don't know how long the machines will last.
Until Komatsu's entrance with the HM400-1 in 2001, Volvo and Cat were the only integrated ADT manufacturers. Komatsu has marketed its trucks largely from the durability angle, and the tactic seems to be affecting the intensity of ADT competition.
Komatsu's 40-ton truck rolled out on power-train components adapted from rock trucks and wheel loaders. And in a move that asserts its commitment to durability, Komatsu is the only manufacturer that puts the sealed, wet-disc brakes on their 30-ton truck that serious ADT contenders reserve for 40-tonners. (Caterpillar does include wet-discs on its 35-ton 735.) Relying on the sealed brakes as retarders, too, plays into the durability claim. Komatsu says it results in less stress on the drive train than transmission retarders, which transmit brake torque through the driveline out to the wheel ends.
Components improving
Of course, the ADT field is replete with stout trucks manufacturers have assembled from venerable off-the-shelf components to serve buyers who want to save some money up front. Comparing 30-ton models, Deere, Terex, the CNH brands (Case, New Holland, Link-Belt), and Moxy sell trucks whose list prices average nearly $70,000 less than the three integrated manufacturers. The hourly ownership cost of a $310,000 assembled machine is nearly $2.40 less than that of a $350,000 unit, even if the less expensive unit falls 10 percent (700 hours) short of the integrated machine's lifetime usage.
Most of the assemblers buy ZF's 6WG260 countershaft transmission, and all of them drive ZF axles with limited-slip differentials in their 30-ton and smaller models. The electronic controller in the new series of this ZF gearbox engages the oncoming gear's clutch before the clutch being released is fully disengaged. The result is uninterrupted delivery of torque. Reduced shock loading and larger clutch discs have stretched the anticipated life of the transmission to 10,000 hours.
Deere and Terex have the only trucks in the 30-ton class with planetary transmissions (both are ZF models). With no countershaft to spin, planetaries transfer more input-shaft torque to the axles. They also tend to be a little lighter and more rugged than countershaft alternates. That's why planetary transmissions are common in 35- and 40-ton ADTs. With the TA30 introduced last month, Terex upped the ante in the 30-ton class significantly by going to ZF's model 310. The same gearbox is used in some 40-ton ADTs.
The key benefits of virtually all engine/ transmission pairings today result from integration of electronic controllers. Linking the two computers allows wonders like simultaneously disengaging one clutch and engaging another, and adapting the clutch performance to manage driveline torque. You have to watch the tach closely to discern when the machine is shifting in the higher ranges.
Traction-control controversy
Virtually all ADTs have a switch the operator can throw to lock up the transfer case that proportions transmission output torque between the front and rear axles. Flip the switch and the drivelines fore and aft lock up to deliver equal amounts of power¡ªit's sometimes called longitudinal differential lock. Only Volvo and Caterpillar continue to offer locking differentials for each axle. That's transverse diff lock.
Caterpillar challenged the long-established dog clutches that Volvo uses for transverse lock-up with wet-disc clutches. Discs allow the Cat operator to throw on 100 percent transverse lock even when the wheels are spinning.
All other truck manufacturers use limited-slip differentials for transverse traction control. The diff switch in their cabs is only for longitudinal lock. Limited-slip is always on, which makes the operator's job easier. It also makes the axles a little less expensive than lock-up clutches. Limited-slip proponents are quick to point out that it saves tires and driveline damage, and is quite effective in wheel loaders and other off-road equipment. But there's no guarantee they'll get your hardhat cowboy out of every quagmire that 100-percent locked axles will pull.
Creature comforts
Articulated-truck designers seem to be using sport-utility vehicles as a benchmark for cab comfort. Lists of creature comforts include power windows, heated mirrors with remote control, air-ride seats with adjustable lumbar support, and beverage coolers. The instructor's seat in the new Terex folds forward so you can use the lunch tray and cup holders mounted on its back (like in minivans). You get the impression the marketers would just love to add a six-disc CD changer and retractable running boards.
It's easy to take shots at the cab refinements because friction clutches and tractor seats were common on equipment as recently as 30 years ago. But the features are clearly intended to make operators more productive by keeping them more comfortable.
Productivity continues to be the articulated dump truck's overriding objective. It keeps material moving when hauls are wet or rough. Manufacturers are competing for share of this market (which has nearly tripled in size over the past 15 years) with more durable transmissions, axles and brakes. And that makes it easier to meet the objective.
30-Ton Articulated Trucks: Wheel-to-Wheel
Make/Model Payloads (lbs.) Top speed (mph) Dump cycle (seconds) Outside turn radium Vehicle weight (lbs) Engine Torque (ft.lbs.) List price
One impressive number doesn't guarantee a productive ADT. For example, Deere's lightweight 30-ton truck has the best horsepower-to-weight ratio in the class, even with the smallest engine. Less-measurable numbers such as how often they get stuck make a big difference in choosing the right one.
http://www.constructionequipment.com/article/CA471255.html?taxid=8101
Self-cleaning ejector articulated truck
Because the body is not raised, the ejector truck can work efficiently on sites where overhead obstacles or stability issues limit the use of conventional dump trucks.
Rated at 38 tonnes, the 740 Ejector produces net power of 309kW (415hp). It incorporates all the features of the 740 articulated truck, including a new electronically controlled engine and transmission, plus a new suspension system, hitch design, rear-mounted cooling system and centre-mounted cab.
The 740 Ejector truck and 740 Articulated truck are sold as separate product lines, and the bodies are not interchangeable.
Both models offer excellent productivity in rough terrain, making them valuable tools for general construction, road building, sand and gravel hauling, land restoration, mine reclamation and landfill operations.
