Tag Archive for 'bridges'

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Complete In-Motion Dozer Control — An integrated 3D dozer system defines cutting edge

Complete In-Motion Dozer Control

An integrated 3D dozer system defines cutting edge

A development in the ongoing evolution of machine control technology, is Topcon Positioning Systems’ introduction of its 3D-MCMAX integrated 3D dozer system. Most notably, the new system has eliminated the GPS/GNSS receiver masts and associated cables which are anchored to the machine’s grading blade.

Instead the Topcon system uses two inertial measurement units (IMUs). The IMUs are low-profile boxes about a foot square and two inches thick. One mounts on the backside of the blade, the other on the undercarriage frame. The antennae for the GNSS signal is built into another low-profile box that is mounted on top of the machine cab.

In comparison, a GPS machine control system with just one position sensor on the dozer blade processes location information about 10 times a second. With Topcon’s dual IMU arrangement, the two combined sensors are designed to process information up to 100 times a second. The faster processing speed is designed to give the Topcon 3D-MCMAX system the ability to react to and compensate for small inconsistencies between the blade’s position and the position of the rest of the dozer.

As the company describes it, “3D-MCMAX provides high-accuracy elevation, slope, and blade rotation resulting in maximum speed, maximum control and maximum grading performance.  With its dual IMUs and mast-less blade, the 3D-MCMAX increases on-grade performance, maximizing both speed and grade performance.”

“We like the 3D-MCMAX system’s incredible speed, especially when we’re working on a pond project with an intricate model,” stated Ian McDonald, assistant general manager-equipment, ConDrain Company Ltd., Concord, Ont., Canada. “We have a 300-plus equipment fleet so it is good to learn, as we did, that the system works like magic on older machines, thus saving us from needing to invest in new machines in order to benefit from this advanced technology.”

In essence, the system is designed to correct errors in blade position that occur during rough or fine grading.

“In practical terms what that means is that the small errors in blade position that happen when the dozer lurches or the tracks hit low or high spots are corrected almost instantaneously,” said Murray Lodge, senior vice president and general manager of the Topcon Positioning Group and Construction Business Unit. “The end result is that in many cases the dozer can do the fine grading, eliminating the need for a motor grader, and the dozer can maintain higher speeds without needing to slow down to maintain accuracy. Additionally, the dual IMU’s know the blade’s position at all times without cylinder sensors or GNSS.”

With the elimination of the mast and connecting cables on the top of the blade, there is time savings since the operator doesn’t need to install and remove masts and cable assemblies before andafter a production shift. Plus, it can be unsafe when operators are climbing around on the dozer blade for set up and removal. If a company decides to leave masts attached to the dozer overnight, there is a theft risk, since receiver masts are high-dollar items that can attract thieves.

In addition to eliminating additional tasks that can cut into productivity, the cab-mounted receiver with the 3D-MCMAX system gives the dozer operator an unobstructed view of what’s ahead.

“We’ve been using 3D-MCMAX on our dozers for more than a year and have found it to be very user friendly—simple to install and operate,” states John Loudermilk, owner / president, Loudermilk Contracting, Vincennes, IN. “The system is very fast, which helps us complete work sooner.”

The cab-mounted GX-55 control box features integrated LED light bars, a graphical interface and data processor, which are designed to guide the machine operator to maintain grade. The control-box software captures as-built data for volume and productivity reporting.

As part of the Topcon 3D-MCMAX system, the MC-R3 is an interchangeable receiver with integrated boards for GNSS, radio, and controller to receive RTK corrections, as well as drive valves of the machine.

Mounted on the cab of the machine, is the Topcon-patented Fence-technology MC-G3 receiver/antenna. By arranging the receiver pins in an array or “fence” along patch edges, it increases the effective frequency bandwidth of the antenna. The MC-G3 antenna captures all available GNSS satellite signals, while identifying and rejecting signal noise thus, maximizing grading control.

In conclusion, the dual IMU sensors and new, unique algorithms deliver an integrated solution that locates the sensitive GNSS technology safely inside the cab instead of out on the harsh environment of the blade mounted on a receiver mast.

