DoMORE Spring 2012 issue.PDF

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NEW: Doosan expands excavator and wheel loader models with enhanced performance and operator comfort

SPRING 2012 • www.DoosanEquipment.com

New products, attachments, applications and user stories from your Doosan dealer

DoMORE®

Rehabilitating

a riverwith Doosan excavators

2 Spring 2012DoMORE

Parts. 48 hours. Guaranteed.Parts. 48

If you’re waiting for machine-critical parts, you’re losing money—so Doosan will ship any machine debilitating part in 48 hours or less. If for some reason we can’t, we’ll pay for a rental. It’s as simple as that.

Doosan Delivers: PARTSThe 48-Hour Parts Guarantee is subject to carrier delivery restrictions and/or governmental agency delays.

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FeaturesSpring 2012 • www.DoosanEquipment.com • Vol. 2, No. 2

PUBLISHER

Leroy Anderson

EDITOR

Ryan Johnson

GRAPHIC DESIGNER

Emily Shendelman

PHOTO EDITOR

Chad Halverson

PRINT PRODUCTION MANAGER

Melissa Alto-Kintigh

PRODUCTION COORDINATOR

Alicia Prendergast

DEALER COORDINATORS

Kali Andersen and Michael Ten Clay

CONTRIBUTING WRITERS

Paul Posel and Randy Happel

CONTRIBUTING PHOTOGRAPHERS

Ernest Feland, Brett Neal, Troy Stain and Mike Stoklos

CONTRIBUTING GRAPHIC DESIGNER

Ashton Jacobson

DoMORE® magazine is distributed by your local Doosan dealer as a complimentary publication throughout the

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Parts. 48 hours. Guaranteed.Parts. 48

If you’re waiting for machine-critical parts, you’re losing money—so Doosan will ship any machine debilitating part in 48 hours or less. If for some reason we can’t, we’ll pay for a rental. It’s as simple as that.

Doosan Delivers: PARTSThe 48-Hour Parts Guarantee is subject to carrier delivery restrictions and/or governmental agency delays.


About the coverA Doosan DX300LC SLR (Super Long Reach) and DX300LC work in tandem to help rehabilitate the Dead River.

CONTENTS

5 Doosan expands excavator attachment offerings with three new plate compactor models.

6 Two new Doosan excavators and three new Doosan wheel loaders with interim Tier 4 (iT4) compliant diesel engines and numerous product enhancements are now available in North America.

Doosan customer success stories

10 “Gold Rush” television star and Doosan customer Fred Hurt (aka Dakota Fred) went mining for gold in Alaska in 2011 with a Doosan DL400.

12 At a dairy in upstate New York, a Doosan DL250 wheel loader helps ensure more than 1,100 Holsteins are well taken care of.

15 Scrap metal processor in Georgia combines the power of a Doosan DX225LC excavator with a shear to slice through metal and prepare it for mills.

18 Tight quarters on an interstate road project in Virginia cause a contractor to look toward two Doosan excavators for help — a DX140LCR and a DX190W — to keep the project on schedule and with minimal disruption to traffic.

21 A pair of Doosan excavators — DX225LC and DX190W — are part of an innovative trash transportation system in Roanoke, Va.

24 A mega infrastructure contractor in Massachusetts puts two Doosan wheel excavators to the test on a 14-mile interstate project.

26 Rehabilitating a river in Michigan has its challenges, but when three Doosan excavators join the fight, things get moving in the right direction.

Product specs

30 Doosan articulated dump trucks, crawler and wheel excavators, log loaders and wheel loaders. Specifications include new iT4 compliant excavators and wheel loaders.

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On the set of “Gold Rush Alaska”Last year, a Doosan DL400 wheel loader found its way onto the set of the popular cable TV show, “Gold Rush.” The Discovery Channel® show filmed its second season of the series last May through September, and star Fred Hurt, otherwise known as Dakota Fred, operated a DL400 wheel loader for his mining operation. The machine received prominent exposure as Fred and his crew mined for gold in the Porcupine Creek area.

Doosan customer success stories are plentifulThe number of Doosan customer success stories is on the rise, so much so that there are too many to include in this issue. However, you can read about customers in the United States and Canada who are proud to tell you why they selected Doosan equipment for their operation, from mining and construction to agriculture and industrial products and services applications.

If you have a success story that you would like featured in the magazine, email details to me at [email protected], and it will be considered for a future issue. Please include the Doosan machines that you own, why you are pleased with them and the name of your local Doosan dealer.

Visit www.DoosanEquipment.com for the latest product information from Doosan. The website is regularly updated with new details about Doosan heavy equipment and attachments.

From the Editor’s Desk

O ne of the common themes in

DoMORE® is to share the latest product

developments from Doosan. I’m excited

to report that this issue has information

about new Doosan excavators and wheel

loaders with interim Tier 4 (iT4) compliant engines and many product

enhancements aimed at improving power, performance, reliability and

operator comfort. Additionally, Doosan is expanding its attachment

lineup with three new plate compactors, which can be operated with

Doosan wheel or crawler excavators.

Doosan Web Guide

More information about Doosan products is just a click away.

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To further expand the versatility of Doosan crawler and wheel excavators, three new flat-top-design plate compactors are now available, complementing the line of Doosan excavator attachments. Three models are available for use with excavators from 5 to 65 tons, covering 16 Doosan models altogether.

Three plate compactor modelsDoosan plate compactor attachments feature standard flow control on all three models — the PCX64, PCX114 and PCX220. Standard flow control prevents operating the compactors too quickly, which can lead to poor compaction and reduced bearing durability. A direct-drive, heavy-duty motor has four outboard shock mounts to distribute vibration evenly, improving compaction efficiency and extending component life.

Plate compactor attachments for excavators are much more productive than hand-held compactors and eliminate the need for a worker to compact soil in a trench.

For more information about Doosan plate compactors, visit www.DoosanEquipment.com or your local Doosan dealer.

Doosan expands its line of excavator attachments with three new plate compactors

PROPER SOIL COMPACTION MADE EASY

Doosan excavator attachments

In addition to plate compactors, Doosan offers a diverse line of attachments for its crawler and wheel excavators. These include hydraulic quick couplers, hydraulic breakers, grapples, clamps and a wide array of bucket types and sizes to match the job at hand.

New Doosan excavators have four work modes to match the excavator to the attachment needs: digging (default setting), lifting, breaker and shear. The four selectable work modes provide more control of overall machine performance as required by the specific task.

Operators can select up to 10 pre-defined attachments via the Doosan excavator’s LCD monitor, which will set the proper auxiliary hydraulic flow and pressure for a specific attachment.

New Products

Plate Compactor Model

Approved Doosan Carrier

Recommended Carrier Weight (ton)

Operating Weight lb (kg)

Flow Range gpm (L/m)

Dynamic Forcelb (kg)

Frequency (vpm)

PCX64 DX55W, DX60R, DX80R, DX140LC, DX140W, DX140LCR

4.5 – 15 825 (374)13 – 24 (49 – 91)

6400 (2903) 2000

PCX114DX140LC, DX180LC, DX190W,

DX210W, DX225LC, DX235LCR, DX255LC

7.2 – 25 1425 (646)24 – 30

(91 – 114)11350 (5148) 2000

PCX220 DX255LC, DX300LC, DX350LC, DX420LC, DX480LC, DX520LC

24.5 – 65 2200 (998)24 – 42

(91 – 159)22000 (9980) 2100

6 Spring 2012DoMORE

New Products

The new iT4 compliant Doosan DX300LC and DX350LC are among a group of crawler excavators that are popular in building and infrastructure projects such as highway, street development and paving projects, as well as pipeline development.

More power and torqueNew iT4 compliant diesel engines in the DX300LC and DX350LC excavators offer more horsepower and torque, variable geometry turbochargers (VGT), upgraded cooling and powerful hydraulic systems. Increased power from the excavator’s arm and bucket forces allow you to move more dirt. The new DX350LC has a 281-horsepower, 6-cylinder Doosan DL08K water-cooled diesel engine, resulting in an increase in engine horsepower from 275 to 281. It also has more torque, 940 lb. ft. at 1,300 RPM.

New Doosan iT4 compliant diesel engines in the DX300LC and DX350LC have a VGT

to increase boost pressure at lower engine RPM. An electronic control unit (ECU) controls the VGT. The VGT varies the amount of boost supplied to the engine to optimize combustion over the entire engine RPM range. The engine can generate a greater amount of torque in a wide band in the RPM range, increasing engine performance at a lower engine RPM.

Exclusive to the DX350LC, a new closed-center main control valve with electro-hydraulic pump control allows the ECU to precisely optimize engine power with hydraulic performance. This leads to approximately 20 percent increase in efficiency of the pressure-controlled, closed-center main control valve, which leads to improved fuel economy and improved controllability when lifting.