The load ejection concept delivers many benefits. Material can be spread while the truck is moving to cut cycle time, decrease power train loads and reduce the amount of support equipment needed for spreading and dozing.
The ejector also prevents material from adhering to the inside of the truck body after the dump, so payload can be maximised, improving productivity, reducing fuel consumption and lowering cost per tonne.
Ejecting a load without raising the body increases stability, so the truck can work on inclines, side slopes and in very soft underfoot. The truck also excels in tunneling and underground applications and on sites where overhead obstacles such as conveyors, power lines or bridges interfere with dumping.
The reinforced ejector body is made from high-yield, heat-treated steel. Its top rails incorporate the same steel used on the Cat 769D Off-Highway Truck. The ejector mechanism includes a high-strength blade and technology similar to that on Cat Wheel Tractor scrapers, plus a four-stage, double-acting cylinder, specifically designed for horizontal mounting, which is centrally supported and nitrite-hardened for long service life.
The truck is powered by a Cat 3406E ATAAC (air-to-air aftercooled) turbocharged engine with electronic unit injection fuel system.
The engine offers superior acceleration and lugging forces on steep grades and in tough underfoot conditions, as well as excellent fuel efficiency and reduced emissions.
It works in partnership with a seven-speed electronically controlled transmission, based on the design of the Caterpillar 769 Off-Highway Truck.
The integrated system coordinates engine speed, torque converter lock-up and transmission clutch engagements to produce smooth shifting and long drive train life.
Other enhancements include a new rear-mounted radiator that improves forward visibility and service access; a new front suspension system that provides a smoother ride and longer life; a new box-section front frame, designed to decrease stress in the hitch area and optimise suspension geometry; and a new more rugged hitch, a twopiece articulating, oscillating design that ensures all-wheel ground contact in rough terrain.
The 740 Ejector features a spacious, quiet, work environment with exceptional all-around viewing area. The new center-mounted cab delivers a comfortable ride, reducing operator fatigue and enhancing productivity throughout the shift.
A new fully adjustable Cat Comfort air suspension seat, easy-to-read instruments, ergonomically placed controls and an electronic monitoring system further enhance comfort and productivity. A full-size training seat is also included.
To reduce downtime, increase availability and lower cost per tonne, the 740 Ejector offers extended engine and hydraulic oil change intervals, extended life coolant and adjustment-free wheel bearings.
Lubrication points are grouped for convenience, as are service points under the hood. The hood is raised and lowered electrically, with a manual override provided. Test points are behind the cab and accessible from the ground.
The engine can be removed and installed in one piece, reducing service time. The new suspension system eliminates the need to lower the suspension during transport, saving time and effort.
Rated at 38 tonnes, the 740 Ejector produces net power of 309kW (415hp). It incorporates all the features of the 740 articulated truck, including a new electronically controlled engine and transmission, plus a new suspension system, hitch design, rear-mounted cooling system and centre-mounted cab.
The 740 Ejector truck and 740 Articulated truck are sold as separate product lines, and the bodies are not interchangeable.
Both models offer excellent productivity in rough terrain, making them valuable tools for general construction, road building, sand and gravel hauling, land restoration, mine reclamation and landfill operations.
The load ejection concept delivers many benefits. Material can be spread while the truck is moving to cut cycle time, decrease power train loads and reduce the amount of support equipment needed for spreading and dozing.
The ejector also prevents material from adhering to the inside of the truck body after the dump, so payload can be maximised, improving productivity, reducing fuel consumption and lowering cost per tonne.
Ejecting a load without raising the body increases stability, so the truck can work on inclines, side slopes and in very soft underfoot. The truck also excels in tunneling and underground applications and on sites where overhead obstacles such as conveyors, power lines or bridges interfere with dumping.
The reinforced ejector body is made from high-yield, heat-treated steel. Its top rails incorporate the same steel used on the Cat 769D Off-Highway Truck. The ejector mechanism includes a high-strength blade and technology similar to that on Cat Wheel Tractor scrapers, plus a four-stage, double-acting cylinder, specifically designed for horizontal mounting, which is centrally supported and nitrite-hardened for long service life.
The truck is powered by a Cat 3406E ATAAC (air-to-air aftercooled) turbocharged engine with electronic unit injection fuel system.
The engine offers superior acceleration and lugging forces on steep grades and in tough underfoot conditions, as well as excellent fuel efficiency and reduced emissions.
It works in partnership with a seven-speed electronically controlled transmission, based on the design of the Caterpillar 769 Off-Highway Truck.
The integrated system coordinates engine speed, torque converter lock-up and transmission clutch engagements to produce smooth shifting and long drive train life.
Other enhancements include a new rear-mounted radiator that improves forward visibility and service access; a new front suspension system that provides a smoother ride and longer life; a new box-section front frame, designed to decrease stress in the hitch area and optimise suspension geometry; and a new more rugged hitch, a twopiece articulating, oscillating design that ensures all-wheel ground contact in rough terrain.
The 740 Ejector features a spacious, quiet, work environment with exceptional all-around viewing area. The new center-mounted cab delivers a comfortable ride, reducing operator fatigue and enhancing productivity throughout the shift.
A new fully adjustable Cat Comfort air suspension seat, easy-to-read instruments, ergonomically placed controls and an electronic monitoring system further enhance comfort and productivity. A full-size training seat is also included.
To reduce downtime, increase availability and lower cost per tonne, the 740 Ejector offers extended engine and hydraulic oil change intervals, extended life coolant and adjustment-free wheel bearings.
Lubrication points are grouped for convenience, as are service points under the hood. The hood is raised and lowered electrically, with a manual override provided. Test points are behind the cab and accessible from the ground.
The engine can be removed and installed in one piece, reducing service time. The new suspension system eliminates the need to lower the suspension during transport, saving time and effort.
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