TRIP Reports: Driving on deficient roads costs Colorado motorists a total of $6.8 billion annually

COLORADO TRANSPORTATION BY THE NUMBERS:

 Meeting the State’s Need for Safe, Smooth and Efficient Mobility

Ten Key Transportation Numbers in Colorado

 

$6.8 billion

Driving on deficient roads costs Colorado motorists a total of $6.8 billion annually in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.
$1,954 – Co. Springs

$2,162–Denver

$1,396 –Northern Colorado

$1,264-Grand Junction

$1,553 – Pueblo

TRIP has calculated the cost to the average motorist in the state’s largest urban areas in the form of additional VOC, congestion-related delays and traffic crashes. Drivers in the state’s largest urban areas incur annual costs as a result of driving on deficient roads as follows: Colorado Springs, $1,954; Denver, $2,162; Northern Colorado, $1,396; Grand Junction, $1,264; and Pueblo, $1,553.
2,434

487

A total of 2,434 people were killed in Colorado traffic crashes from 2011 to 2015, an average of 487 fatalities annually.
 

22%

10th

20%

Vehicle miles traveled (VMT) in Colorado increased by 22 percent from 2000 to 2015 –from 41.8 billion VMT in 2000 to 51.1 billion VMT in 2015 – the tenth largest increase in the nation during that time. By 2030, vehicle travel in Colorado is projected to increase by another 20 percent.
2 1/2 X The fatality rate on Colorado’s rural roads is two-and-a-half times greater than the fatality rate on all other roads in the state (2.09 fatalities per 100 million VMT vs. 0.83).
 

41%

Forty-one percent of Colorado’s major urban roads are in poor condition. Forty-three percent are in mediocre or fair condition and the remaining 15 percent are in good condition.
$323 Billion Annually, $323 billion in goods are shipped to and from sites in Colorado, mostly by truck.
 

6%

Six percent of Colorado’s bridges are structurally deficient, meaning they have significant deterioration to the major components of the bridge.
Co. Springs: 35 hrs.

Denver: 49 hrs.

Northern Colorado:

17 hrs.

Grand Junction: 11 hrs.

Pueblo: 10 hrs.

Mounting congestion robs drivers of time and fuel. Annual time wasted in congestion for drivers in the state’s largest urban areas is as follows: Colorado Springs, 35 hours; Denver, 49 hours; Northern Colorado, 17 hours; Grand Junction, 11 hours; Pueblo, 10 hours.
 

$1.00 = $5.20

The Federal Highway Administration estimates that each dollar spent on road, highway and bridge improvements results in an average benefit of $5.20 in the form of reduced vehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road and bridge maintenance costs, and reduced emissions as a result of improved traffic flow.

Executive Summary

Nine years after the nation suffered a significant economic downturn, Colorado’s economy continues to rebound. The rate of economic growth in Colorado, which is greatly impacted by the reliability and condition of the state’s transportation system, has a significant impact on quality of life in the Centennial State.

An efficient, safe and well-maintained transportation system provides economic and social benefits by affording individuals access to employment, housing, healthcare, education, goods and services, recreation, entertainment, family, and social activities. It also provides businesses access to suppliers, markets and employees, all critical to a business’ level of productivity and ability to expand. Reduced accessibility and mobility – as a result of traffic congestion, a lack of adequate capacity, or deteriorated roads, highways, bridges and transit facilities – diminishes a region’s quality of life by reducing economic productivity and limiting opportunities for economic, health or social transactions and activities.

With an economy based largely on manufacturing, agriculture, natural resource extraction and tourism, the quality of Colorado’s transportation system plays a vital role in the state’s economic growth and quality of life.

In this report, TRIP looks at the top transportation numbers in Colorado as the state addresses modernizing and maintaining its system of roads, highways, bridges and transit.

COST TO COLORADO MOTORISTS OF DEFICIENT ROADS

An inadequate transportation system costs Colorado motorists a total of $6.8 billion every year in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.

  • Driving on rough roads costs Colorado motorists a total of $2.3 billion annually in extra vehicle operating costs. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.
  • Traffic crashes in which roadway design was likely a contributing factor costs Colorado motorists a total of $1.6 billion each year in the form of lost household and workplace productivity, insurance and other financial costs.
  • Traffic congestion costs Colorado motorists a total of $2.9 billion each year in the form of lost time and wasted fuel.
  • The chart below details the average cost per driver in the state’s largest urban areas and statewide.