In addition to the VGT, a high-pressure common-rail (HPCR) fuel system increases the efficiency of fuel delivery by increasing

DOOSAN EXPANDS IT4 COMPLIANT EQUIPMENT LINEUP, ADDS PRODUCT ENHANCEMENTS

NEW DOOSAN EXCAVATORS OFFER MORE HORSEPOWER AND TORQUE

Two new crawler excavators and three new wheel loaders are the latest Doosan machines to feature product enhancements and an iT4 compliant diesel engine

This spring, Doosan is expanding its heavy equipment lineup with the introduction of new crawler excavators and wheel loaders. These new Doosan machines have an interim Tier 4 (iT4) diesel engine. Additionally, the new Doosan excavators and wheel loaders feature many product enhancements aimed at improving power, performance, reliability and comfort.

Two new crawler excavators are the first Doosan models in North America with iT4 compliant diesel engines. They are the 30-metric-ton DX300LC and 35-metric-ton DX350LC. Three new Doosan wheel loaders with iT4 compliant diesel engines will also be available in North America this spring. They include the DL350, DL420 and DL450 wheel loaders.

The new 30-metric-ton Doosan DX300LC excavator has increased digging force and lifting capacity for improved cycle times.

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efficient combustion as required by the lower combustion chamber temperature.

Performance improvementsIn conjunction with new iT4 compliant engines, Doosan excavators now include a number of performance improvements aimed at increasing operator productivity. An increase in engine horsepower and torque improve excavator workgroup functions, with more consistent flow from the main hydraulic pump. Best-in-class hydraulics deliver superior bucket and arm breakout forces. Additionally, swing torque in new Doosan excavators increased by approximately 8 to 11 percent. Operators can swing uphill more easily and realize improved backfilling of trenches.

Digging force and lifting capacity have increased as well. Digging force increased by about 5 percent to help operators easily power through harsh digging conditions. An increase in lifting capacity by about 2 percent allows operators to lift more material with each cycle, and to place objects such as pipes easier as well. Boom-up speed improved by about 6 percent, resulting in improved cycle times and improved truck loading time to move more material per hour.

To further assist with lifting applications, new Doosan excavators have a lifting work mode. It provides increased pump torque, low engine RPMs and automatic power boost for lifting heavy objects such as pipe or concrete barriers.

Doosan excavator operators can choose from four power modes to best match their application. Choose from Power+, Power, Standard and Economy modes to manage fuel consumption and power needed to dig, lift or load material. Simply choose the appropriate mode to match the working conditions.

New Doosan excavators have 10 to 15 percent more cooling capacity from a new cooling system. A variable-speed hydraulic cooling fan allows the oil cooling system to be controlled independently from engine coolant, improving fuel efficiency and providing a quieter operator environment. The cooling system runs at its optimum temperature to increase efficiency and extend component life.

DX300LCHorsepower: 213 hp

Operating weight: 67902 lb

Maximum reach at grade: 34' 7"

Maximum dump height: 23' 11"

Maximum dig depth: 24'

Arm breakout force: 30644 lbf

Bucket breakout force: 44092 lbf

Swing speed: 9.9 rpm

DX350LCHorsepower: 281 hp


Maximum reach at grade: 36'

Maximum dump height: 23' 6"

Maximum dig depth: 24' 9"

Arm breakout force: 41667 lbf

Bucket breakout force: 57000 lbf

Swing speed: 9.3 rpm

Quick Specs

Doosan DX350LC operators can work in comfort all day thanks to an overall larger excavator cab, standard air conditioning and heat, and a standard air suspension seat.

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More powerIn conjunction with new iT4 compliant diesel engines, new Doosan wheel loaders have more engine horsepower, increased optional driving power and steering capabilities. Specific to the DL450, one of the largest wheel loaders in the Doosan lineup, the horsepower has been increased from 301 to 354 hp, and the DL450 has increased torque (1,120 lbf at 1,400 RPM). It is powered by a 6-cylinder, liquid-cooled diesel engine.

To comply with EPA air quality requirements, the three new Doosan wheel loaders use Selective Catalyst Reduction (SCR) with Diesel Exhaust Fluid (DEF). SCR-configured engines are optimized to reduce particulate matter (PM) in the combustion chamber, reducing Nitrogen Oxide (NOx) by using DEF, which is a solution of water

and ammonia. The combination of exhaust with DEF causes it to react with a catalyst. This reaction turns harmful NOx into harmless nitrogen and water vapor. SCR systems offer increased fuel efficiency — as much as 16 percent with the DL450 — due to engine optimization, that results in a more complete fuel burn.

In the new DL450 wheel loader, a high-pressure common-rail (HPCR)design with direct fuel injection, and an electronic control increase fuel delivery by increasing the pressure up to 24,000 psi. The increased fuel pressure allows the injector to inject a finer mist into the diesel engine, which results in a more efficient combustion. Better combustion produces more torque, less noise, lower operating costs, improves fuel economy and creates cleaner exhaust.

Doosan’s approach to

iT4 complianceAs outlined in the DoMORE® Spring 2011 issue, Doosan is implementing a three-fold approach to meet iT4 requirements in its excavators. It includes Cooled Exhaust Gas Recirculation (CEGR). This solution works well when the engine runs at a rated engine RPM versus varied engine RPMs. Since Doosan excavators typically operate at a constant RPM, the engine operates at a consistent combustion temperature and reduces Nitrogen Oxide (NOx). In addition to CEGR, Doosan excavator engines use a Diesel Oxidation Catalyst (DOC) and a Diesel Particulate Filter (DPF). These act as after-treatments to further reduce particulate matter (PM).

Unmatched operator comfortChanges to Doosan excavator cabs include additional space for enhanced operator comfort. The overall excavator cab size has increased by about 6 percent, providing more headroom. Getting in and out of excavators is easier with a 180-degree swinging door and a wider entry/exit area.

To help minimize operator fatigue and improve productivity, Doosan excavators come standard with air conditioning and heat, with automotive-style vents and controls that help distribute the air evenly in the cab. A CD player with MP3 compatibility, radio and antenna are standard. Additional cab improvements include a viscous cab-mount, which includes a coil spring to reduce vibration by 20 percent, and a new standard air suspension seat. The joystick control angle is now set at 19 degrees to provide a more ergonomic profile and more clearance for the operator’s legs.

A new 7-inch LCD monitor displays important machine information with 15 different machine function warnings, and it switches to night view for easy viewing. A rearview camera button provides the operator with an additional means to view the machine surroundings, allowing for increased productivity.

NEW DOOSAN WHEEL LOADERS

FEATURE IMPROVED POWER, PRODUCTIVITY

AND COMFORT

The new models have improved power and productivity, as well as improved operator comfort, and are designed for large material-handling applications.

The new Doosan wheel loader lineup includes the DL350, DL420 and DL450, the first Doosan models with iT4 compliant engines to be available in North America. Built for rugged applications, the Doosan wheel loaders are popular for large material-handling applications, and especially with operators who work in quarries, mines, demolition and sand and gravel operations. Additionally, many municipalities depend on Doosan wheel loaders for material-handling tasks and snow removal.

Visit www.DoosanEquipment.com/tier4 to read more about Tier 4 technologies.

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DL450Horsepower: 354 hp


Bucket capacity: 6.3 cu. yd.

Dump height: 10' 8"

Dump reach: 4' 2"

Breakout force: 52864 lbf




Dump height: 10' 1"

Dump reach: 4' 1"





Dump height: 10'

Dump reach: 4'


Quick Specs

The Doosan DL420 wheel loader is one of three new models available in North America with an iT4 compliant engine. New Doosan wheel loaders feature excellent visibility to the front of the machines, which is ideal for truck-loading applications.

Increased horsepower and torque are among many of the product upgrades available with the new Doosan DL450 wheel loader to help operators improve productivity in loading or dumping applications.

Performance enhancementsOptional for the three new Doosan wheel loaders is a hydraulic locking differential, replacing the standard limited slip differential. The hydraulic locking differential provides increased driving power when one wheel spins or loses traction. With the hydraulic locking differential, the left and right wheels are locked together using hydraulic pressure to allow them to rotate at the same speed and receive equal torque, providing the machine with more traction and less slippage.Also available as an option is a torque converter lockup. This enables the machine to climb grades easier and faster, increasing productivity by as much as 20 percent in certain stockpiling applications.

New Doosan wheel loader cabs feature improved visibility to the work area in front of the machine. Another additional option is an electronic main control valve. This allows the

operator to set the lift arm position limits from inside the cab, providing improved control of the lift arm and bucket positions, and is useful when setting return to dig positions for the lift arm and bucket. It reduces cycle times in digging and loading applications.

Improved operator comfortNew Doosan wheel loader cab improvements provide a more comfortable operating station. A new door makes getting in and out of Doosan wheel loaders easier, as well as cleaning the inside of the cab. An air suspension seat provides a comfortable ride, and each machine comes standard with a radio. A new automatic heating, ventilation and air conditioning system allows the operator to set and maintain a constant cab temperature, while a 31 percent increase in airflow has significantly improved the efficiency of the heater and air conditioner.

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“DAKOTA FRED”

There are few people who have lived a life of adventure and worked as hard as Fred Hurt. Now Hurt is enjoying a new career, of sorts, and is a star on the highly rated cable show “Gold Rush.” Nearly 5 million viewers tune in each week to watch Hurt and two other groups in their exciting search for gold.

Known as “Dakota Fred” on “Gold Rush,” Hurt came out of retirement in 2004 to start a new career in mining, specifically for gold in Alaska. In 2010, Hurt was asked by a Discovery Channel® production company to lend his expertise on the new TV show. In 2011, Hurt returned for the second season, only this time he took on a more prominent role on the show — purchasing the Porcupine Creek claim and becoming his own boss.

Fred Hurt selected a DL400 wheel loader from a Doosan dealer in Alaska to help him and his son on the set of the popular cable television show

Fred Hurt is“Dakota Fred”

Fred Hurt rented this DL400 from Miller Construction Equipment in Juneau, Alaska,

for use on the television show, “Gold Rush.”

Spring 2012 11DoMORE

During the second season, Hurt experienced troubles with an older used wheel loader. He asked around for suggestions for a replacement and someone recommended the Doosan dealer in Juneau, Alaska, Miller Construction Equipment. Hurt was previously unfamiliar with Doosan equipment, only seeing them for the first time when he attended CONEXPO-CON/AGG in Las Vegas, Nev., in March 2011. He trusted the recommendation and took a chance (sight unseen) on a Doosan DL400 wheel loader.

Since Juneau is only accessible by air and water, a salesman from Miller Construction Equipment made arrangements to put the Doosan wheel loader on a ferry and send it to Haines, Alaska. Once it arrived, Hurt’s son, Dustin, put the machine to work right away, loading boulders into Hurt’s wash plant to mine for gold. Both Fred and Dustin were impressed by the machine, its ability to handle the rock, and the visibility and comfort inside the loader’s cabin.

“I have fielded many questions about our Doosan wheel loader we used last season,” Hurt says. “Interest has certainly increased since the DL400 appeared on national TV. I believe Doosan has an opportunity to become a very strong contender in the heavy equipment business.”

A Miller Construction Equipment service technician from Juneau made regular visits to the mine site to ensure the Doosan wheel loader was in top form for the rigorous mining application.

A career adventurerHurt attended Del Mar College in Corpus Christi, Texas, for two years, and studied the sciences and oil refinery operations. In 1968, he started his professional career as a commercial diver, doing underwater construction, burning and demolition. During his 10-year stint in diving, Hurt wrote a diving safety manual for Smit-LeCler International Divers.

With experience working underwater and having many contacts along Louisiana’s Gulf Coast, Hurt started his own construction company in 1978 called Blue Ribbon Bulkheads and Hurt Construction. He specialized in marine pile driving, dock, wharf and bulkhead construction.

In 2002, Hurt took a break from being a business owner and went to work for Herbert Trucking and Equipment in Crown Point, La. He was a foreman at the company and oversaw underground utility repairs in New Orleans. There were many times that he and his crews stumbled across unmarked pipes, came across old clay pipes and discovered rail car tracks. Hurt says at one time there were numerous street cars in New Orleans to transport its residents and the remnants that lie beneath the concrete and asphalt pavement.

Looking toward retirement in 2004, Hurt and his wife moved from Louisiana to Minot, N.D., to be closer to family. He isn’t the type to

sit around, so he quickly decided that mining was a natural way to use his 30-plus years of construction equipment experience to launch a new career. That’s when he started Blue Ribbon Gold and began mining on state and private land in the Porcupine Creek mining district in Alaska.

Over the course of the next five years, Hurt and his son-in-law, Paul Behm, mined in Alaska, Wyoming, Nevada and Montana. In May 2009, he traveled back to Alaska to design, build and operate a 100-yard-per-hour wash plant for Goldrich Mining Corporation in Little Squaw, Alaska. Goldrich Mining is a publicly traded company that owns 100 percent of the historical Alaskan Chandalar gold district, which is approximately 27 square miles in size, and located 190 miles north of Fairbanks. The following year he went to the Porcupine Creek claim with owner Earle Foster to oversee a group of new miners who participated in the first season of “Gold Rush.”

Short mining seasonSurrounded by beautiful scenery — mountains and tall pines — crews at Porcupine Creek have a short mining season of approximately 150 days. When crews arrive in May, there’s typically still snow along the roads. There is very little room for error, and crews must get to work immediately to ensure they can mine enough gold to cover their mining season expenses, as well as take some money home. Having a dependable wheel loader is critical because if it breaks down, Hurt and his crew cannot maintain their progress in search of gold.

Hurt anticipates participating in a third season of the show, which may be filmed this mining season. If so, Doosan equipment will surely return as well. Learn more about the show and Fred Hurt by visiting www.dsc.discovery.com and clicking on the link for “Gold Rush.”

STRIKE IT RICH! 19.4 oz of gold = $32,000

After hours of hard work and operating heavy equipment, Fred and Dustin Hurt weighed their gold on this scale to see how much they had earned. In this case, the Hurts recorded 19.4 ounces of gold. That’s roughly $32,000 worth, based on the price of gold as of March 15, 2012.

Dustin Hurt operated the DL400 wheel loader at the Porcupine Creek claim where he and Fred Hurt mined for gold.


A Doosan DL250 wheel loader helps keep things consistent and running smoothly — and 1,100 Holsteins happy — at Grand Venture Dairy LLC

Same ol’ boring routine OK with New York dairy operator

Grand Venture Dairy

Ask Todd Hyman his secret for running a productive dairy operation and his response will likely be composed of two simple words: consistency and routine.

“We try to keep it all very simplified because bored cows are productive cows,” Hyman says. “The trick to milking a lot of cows is consistency. If you’re doing it well, it’s borderline boring because the same thing that happened yesterday will hopefully happen today and then again tomorrow.”

Hyman and wife Heather started Hylight Farms LLC in 2003 with 30 Holstein cows and grandiose dreams. In spring of 2004, Heather’s parents, Jerry and Mary Stockman, joined the Hymans to expand the operation. Hylight Farms LLC is located in the far northeastern corner of upstate New York, not far from the small community of Adams. In 2008, Hylight Farms LLC grew once again; this time to a farm site located less than 10 miles from the Hyman homestead. Now a multi-faceted operation with two dairy facilities and crop production, the two husband-wife teams have expanded the original farm from the 30 original cows to nearly 1,100 today, along with 1,800 acres of cropland.

A venture of grand proportionThe 2008 expansion — appropriately named Grand Venture Dairy — has grown to more than 750 head of Holstein cows, with a few Jersey and Brown Swiss co-mingled for good measure. In addition to the milking operations, the Hymans and Stockmans also raise 1,000 acres of corn and 800 acres of an alfalfa/grass mixture, all of which is processed into what Hyman calls Total Mixed Ration (TMR): the feed that provides nourishment for the two herds of milking stock. It takes 24 full- and part-time employees and an arsenal of equipment to keep the farm running smoothly as the milking process alone is a 20-hour-per-day endeavor.

Every cow makes three trips to the milking parlor within a 24-hour timespan. Production from the combined herds yields, on average, 90,000 pounds of milk every day; that’s 11,250 gallons and cumulative sales of more than $6 million in revenue annually. As impressive as the operation is and as boring as it may sound to the adventurous thrill seeker, Hyman contends that dairy cattle are most productive when their daily routine remains as mundane as possible.

The Doosan DL250 wheel loader provides good visibility for owner Todd Hyman when he’s loading feed into his mixer.



“In the dairy business, the more consistent we can be, the more efficient our operation,” Hyman says. “Cows are happiest when they remain on a tight schedule. And happy cows are productive cows.”

In theory, striving for consistency and keeping to a routine shouldn’t be all that difficult. Yet for dairy and farming operations, it isn’t as easy as it sounds. Mother Nature and equipment breakdowns are among the biggest threats to interrupting the monotony, and although Hyman can’t do much about the outside elements, he feels he has some control over downtime.

As one can imagine, feeding is an ongoing chore that requires lots of man hours and a great deal of mixing. It takes heavy-duty equipment to hold up to the rigors of preparing and loading the more than 90,000 pounds of TMR feed that Hyman and his hired hands prepare for the hungry, milk-producing bovines every day. Proving too much a challenge for his previous wheel loader, Hyman visited his local Doosan dealer — Monroe Tractor — in nearby Adams, in search of a replacement.