POPULATION, TRAVEL AND ECONOMIC TRENDS IN COLORADO

The rate of population and economic growth in Colorado has resulted in increased demands on the state’s major roads and highways, leading to increased wear and tear on the transportation system.

  • Colorado’s population reached approximately 5.5 million residents in 2015, a 27 increase since 2000 and the sixth largest increase in the nation during that time. Colorado had approximately 4 million licensed drivers in 2015.
  • Vehicle miles traveled (VMT) in Colorado increased by 22 percent from 2000 to 2015 –from 41.8 billion VMT in 2000 to 51.1 billion VMT in 2015 – the tenth largest increase in the nation during that time.
  • From 2000 to 2015, Colorado’s gross domestic product, a measure of the state’s economic output, increased by 32 percent, when adjusted for inflation. U.S. GDP increased 27 percent during this time.
  • During the first nine months of 2016, VMT in Colorado was up 3.2 percent from the first nine months of 2015, ahead of the national rate of VMT growth of three percent during that time.
  • By 2030, vehicle travel in Colorado is projected to increase by another 20 percent.

COLORADO ROAD CONDITIONS

A lack of adequate state and local funding has resulted in 41 percent of major urban roads and highways in Colorado having pavement surfaces in poor condition, providing a rough ride and costing motorists in the form of additional vehicle operating costs.

  • The pavement data in this report, which is for all arterial and collector roads and highways, is provided by the Federal Highway Administration (FHWA), based on data submitted annually by the Colorado Department of Transportation (CDOT) on the condition of major state and locally maintained roads and highways.
  • Pavement data for Interstate highways and other principal arterials is collected for all system mileage, whereas pavement data for minor arterial and all collector roads and highways is based on sampling portions of roadways as prescribed by FHWA to insure that the data collected is adequate to provide an accurate assessment of pavement conditions on these roads and highways.
  • Forty-one percent of Colorado’s major locally and state-maintained urban roads and highways have pavements in poor condition, 43 percent are rated in mediocre or fair condition, and the remaining 15 percent are rated in good condition.
  • Twelve percent of Colorado’s major locally and state-maintained rural roads and highways have pavements in poor condition, 48 percent are rated in mediocre or fair condition, and the remaining 40 percent are rated in good condition.
  • The chart below details the share of pavement in poor, mediocre, fair and good condition in the state’s largest urban areas.

  • Roads rated in mediocre to poor condition may show signs of deterioration, including rutting, cracks and potholes.       In some cases, these roads can be resurfaced, but often are too deteriorated and must be reconstructed.
  • Driving on rough roads costs Colorado motorists a total of $2.3 billion annually in extra vehicle operating costs. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

COLORADO BRIDGE CONDITIONS

Six percent of locally and state-maintained bridges in Colorado show significant deterioration. This includes all bridges that are 20 feet or more in length.

  • Six percent of Colorado’s bridges are structurally deficient. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles.
  • The chart below details the share of structurally deficient bridges in Colorado Springs, Denver, Northern Colorado and statewide.

HIGHWAY SAFETY AND FATALITY RATES IN COLORADO

Improving safety features on Colorado’s roads and highways would likely result in a decrease in the state’s traffic fatalities and serious crashes. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes.

  • A total of 2,434 people were killed in Colorado traffic crashes from 2011 to 2015, an average of 487 fatalities per year.
  • Colorado’s overall traffic fatality rate of 1.08 fatalities per 100 million vehicle miles of travel in 2015 was lower than the national average of 1.13.
  • The fatality rate on Colorado’s non-interstate rural roads in 2015 was two-and-a-half times greater than on all other roads in the state (2.09 fatalities per 100 million vehicle miles of travel vs. 0.83).
  • The chart below details the average number of people killed in traffic crashes from 2013 to 2015 in the state’s largest urban areas, as well as the cost per motorist of traffic crashes.