“The equipment we had before just wasn’t built to handle the feeding task,” Hyman says. “We needed something that was more heavy-duty. We also wanted something that could be serviced by our local dealer. So we paid a visit to our sales rep at Monroe Tractor and he showed us a used Doosan DL250 wheel loader. It was at a good price point and a model he was confident would be able to handle the continuous operation required for feeding. We run the machine on average eight to nine hours a day.”

Good eatsThe TMR feed is composed of several ingredients — forages, grain and nutritional supplements — all mixed together and delivered in one lump package. Hyman relies on the DL250 to create huge piles of harvested forages, then later for transferring the feedstuffs to a mixer that acts as a huge food processor to blend all ingredients together in equal fashion. The compacted silage piles present challenges for even the best built heavy-duty equipment.

“The DL250 does 90 percent of the work,” Hyman says. “We use it to dig out silage from the piles and load all the TMR ingredients into the mixer. In addition to the loader bucket, we also have a defacer attachment. The defacer has a series of prongs that rotate in a circular motion that break apart the compacted silage, making it more uniform and easier to load into the mixer. Basically, it’s a loosening device that works really well.”

In addition to serving as the primary implement for the feeding process, the DL250 wheel loader assists in a variety of other chores, including cleaning and dispensing of bedding for the herd. Hyman uses fine sand for bovine bedding, a material with many positive attributes. Yet, because of its heavy weight, it presented problems for his previous lighter-weight equipment.

“Sand provides a lot of cushion,” Hyman says. “Cows are big animals, and fine sand, like the beach, provides a lot of comfort for them. Plus, because it’s gritty, it also provides a stable foundation for less slippage and fewer injuries. It’s also nonorganic, which means no bacteria growth … something that’s important for helping keep

The Doosan wheel loader has been a really good machine. We bought it for the purpose of being durable and minimizing downtime … I also like that you can see really well when operating it … The other thing is that it’s really easy to use. The cab and control panels are user-friendly and the joystick for running the bucket and loader are convenient and easy to operate.

— Todd Hyman, Grand Venture Dairy

continued on page 14 DL250 owner Todd Hyman says his Doosan wheel loader is an integral part of his dairy operation.



With a Doosan DL250 wheel loader, owner Todd Hyman can efficiently lift, carry and load feed for his Total Mixed Ration (TMR) to feed his dairy cows.

cows healthy. The only drawback of using sand is weight, so it takes a heavy-duty piece of equipment to move it from pile to platform. Our Doosan wheel loader has certainly lived up to the challenge.”

Minimal downtownEquipment downtime wreaks havoc on any business. Breakdowns are costly not only from a repair standpoint, but lost time also means lost productivity, which takes a big bite out of profit. In a dairy operation, however, downtime upsets the mundane. Delays in feeding, cleaning and maintenance upset the milk production cycle, and the overall disposition of effect Hyman’s herd. To that point, equipment reliability has a direct affect on the operation’s bottom line.

“The Doosan wheel loader has been a really good machine,” Hyman says. “We bought it for the purpose of being durable and minimizing downtime. In the last two years, it’s been down only one time that I can remember, and it wasn’t a mechanical issue.

“I also like that you can see really well when operating it,” Hyman says. “There are large windows in the front so you can see what you’re doing very easily. The machine is also designed very well and is easy to service. The other thing is that it’s really easy to use. The cab and control panels are user-friendly, and the joystick for running the bucket and loader are convenient and easy to operate. It’s a good piece of equipment, no doubt about that.”

Boring? Maybe. But for Hyman, if that’s what it takes to keep his cows happy and productive, that’s OK with him.

“Lots of things on dairy farms go into the total ability to produce milk,” Hyman says. “The value of a durable, reliable piece of equipment certainly figures into the equation. To put a number to it would be difficult, but I know the Doosan wheel loader has definitely allowed us to be more consistent, which has helped us increase milk production since we’ve owned it. Anything that disrupts the routine also disrupts production.”

Perhaps we can all learn a thing or two from Hyman’s bovines about the value of having a bit more consistency in our lives.

Visit www.DoosanEquipment.com to learn more about the DL250 wheel loader and additional models available from Doosan.

Lots of things on dairy farms go into the total ability to produce milk. The value of a durable, reliable piece of equipment certainly figures into the equation. To put a number to it would be difficult, but I know the Doosan wheel loader has definitely allowed us to be more consistent, which has helped us increase milk production since we’ve owned it.

— Todd Hyman, Grand Venture Dairy

Did you know?Doosan is a global company that has been in business for 115 years, and began manufacturing equipment in 1937. Today the organization has grown to become the sixth largest construction equipment manufacturer in the world.



When a Doosan crawler excavator is paired with a shear attachment, it isn’t pretty for scrap metal. A powerful equipment combination breaks I-beams like they’re

toothpicks and helps a small Georgia-based business succeed.

meets its match … and loses

Metal SLM Recycling

SLM Recycling cuts scrap metal into smaller pieces with a Doosan DX225LC and shear before it’s shipped to a mill to be reprocessed.


The Doosan machine has performed as well as, if not better than, other brands out there.

— Patrick Denney, SLM Recycling

Patrick Denney, owner of SLM Recycling, Carrollton, Ga.


Doosan on YouTubeA new Doosan Channel on YouTube® provides videos of Doosan equipment in action! Watch videos of Doosan products, as well as Doosan customers describing their positive experiences with Doosan equipment. Visit www.DoosanEquipment.com/YouTube for a list of videos. Subscribe to the channel to stay informed when new videos are posted to the channel.

To read about an industrial recycling facility cutting metal with a shear attachment mounted to a Doosan DX225LC excavator doesn’t do it justice. You have to see it firsthand to believe how easily a shear’s sharp blades slice through old truck frames and I-beams before smaller pieces are loaded onto trucks and shipped to area mills to be reprocessed.

Patrick Denney owns and operates a prosperous metal recycling facility in Carrollton, Ga., where his family works with individuals and commercial businesses to keep recyclable — and very valuable — metal out of landfills. Working with his father-in-law and business partner, Doug Mabry, their operation processes scrap metal to be re-used by mills in Georgia and Birmingham, Ala. The name of their business is SLM Recycling, a 25-year-old company, and it is hopping with activity on most days.

Carrollton is a small town approximately 50 miles west of Atlanta, and the people who frequent Denney’s business are often as diverse as the recyclables they’re selling. The general public, including a group of customers that Denney refers to as “peddlers,” collects ferrous and non-ferrous metals and sells them to Denney. He receives all kinds of materials, including cars, trucks and appliances, down to aluminum cans.

Heavy-hitting equipmentOnce materials arrive, Denney’s employees rely on an assortment of durable equipment to handle and cut metals into smaller pieces. “We have two machines with grapples, two with magnets and a Doosan excavator with a shear attachment,” Denney says. “The machines with grapples load shreddable materials, appliances and cars into trailers to send them to a crusher. Meanwhile, we’re cutting metal into smaller pieces with the shear and then loading it into trucks with magnets to send on to the mill.”

Denney’s Doosan DX225LC with a shear attachment — purchased from Cowin Equipment — cuts through metal at a rapid pace. Denney says it is operated for as many as 8 hours a day, and the DX225LC has performed exceptionally.

“The Doosan machine has performed as well as, if not better than, other brands out there,” he says. “We use it to upgrade what metal we get in. We buy long I-beams, and we’ll shear them into 3-foot lengths, to make them ready for mills. We’ll get tractor trailer trucks and we’ll

remove and cut up the cabs, shear up frames and upgrade the material to a mill-ready item.

“Before, metal-cutting was all done with a torch … propane and liquid oxygen. Imagine how long it takes to cut an I-beam with a torch? With a shear, it’s a huge difference. It allows us to process material much more efficiently and be able to compete with bigger recycling yards because now we can go directly to mills, just like they can.”

Parts and service support beyond the saleWhen it was time to purchase a new machine, he says his Doosan equipment dealer stood out from others for several reasons. His dealer supports machines long after the sale, providing parts and service support to maintain the DX225LC.

“Based on past performance that I’ve gotten out of Doosan machines, I was convinced to stick with Doosan,” Denney says. “Parts are always readily available; I don’t have to worry about that. My mechanic has received exceptional support from my dealer. The service department spent 30 to 45 minutes helping him troubleshoot a problem. That kind of support means the world to a guy who’s working on his own machines; answering questions is a tremendous help. The dealer bent over backward to help us do everything it could and to get the machine here on time when we needed it.”

With more than two decades of operating equipment in the scrap yard, Denney has seen numerous product improvements, particularly to the operator cab. “There’s no comparison to older machines,” Denney says, “because of improved joystick controls and monitors to tell you what’s going on. The rearview camera is a nice feature, too. Operators can see the machine surroundings and the air conditioning is convenient, especially during hot summer months.