  • Traffic crashes in Colorado imposed a total of $4.9 billion in economic costs in 2015. TRIP estimates that traffic crashes in which roadway features were likely a contributing factor imposed $1.6 billion in economic costs in 2015.
  • According to a 2015 National Highway Traffic Safety Administration (NHTSA) report, the economic costs of traffic crashes includes work and household productivity losses, property damage, medical costs, rehabilitation costs, legal and court costs, congestion costs and emergency services.
  • Roadway features that impact safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders, guard rails, other shielding devices, median barriers and intersection design. The cost of serious crashes includes lost productivity, lost earnings, medical costs and emergency services.
  • Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features. TRIP estimates that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes.
  • Where appropriate, highway improvements can reduce traffic fatalities and crashes while improving traffic flow to help relieve congestion. Such improvements include removing or shielding obstacles; adding or improving medians; improved lighting; adding rumble strips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; and better road markings and traffic signals.
  • Investments in rural traffic safety have been found to result in significant reductions in serious traffic crashes. A 2012 report by the Texas Transportation Institute (TTI) found that improvements completed recently by the Texas Department of Transportation that widened lanes, improved shoulders and made other safety improvements on 1,159 miles of rural state roadways resulted in 133 fewer fatalities on these roads in the first three years after the improvements were completed (as compared to the three years prior).   TTI estimates that the improvements on these roads are likely to save 880 lives over 20 years.

COLORADO TRAFFIC CONGESTION

Increasing levels of traffic congestion cause significant delays in Colorado, particularly in its larger urban areas, choking commuting and commerce. Traffic congestion robs commuters of time and money and imposes increased costs on businesses, shippers and manufacturers, which are often passed along to the consumer.

  • The chart below details the number of hours lost to congestion by the average driver in the state’s largest urban areas, as well as the annual cost of traffic congestion per driver in the form of lost time and wasted fuel.

  • Increasing levels of congestion add significant costs to consumers, transportation companies, manufacturers, distributors and wholesalers and can reduce the attractiveness of a location to a company when considering expansion or where to locate a new facility. Congestion costs can also increase overall operating costs for trucking and shipping companies, leading to revenue losses, lower pay for drivers and employees, and higher consumer costs.

TRANSPORTATION FUNDING IN COLORADO

Investment in Colorado’s roads, highways and bridges is funded by local, state and federal governments. The five-year federal surface transportation program includes modest funding increases and provides states with greater funding certainty, but falls far short of providing the level of funding needed to meet the nation’s highway and transit needs. The bill does not include a long-term and sustainable revenue source.

  • According to the 2015 AASHTO Transportation Bottom Line Report, a significant boost in investment in the nation’s roads, highways, bridges and public transit systems is needed to improve their condition and to meet the nation’s transportation needs.
  • AASHTO’s report found that based on an annual one percent increase in VMT annual investment in the nation’s roads, highways and bridges needs to increase 36 percent, from $88 billion to $120 billion, to improve conditions and meet the nation’s mobility needs,. Investment in the nation’s public transit system needs to increase from $17 billion to $43 billion.
  • The Bottom Line Report found that if the national rate of vehicle travel increased by 1.4 percent per year, the needed annual investment in the nation’s roads, highways and bridges would need to increase by 64 percent to $144 billion. If vehicle travel grows by 1.6 percent annually the needed annual investment in the nation’s roads, highways and bridges would need to increase by 77 percent to $156 billion.

TRANSPORTATION AND ECONOMIC GROWTH IN COLORADO

The efficiency of Colorado’s transportation system, particularly its highways, is critical to the health of the state’s economy. Businesses rely on an efficient and dependable transportation system to move products and services. A key component in business efficiency and success is the level and ease of access to customers, markets, materials and workers.

  • Annually, $323 billion in goods are shipped to and from sites in Colorado, mostly by truck.
  • Seventy-five percent of the goods shipped annually to and from sites in Colorado are carried by trucks and another 21 percent are carried by courier services or multiple mode deliveries, which include trucking.
  • Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system.
  • Highway accessibility was ranked the number two site selection factor behind only the availability of skilled labor in a 2015 survey of corporate executives by Area Development Magazine.
  • The Federal Highway Administration estimates that each dollar spent on road, highway and bridge improvements results in an average benefit of $5.20 in the form of reduced vehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road and bridge maintenance costs and reduced emissions as a result of improved traffic flow.

Sources of information for this report include the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), the Bureau of Transportation Statistics (BTS), the U.S. Census Bureau, the Texas Transportation Institute (TTI) and the National Highway Traffic Safety Administration (NHTSA).