“Overall, we think Doosan machines are excellent, and we couldn’t ask for better service or support. The products do exactly what the dealer said they would do, and when minor issues have come up, they solve them.”

For an owner-operated family business, Denney has a simple philosophy that he credits to his continued success: “Service our customers quickly and treat them fairly. My partner and I are here every day, and customers can see us for pricing or service.”


Branch Highways

Rugged, winding terrain and a constricted operating area presented special challenges for the contractor in charge of installing safety and drainage improvements along a five-mile section of I-64 in Alleghany County, Virginia.

Branch Highways Inc., a full-service heavy highway and civil construction company located in Roanoke, Va., was awarded a $10.6 million contract for the project in March 2010, by the Virginia Department of Transportation (VDOT). A privately held company, Branch Highways operates under an Employee Stock Ownership Plan (ESOP) and performs a variety of work throughout the mid-Atlantic area, including commercial, residential and industrial developments, highways, airports, landfills, dams and reservoirs.

Alleghany County interstate projectThe Alleghany County project extended from 2.8 miles west to 2.3 miles east of the Low Moor interchange at exit 21 on I-64. The project called for the reconstruction of the inside shoulders of the interstate as well as the installation of high-tension cable guardrail in the median. Improvements to the drainage system that lies beneath both lanes of I-64 and the

adjacent frontage road were also part of the project.

Average daily traffic volume on this portion of I-64, which connects I-81 near Lexington, Va., on the east with I-77 near Beckley, W.Va., on the west, is more than 20,000 vehicles per day. The project area lies within the rugged and beautiful George Washington National Forest.

New safety measuresThe mountainous terrain confined the interstate in the project area, limiting the median width to just 10 feet. According to VDOT, the project was designed to improve safety conditions along this portion of I-64 and Winterberry Avenue by protecting motorists from cross-over collisions between eastbound and westbound traffic on these routes. To this end, Branch Highways installed a total of 60,800 linear feet of high-tension cable barrier on this stretch of road.

“The project also required us to remove and replace existing storm drain pipes,” says Greg Montgomery, project superintendent for Branch Highways. “Throughout the project, these pipes run perpendicular to and across the interstate and frontage roads. This required us to work in half of each roadway at a time while maintaining traffic in the other lane.

“On the frontage roads,” Montgomery says, “the lane widths are very narrow, requiring the use of an excavator with a reduced tail swing to safely allow traffic to pass in the open lane.”

The excavator Branch Highways picked for this task was a Doosan DX140LCR, which was rented from H&E Equipment Services, the Doosan dealer in Roanoke. The swing radius on the 14-ton DX140LCR is just 4 feet 10 inches, which allowed it to work on congested jobsites like the Alleghany County project.

At the same time, the DX140LCR offers a long 12-foot, 4-inch track length for exceptional digging and lifting capacity as well as a class-leading bucket breakout force of 23,149 pounds.

“The DX140LCR was very agile in moving around in limited-space work areas, especially during narrow roadway work under traffic,” Montgomery says. “The power and smoothness of operation was very good. And the rear-view camera was useful and definitely helped the operator view the machine’s surroundings.”

Montgomery said drainage improvement work required 50 open-cut installations crossing all lanes of I-64. A total of 52,600 linear

Doosan excavators come through during busy interstate construction project

Alleghany County I-64 project calls for specialized excavatorsIn a tight spot:


Working in a tight space is no problem for the Doosan DX140LCR excavator. Shown here, the DX140LCR has a reduced tail swing profile that allows it to easily work next to the guard rail.


feet of under drain and 6,000 linear feet of storm drain pipe were installed. Most of this work was completed before the project closed down for the season.

The next spring, Branch Highways was in need of an excavator that could handle a wide variety of tasks and was capable of easily traversing the entire five miles of the project under congested traffic conditions. Their choice this time was a Doosan DX190W wheel excavator, again rented from H&E Equipment Services.

“Tasks assigned to the DX190W included grading out for asphalt patching following road-crossing pipe installations, grading the hot asphalt to minimize hand work, excavating drainage ditches, dressing hard-to-reach areas in preparation for seeding, off-loading construction materials, you name it,” Montgomery says. “We also used this machine anywhere a typical excavator would be used. The DX190W performed exactly as needed — moving around easily in traffic — and was very reliable.”

The DX190W features a fully hydrostatic drive with a 3-speed power shift transmission and a top travel speed of 22.4 mph. The front axle oscillates and steers but can be locked rigid for increased digging performance; the rear axle is rigid.

Tasks assigned to the DX190W included grading out for asphalt patching following road-crossing pipe installations, grading the hot asphalt to minimize hand work, excavating drainage ditches, dressing hard-to-reach areas in preparation for seeding, off-loading construction materials, you name it ... The DX190W performed exactly as needed — moving around easily in traffic — and was very reliable.

— Greg Montgomery, Branch Highways Inc.


Branch Highways operated this DX190W wheel excavator during the Alleghany County project on

I-64. The wheel machine was very versatile in this application

because it could drive on the road from one task to the next.

continued on page 20


Work on the project culminated with a 2-inch overlay of the roadway using 32,900 tons of bituminous asphalt. Construction was completed in December 2011.

“Both of the Doosan excavators performed very well and were an exact fit for the conditions we were exposed to,” Montgomery says. “I would recommend to other contractors that they try the Doosan machines, and I will certainly rent them again.”

Visit www.DoosanEquipment.com for more details about Doosan excavators.

According to the Federal Highway Administration (FHWA), in the time it takes for a driver to yawn, a vehicle traveling at highway speeds can cross a highway median and strike opposing traffic head-on. Although rare, head-on crashes are particularly deadly. In Virginia, for example, head-on crashes make up only 2 percent of all vehicle accidents but account for 10 percent of all highway fatalities.

Longitudinal median barriers can effectively protect motorists traveling in opposing lanes while also considering the safety of the occupants of the errant vehicle, says the FHWA. In some states, installation of median barriers has been accelerated because of the growing number of deaths and injuries.

In August 2010, eight people were killed and eight others were injured in three accidents along I-80 in Jasper County just east of Des Moines, Iowa. In each of the three accidents, the driver lost control and crossed the median, colliding head-on with oncoming traffic.

As a result, median cable barrier will be installed along I-80 in Jasper County this year after the Iowa Transportation Commission approved six projects that will add 90 miles of the traffic safety barrier to the state’s interstate system.

The FHWA cites three basic categories of median barriers: rigid barrier systems, semi-rigid barrier systems and flexible barrier systems.

Rigid barriers — Concrete barriers are the most common type of rigid median barrier in use today. While the initial cost of installation can be relatively high, concrete barriers are known for their low life-cycle cost, effective safety performance and virtually maintenance-free characteristics. One drawback is that crashes associated with rigid barriers may result in more severe injuries because, relative to other barrier systems, a rigid system absorbs less energy in the crash.

Semi-rigid barriers — Commonly referred to as guardrail or guiderail, semi-rigid barriers typically consist of connected segments of metal railing supported by posts or blocks. In comparison to rigid barriers, semi-rigid can be less costly, but can be more difficult to install in locations with slope and poor soil conditions. Additionally, the need for repair following impact can drive up life-cycle costs.

Cable barriers — Typical cable barriers consist of multiple steel cables that are connected to a series of posts. Cable barriers minimize the forces on the vehicle and its occupants and absorb most of the energy of a crash. Compared to rigid and semi-rigid barriers, cable barrier systems generally have a lower installation cost. Like guardrails, however, they can have a higher life-cycle cost because of the need to replace them after a crash.

According to the FHWA, some high-tension cable barrier systems are designed to reduce deflection and resist impact forces. These high-tension systems can be easier to repair when posts are hit, and have the added advantage of being practical for use in narrower spaces.

On the Alleghany County I-64 project, the Virginia Department of Transportation originally estimated construction costs of $18.5 million based on a fixed median barrier system. By switching to a high-tension cable system, construction costs came in less than expected at $10.6 million.

Preventinghead-on crashes


AT RIGHT: A DX190W with rubber tires was the ideal excavator for traveling on established surfaces.


Two Doosan DX225LC crawler excavators sort through garbage before loading it onto the railcars below.

Roanoke Valley Resource Authority


In the late 1980s, the Virginia Department of Environmental Quality established new regulations that required all municipal solid waste landfills be lined. Among the many landfills affected statewide was the facility serving residents of Roanoke County, an unlined site forced to close as a result of the new mandate. To comply, representatives from the founding entities — the City and County of Roanoke and the Town of Vinton, Va. — established a team composed of board members and several prominent citizens to review the Valley’s long-range disposal system. The result is one of the most unique landfill operations in the nation. Operations manager Steve Barger explains.

“It is never easy to site a landfill,” Barger says. “It’s that whole ‘not-in-my-backyard’ mentality. Getting the public involved early is critical, as doing so allowed them take ownership of the decision-making process. Their cooperative efforts resulted in establishing the Roanoke Valley Resource

Authority (RVRA), an environmentally controlled waste disposal facility that is the first totally rail-haul disposal system in the nation. Waste Line Express began transporting from our transfer station to the landfill in 1994, and remains one of the most unique and efficient waste disposal facilities in the nation today.”

Railroad tiesAfter completing an in-depth evaluation of current and projected facility needs, the RVRA exploration team selected a low-visibility, 1,200-acre parcel of land known as Smith Gap. Located approximately 33 miles from the site of the transfer station — accessible only by a series of narrow and winding roads that are not well-suited for traditional waste collection vehicles — residents voiced initial concerns about increased truck traffic and safety as well as additional complaints.

To address traffic and road safety concerns, RVRA planning officials explored what has become among the most non-traditional transportation approaches in the industry to date after the committee was able to strike a deal with the Norfolk & Southern Railroad to haul waste from the transfer station to the landfill.

“Norfolk & Southern Railroad was headquartered in Roanoke at one time and still had a strong presence here,” Barger says. “There were 28 miles of existing track so it was a matter of building five additional miles of rail specifically to connect to our facilities. The outcome is a regional public-private partnership that is the first project in the United States to use rail as the sole transportation link between a solid waste transfer station and a landfill. It was a very innovative solution that resolved a number of concerns.”

TRAINAn innovative public-private partnership for transporting trash — and two Doosan excavators —

helps Virginia landfill streamline operational efficiencies


TRASH


Residents living along the route and near the proposed landfill site were also unsure about how the landfill would affect both water quality and property values. So to resolve these two major issues, RVRA established a property protection policy that provides anyone who owns property within 5,000 feet of the border of the landfill or 1,000 feet of the transfer station to have their property value protected. If an owner can prove a loss in property value due to the locations of either the transfer station or the landfill, he or she will be reimbursed for that loss.

A groundwater protection program was also established for residents near the landfill to protect property owners within 1,000 feet of the landfill border. Baseline water samples were taken and tested at the expense of the RVRA and ongoing monitoring continues quarterly. Initially, wells had to pass all health standards, including chemical and bacterial tests. If tests indicate contamination, water will be provided unless the RVRA can prove the contamination originated by a source other than the landfill.

From bucket loader to boxcarOnce final plans were approved, construction for a transfer station — designed to resemble a 1900s-style Norfolk & Southern Railroad building — commenced near Roanoke, along with construction of the five additional miles of track needed to connect the transfer station on one end and the landfill on the other. Waste is picked up daily from residences and businesses using normal procedures (i.e., trucks) and transported to the transfer station where RVRA staff use a Doosan DX225LC excavator to fill rail cars. Every month, more than 14,000 tons of trash make the 33-mile journey aboard the Waste Line Express from Tinker Creek Collection Station to Smith Gap Landfill via rail; with each of the 12 cars capable of holding approximately 65 tons of solid waste.

Upon arrival at the landfill, individual cars are emptied via the world’s largest indoor rotary dumper, a contraption that lifts each rail car, turns it upside down and empties it onto an indoor receiving floor where the waste is pushed into a 35-ton off-road hauling truck for the final one-mile trip up

the side of Smith Gap Mountain. Of the nearly 175,000 tons of waste (on average) the facility receives annually, close to 10 percent is recycled, including 469 tons of metal, 15,000-plus tons of waste wood and more than 800 tons of tires.

The remainder — close to 159,000 tons — is buried in Smith Gap Sanitary Landfill using Doosan excavators. Doosan equipment dealer H&E Equipment in nearby Jessup, Md., was awarded the equipment sale and delivered Doosan DX225LC and DX190W excavators in early June 2010.

“The bid specifications specify that the store or branch of equipment providers be located within 25 miles of the facility,” Barger says. “While we have some backup equipment, we cannot afford to have an extra piece of equipment sitting on the lot, so it’s imperative for the efficiency of the operation to have qualified mechanics and service technicians in close proximity to our facility. We are fortunate to have several dealers in the Roanoke area that represent a variety of equipment manufacturers, and we try to provide all of them the opportunity to bid.”

A pair of Doosan DX225LC excavators with grapples load garbage delivered to the Roanoke Valley Resource Authority.


The DX225LC excavator is used primarily to load railcars (gondolas). Since RVRA compensates the railroad based on the number of gondolas versus the ton, according to Barger, it is important that as much waste as possible is loaded into each unit, hence reducing transportation costs. He remains pleased with the performance of the DX225LC and applicable attachments that enhance the loading efficiencies and capabilities of the facility’s Doosan excavators.

“The excavators are equipped with a trash-packing attachment in lieu of a traditional bucket,” Barger explains. “The attachment allows our operators to pick out recyclables or other non-acceptable waste such as metals and tires. Since we have had the new machines equipped with the trash-packing attachment, our average tonnage per gondola has gone up three to four tons per car, which is a significant savings. If we average an additional two tons per car over the course of a year, the savings equates to more than $70,000 in reduced transportation costs alone.”

Feeding a hungry grinderThe RVRA has a separate area for grinding and recycling of clean waste wood to minimize the amount of waste shipped and buried in the landfill. Due to safety concerns, Barger made the move from a standard tub grinder to a horizontal-type, but the equipment switch necessitated the purchase of another piece of equipment capable of keeping the hungry horizontal model fed … a role reserved primarily for the Doosan DX190W excavator.

“Horizontal grinders don’t have a knuckle-boom loader to feed the machine,” Barger says. “The wheeled DX190W Doosan model has certainly fit the bill. It’s efficient, easy to operate and durable. Loading wood waste can take its toll on equipment, but the DX190W is tough and extremely durable. Our operators also like the Doosan equipment. I continually hear how they enjoy operating the excavators and how easy they are to perform daily, general maintenance. All these things speak to productivity and efficiency. And our dealer is great to work with.”

Mark YoungEmpire Building Diagnostics, Bu� alo, NY

“We’re in demo and we work ’em hard. They stand up to what we’re doing.”

Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2012 Doosan Infracore Construction Equipment America. All rights reserved. | 124WS-0

www.doosanequipment.com/Young

“ They are great machines.”

Doosan Delivers: Customer Satisfaction

Scan this code to see what Mark and other Doosan owners are saying!

— Steve Barger, Roanoke Valley Resource Authority

Since we have had the new machines equipped with the trash-packing attachment, our average tonnage per gondola has gone up three to four tons per car, which is a significant savings. If we average an additional two tons per car over the course of a year, the savings equates to more than $70,000 in reduced transportation costs alone.

A Doosan DX190W wheel excavator feeds wood waste into a horizontal grinder.


McCourt Construction

Premier Boston-area construction company brings plenty of equipment to add-a-lane job

calls for pair of Doosan excavators

Huge highway project

At times, transportation construction projects in the Boston, Mass., area seem like they go on forever. The Central Artery/Third Harbor Tunnel project, known as “The Big Dig,” turned out to be the nation’s most complex and expensive (almost $15 billion) highway project. It took 16 years to complete.

The job currently in the “when-will-it-ever-end?” spotlight is taking place on the south side of Boston. The Route 128/I-95 Add-a-Lane Roadway project consists of

nearly 14 miles of widening, repairing and rehabbing from Wellesley to Route 93 in Randolph. It crosses 22 different roads, three railroad lines and two rivers.

Decade-long projectThe $354 million project began in 2003 and is expected to be completed in late 2015 or early 2016. Among the work being done is the installation of an additional 12-foot travel lane and a 10-foot shoulder

in each direction, along with new collector/distribution roads. Several bridges had to be repaired and widened before the adjacent highway could be addressed.

The goal is to make that stretch of the heavily traveled highway into four lanes in each direction, thereby increasing travel capacity by as much as 25 percent and eliminating driving in the breakdown lanes during rush hour.

This Doosan wheel excavator is one of two models that McCourt Construction operates on road construction

projects, in part of because of its ability to drive on established surfaces with minimal disruption.



118 years old and still going strongAs the oldest family-operated construction company in New England, McCourt Construction has a long history of achievement in both the public and private sector.

McCourt has won numerous awards for public works projects, including building or rebuilding highways, airport runways, tunnels, bridges, utility systems and parks. The company is also the contractor of choice for many private developers. McCourt has built award-winning golf courses, parks, plazas and security infrastructure, as well as doing site work and demolition.

Started in 1893John McCourt left his job with Boston Gas to start his own construction firm in 1893. After he died in 1917, his wife Sabrina became one of the first women to lead a construction company. The second generation took over the company in the 1930s; the third generation in the 1950s. Richard McCourt joined the firm in 1968 and is now the fourth generation to manage the company.

McCourt became one of the nation’s largest installers of coaxial cable in the 1980s, using a unique technique called “McCourt Boston Integral” to reduce time and costs.

For more than six decades, McCourt Construction has performed work at Boston Logan International Airport. In fact, the company has built or rebuilt every runway and taxiway at the airport.

After completing the airport’s first new runway in 30 years, McCourt received a letter of commendation from Logan Airport, which said in part: “This highly visible and controversial project was safely completed on time, under budget and without controversy from the press or neighboring communities. This is a direct reflection of the attitude and professionalism that McCourt brings to every project, time after time.”

Public works expertOne of the firms working on this massive job is McCourt Construction Company, a premier New England construction company based in Boston, Mass., that has a long history of successfully completing public works projects — even in the most difficult conditions because of weather and traffic concerns.

McCourt Construction has been recognized as one of the best places to work in Massachusetts and one of the area’s largest private companies, according to the Boston Business Journal. It has also been awarded the top Mass Port Authority Contractor of the Year on multiple occasions.

Paul Trubiano, McCourt yard equipment supervisor, is not quite sure how many of the company’s 1,600 pieces of equipment are working on the Route 128 project at any one time, but he knows they have twice as many machines as they need. Trubiano has worked for McCourt Construction for more than 30 years.

“The logistics of the jobs require us to have additional equipment on site,” he says. “We are working in multiple locations, so rather than moving 10 machines every week, we have 20. We leave them in all the strategic areas so they are available wherever we are working.”

Doosan excavator duoAmong the McCourt Construction equipment committed to this project are two Doosan wheel excavators — both purchased from Bobcat of Boston.

“Doosan rubber-tired machines are good urban excavators,” Trubiano says. “We do a lot of utility work and you can move them around without damaging the streets. They are very handy for that type of work because of their travel speed and mobility.”

During the Route 128 project, the excavators are taking on a variety of tasks, including installing utilities, grading slopes, general excavation and cleanup.

Trubiano regularly requests feedback from foremen and operators on how the Doosan excavators are performing on the job. “They like the Doosan excavators,” he says. “They work very well. As far as I am concerned, Doosan excavators are as good as any of them.”

According to the company website, “McCourt Construction understands the importance of having the right equipment for each job. We are continually updating our fleet to ensure the best possible production results on all of our projects. Our central garage is staffed with the best mechanics around and the most modern machinery in the industry.”

Adds Trubiano: “Production is the most important factor for us. We rely on our equipment to be operating at peak performance every day. Our experience with Doosan excavators is that they are very reliable.”

Doosan rubber-tired machines are good urban excavators. We do a lot of utility work and you can move them around without damaging the streets. They are very handy for that type of work because of their travel speed and mobility.

— Paul Trubiano, McCourt Construction

Paul Trubiano, McCourt yard equipment supervisor



Associated Constructors

It was a recipe for disaster.

In May 2003, Marquette County, Michigan, situated in the famed Upper Peninsula (U.P.) region on the shores of Lake Superior, had experienced unseasonably warm spring temperatures that accelerated the thaw of the more than 200-inch snowpack received the previous winter. Then, beginning on May 11, the rains came. Precipitation fell steadily for the next two days before culminating in a drenching deluge on May 13. With the

ground in the region still partially frozen, runoff was restricted from being absorbed by the surface soils. What began as a tiny trickle was, overnight, transformed into a tragic torrent.

In the Silver Lake Basin, just miles northwest of the city of Marquette, an earthen dam that served as a water storage unit of the Dead River began to weaken. The pressure of the rising lake level eventually breached the dam, creating a wall of water that rushed down the Dead

River channel, destroying everything in its path.

“The force of the water obliterated the banks of the upper Dead River, blocked the mouth of its tributaries with sand and debris, and displaced thousands of trees,” said Jessica Mistak, a fisheries biologist for the state’s Department of Natural Resources (DNR). “It was an amazing scene. The fisheries’ resources and riverine habitat were completely destroyed.”

Associated Contructors enlists an entourage of Doosan DX300LC excavators to help restore this designated trout stream, located in the pristine Upper Peninsula of Michigan,

after it was devastated by a flooding torrent of water.

Resurrecting the Dead River


Assessing the damageThe breached dam unleashed more than 9 billion gallons of water: flooding, damaging or destroying many homes, several roads and bridges, five downstream dams, two parks and three public access sites along a swollen stretch that extended down the river for 25 miles, all the way to the mouth at Lake Superior. Scouring the valley floor, the deluge destabilized the banks of the Dead River for more than four miles, where the main channel had become diverted to an entirely new course through freshly deposited sand.

The Michigan DNR estimated that approximately one million cubic yards of sediment and debris had been displaced by the event, depositing up to two yards of silt and muck across the expanse of the floodplain. Thousands of trees were also swept away.

“You also need to factor in the wildlife and the native plant species that once thrived along the banks of this river,” Mistak says. “In order to get a full vision of what needed to be done, we studied several stable streams nearby. Stream restoration of this magnitude involves all aspects of the ecosystem and habitat, not just the soils and the fisheries.”

After devastating 20 miles of river channel, the wall of water collided with an earthen dike at the Tourist Park impoundment near the city of Marquette, washing the majority of it away and engulfing the Presque Isle Power Plant located at the mouth of the river. From the air, the plume of silt-filled water and the remains of trees left in its wake formed a mud trail that was visible from the mouth of the river to Lake Superior, a distance of more than a mile.

Restoration and rebuildingThe Upper Peninsula Power Company (UPPC), owner of the Silver Lake Basin, chose to rebuild the failed dam — the last of five located closest to the power plant — using newer and more fail-safe methods. UPPC had worked with a local contractor, Associated Constructors, based in Marquette, Mich., for several years prior to this flooding, including construction of several dams and various river system projects within the Silver Lake Basin.

“The restoration phase has been ongoing since this unfortunate event occurred,” says Jim O’Dovero, general manager of family-owned and operated Associated Constructors. “Because of the size and complexity of the project, several contractors were involved.

A trio of Doosan crawler excavators helped Associated Constructors with rehabilitating the Dead River in the Upper Peninsula of Michigan.


It was an amazing scene. The fisheries’ resources and riverine habitat were completely destroyed.

— Jessica Mistak, Fisheries Biologist, Department of Natural Resources


More than 91,000 cubic yards of material were moved in order to re-create a three-mile, 16,000-foot section of the original river channel, floodplain and wetlands.

“Keep in mind that we’re talking 20 miles of river system, including several different basins and tributaries, additional dams and damaged ecosystems. It has been a huge undertaking.”

Associated Constructors was officially founded in 1981 by O’Dovero’s father, Peter, who had been working in the construction industry since the late 1960s. The company offers a variety of specialized excavation and dirt work services, operates several rock quarries and also does site development in addition to completing many aspects of commercial and industrial projects. Associated Constructors has enjoyed steady growth over the years and currently has more than 80 employees.

The team of conservation and environmental officials selected to direct the recovery efforts agreed that the best way to restore the river was to set it back on its original course. But accomplishing this task would prove challenging because of the massive erosion that had occurred along the river banks.

DNR fisheries managers focused on using the principles of natural channel design as the blueprint to conduct the Dead River revitalization efforts. Among the priorities was building in-stream habitats where natural materials such as rock, brush and root wads were used to re-establish the riffles, pools and shelter that trout and aquatic insects need to flourish. Many of the habitat areas were constructed in advance, with the river being redirected to these newly built habitats later in the process. More than 91,000 cubic yards of material were moved in order to recreate a three-mile, 16,000-foot section of the original river channel, floodplain and wetlands.

“It was pretty amazing to walk through a constructed riffle or pool and imagine that, in just a few weeks, the waters of the Dead River would again be flowing where I was standing,” Mistak says.

Another important component of a healthy Dead River was to re-establish floodplain and associated wetland areas beside the stream.

A 100-foot buffer zone was created on both sides of the new channel and planted with native grasses, shrubs and trees to help filter sediment, provide shade for the river and eventually contribute to the stream habitat.

Currently, Associated Constructors is working to complete the final dredging and bank stabilization phase of the restoration, a 6,500-foot endeavor that culminates at the mouth of the Dead River where the stream — one of more than 300 — flows into the world’s largest freshwater lake, Lake Superior.

“We’re actually establishing a navigable river system,” O’Dovero says. “It’s basically a dredging project that involves building pools and riffles, with a mixture of deeper and shallower sections, along with bank stabilization. We used a Doosan DX300LC SLR (super-long reach) for the excavation and pool-building component of the project because of its capabilities that allowed us to get more accomplished at each setup location.”

O’Dovero explains that prep work for the dredging component of the job included the construction of 65 platforms at 100-foot intervals along the 6,500-foot route — necessary to position a secure working location for the excavator — in addition to a timber mat road used by trucks to haul the more than 30,000 cubic yards of excavated spoil away from the site. The prep work remains ongoing. The company recently added four new Doosan DX300LC crawler excavators to their equipment fleet that, according to O’Dovero, have been the perfect machines for the stream restoration activities.

“The DX300LC model we used reaches just over 57 feet,” O’Dovero says. “The reach capability is a great benefit because it allows us to get more accomplished at each platform setting before having to move the excavator on to the next one.”

O’Dovero — along with many others at Associated Constructors — has derived a

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The DX300LC model we used reaches just over 57 feet. The reach capability is a great benefit because it allows us to get more accomplished at each platform setting before having to move the excavator on to the next one.

— Jim O’Dovero, Associated Contractors

The super-long reach version of the Doosan DX300LC excavator was the perfect fit for the Dead River rehabilitation

project because of its extended reach.

great deal of personal gratification having played a major role in restoring the integrity of this designated trout stream after such a devastating event.

“It’s one thing to build a dam or a dike,” he says, “but quite another when you realize that we’ve been part of rebuilding a river channel, a floodplain — an entire ecosystem, for that matter. To think that we were involved with resurrecting the destroyed habitat of the Dead River, bringing it back to life, and knowing that this stream will again be teeming with trout, it’s all pretty rewarding.”

Prep work for the dredging component of the job included the construction of 65 platforms at 100-foot intervals along the 6,500-foot route — necessary to position a secure working location for the excavator — in addition to a timber mat road used by trucks to haul the more than 30,000 cubic yards of excavated spoil away from the site.



Model CRAWLER

Engine hp (kW)


Arm Breakout Force lbf (kg)

Max. Digging Depth ft/in (mm)

Max. Reach at Grade ft/in (mm)

Max. Dump Height ft/in (mm)

DX60R 53 (39) 13206 (5990) 5071 (2300) 13' 7" (4150) 20' 4" (6500) 13' 6" (4125)

DX80R 58 (43) 18497 (8390) 7716 (3500) 15' 6" (4729) 24' 5" (7431) 16' 5" (4992)

DX140LC 99 (74) 30865 (14000) 13669 (6200) 18' 6" (5638) 26' 9" (8153) 20' 8" (6299)

DX140LCR 108 (81) 32408 (14700) 13669 (6200) 16' 9" (5105) 25' 3" (7696) 21' (6400)

DX180LC 122 (91) 39683 (18000) 18739 (8500) 20' 1" (6120) 29' 6" (8980) 21' 3" (6490)

DX225LC 155 (115) 48722 (22099) 23810 (10800) 21' 9" (6630) 31' 11" (9730) 22' 11" (6990)

DX225LC SLR 155 (115) 51147 (23200) 13184 (5980) 38' 3" (11661) 50' 1" (15268) 36' 6" (11148)

DX235LCR 173 (129) 53572 (24299) 23810 (10800) 21' 11" (6680) 31' 7" (9630) 26' 1" (7950)

DX255LC 173 (129) 55556 (25200) 27337 (12400) 22' 4" (6815) 32' 10" (10010) 22' 9" (6925)

DX300LC 213 (159) 67902 (30800) 30644 (13900) 24' (7315) 34' 7" (10541) 23' 11" (7290)

DX300LC SLR 202 (151) 69986 (31745) 16094 (7300) 45' 6" (13875) 57' 1" (17405) 39' 2" (11930)

DX350LC 281 (209) 78485 (35600) 41667 (18900) 24' 9" (7544) 36’ (10973) 23’ 6” (7163)

DX420LC 293 (218) 92374 (41900) 39683 (18000) 25' 4" (7730) 37' (11290) 25' 7" (7795)

DX480LC 328 (245) 108025 (49000) 49800 (22589) 25' 7" (7810) 38' 11" (11870) 25' 10" (7880)

DX480LC SLR 328 (245) 111995 (50800) 26235 (11900) 49' 8" (15130) 63' 10" (19460) 39' 3" (11950)

DX520LC 328 (245) 114200 (51800) 59525 (27000) 22' 6" (6847) 35' 11" (10947) 24' 7" (7505)

DX700LC 463 (345) 158953 (72099) 64595 (29300) 27' 7" (7700) 42' 7" (12979) 27' 4" (8331)

Model WHEEL

Engine hp (kW)


Arm Breakout Force lbf (kg)

Max. Digging Depth ft/in (mm)

Max. Reach at Grade ft/in (mm)


DX55W 55 (40) 12236 (5550) 5939 (2693) 11' 6" (3495) 20' 1" (6110) 14' (4265)

DX140W 134 (100) 32373 (14684) 16865 (7650) 15' (4580) 24' 8" (7520) 19' 5" (5918)

DX190W 163 (121) 41689 (18910) 20503 (9300) 18' 7" (5664) 30' 2" (9200) 21' 10" (6650)

DX210W 170 (127) 45667 (20714) 22487 (10200) 20' 6" (6255) 32' 10" (10007) 23' 9" (7250)

Model LOG LOADERS

Engine hp (kW)


Max. Loading Reach lbf (kg)

Max. Loading Height ft/in (mm)

Swing Speed rpm

Draw Bar Pull lbf (kgf)

DX225LL 155 (115) 65036 (29500) 36' 3" (11049) 42' 5" (12920) 11.7 54013 (24500)

DX300LL 202 (151) 77381 (35100) 38' 3" (11650) 44' 7" (13580) 9.9 61289 (27800)

SLR = super-long reach

Model Engine hp (kW)

Operating Weight (empty/no tailgate)

lb (kg)

Max Loaded Weight lb (kg)

Heaped Capacity cu yd (m3)

Payload lb (kg)

DA30 375 (276) 48612 (22050) 113317 (52399) 22 (16,8) 62000 (28123)

DA40 500 (368) 66800 (30299) 154985 (70300) 31.9 (34) 88000 (39916)

Crawler | Wheel

DX140W

DX300LL

Excavators / Log Loaders

Product Specifications

NEW

NEW

NOTE: The DX300LC and DX350LC excavators now have an iT4 compliant diesel engine.

DX300LC




Bucket Capacity cu yd (m3)


Breakout Force lbf (kg)

DL200 143 (107) 25850 (11724) 2.6 (2) 9' 2" (2800) 23149 (10500)

DL200HL 143 (107) 26320 (11940) 2.6 (2) 10' 4' (3140) 22046 (10000)

DL200TC 143 (107) 25708 (11661) 2.6 (2) 8' 11" (2718) 23149 (10500)

DL220 148 (110) 27205 (12339) 3.0 (2,3) 9' 4" (2844) 22928 (10399)

DL250 162 (121) 31085 (14099) 3.4 (2,6) 9' 3" (2813) 29101 (13200)

DL250HL 162 (121) 32108 (14564) 3.4 (2,6) 10' 9" (3273) 27337 (12400)

DL250TC 162 (121) 31147 (14128) 3.4 (2,6) 9' 1" (2777) 28660 (13000)

DL300 217 (162) 38493 (17460) 4.2 (3,2) 9' 6" (2890) 36419 (16200)

DL300HL 217 (162) 39084 (17728) 3.8 (2,9) 11' 4" (3465) 35969 (16000)

DL350 271 (202) 43762 (19850) 4.8 (3,7) 10' (3041) 37768 (17131)

DL420 354 (263) 50900 (23090) 5.5 (4,2) 10' 1" (3075) 47210 (21414)

DL420HL 354 (263) 52030 (23600) 5.5 (4,2) 11' 9" (3581) 45190 (20497)

DL450 354 (263) 56329 (25500) 6.3 (4,8) 10' 8" (3251) 52864 (23978)

DL500 335 (250) 66017 (29945) 6.8 (5,2) 10' 9" (3290) 61373 (27838)

DL500HL 335 (250) 66359 (30100) 6.8 (5,2) 12' 8" (3856) 66319 (30082)

HL = high lift TC = tool carrier

Wheel Loaders


Operating Weight (empty/no tailgate)

lb (kg)

Max Loaded Weight lb (kg)

Heaped Capacity cu yd (m3)

Payload lb (kg)

DA30 375 (276) 48612 (22050) 113317 (52399) 22 (16,8) 62000 (28123)

DA40 500 (368) 66800 (30299) 154985 (70300) 31.9 (34) 88000 (39916)

Articulated Dump Trucks

DA40

NEW

NEW

NEW

NEW

NEW

NEW

DL500

NOTE: The DL350, DL420 and DL450 wheel loaders now have an iT4 compliant diesel engine.

NOTE: The DA30 and DA40 now have an iT4 compliant diesel engine.

All specifications are subject to change without notice.

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Documents

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