ARTBA Comments: Trump Executive Order on Waters of the U.S. Rule Beneficial to Transportation Permitting Process

 President Trump’s Feb. 28 executive order directing the withdrawal of the controversial “Waters of the United States” (WOTUS) rule removes an unnecessary obstacle that would have delayed transportation improvement projects, the American Road & Transportation Builders Association (ARTBA) says.

At issue for the transportation construction industry is how the Obama Administration’s U.S. Environmental Protection Agency (EPA) attempted to redefine what collections of water constitute the WOTUS and are therefore subject to federal authority. Before EPA issued the rule, ARTBA told the agency on multiple occasions that “roadside ditches are not, and should not be regulated as, traditional jurisdictional wetlands as they are not connected water bodies and they contribute to the public health and safety of the nation by dispersing water from roadways.”

The rule, however, did not categorically exempt roadside ditches from federal jurisdiction. Instead, the EPA, in a regulatory overreach, decided a litany of qualifications must be met before a roadside ditch can be deemed exempt from federal permitting requirements.

ARTBA explained to EPA such a piecemeal approach would add another layer of burdensome permitting requirements, create confusion and increase permitting delays for transportation projects. The WOTUS rule, the association said, would also likely be used as a litigation tool to delay projects and, in the process, make them more expensive for taxpayers.

Subsequently, ARTBA, in addition to numerous other trade associations and state governments, sought relief from the federal courts. As a result of that litigation, the WOTUS rule was stayed nationwide.

It’s unclear how the Feb. 28 executive order will impact future federal court proceedings. The association said it plans to work with EPA Administrator Pruitt to craft a new rule that strikes the proper balance between necessary regulatory protection and the nation’s infrastructure needs.

Established in 1902, ARTBA is the transportation construction industry’s “consensus voice” on environmental and regulatory matters in the Nation’s Capital.

Enerpac Integrated Solutions Changes Name to Heavy Lifting Technology

 

is now 

 

For twenty years Enerpac Integrated Solutions have been proud to enable customers to rise to their challenges. However, Integrated Solutions did not truly represent who and what we are. Therefore, we are changing our name to Enerpac Heavy Lifting Technology. This new name better represents the safe, innovative, heavy lifting solution that we provide our customers.

For those that may not be familiar with Enerpac Heavy Lifting Technology, our ambition is to be the world’s leading supplier of heavy lifting equipment and solutions. Today, customers count on Enerpac to own the entire challenge of delivering the right equipment for the safe, efficient execution of large, complex lifts through:
· Proven expertise in hydraulics, electronic controls and steel fabrication.
· Advanced engineering, manufacturing and testing capabilities.
· Doing it all in-house for maximum quality control, responsiveness and accountability.

“In our work with customers around the world, we’re seeing the stakes raised in terms of the size and complexity of lifts,” said Jeroen Naalden, Global Director, Heavy Lifting Technology.

“Everything we’re doing is about strengthening our ability to address these challenges – whether it involves helping them scope the right equipment, designing and building a custom solution, or providing on-site support and training.”

“We take our customers through an interactive process to solve heavy-lifting challenges in almost any environment, anywhere,” said Mart Hinnen, Plant Manager and Head of Engineering, Heavy Lifting Technology. “Collaborating with customers on tough projects and seeing them all the way through to success is what inspires us every day.”

Enerpac Heavy Lifting Technology
We design and manufacture heavy lifting equipment and solutions. We are the experts who understand your needs and are trusted partners who want to learn more about the challenges you face. We want to empower your success.

Learn about us at Enerpac Heavy Lifting Technology or visit us at the ConExpo 2017 (March 7-11), Booth G1127 (Gold Lot) at the Las Vegas Convention Center.

About Enerpac
Enerpac is an international market leader in high-pressure hydraulics, with 28 offices in 22 different countries and over 1,000 employees. Enerpac produces thousands of high-pressure hydraulic products that are distributed worldwide. Enerpac focuses on the design of products, from the smallest cylinder to complete computer-operated lifting and positioning systems, which increase productivity and make work safer and easier to perform.

The rental revenue forecast strengthens; Rental Penetration Index steady in 2016

The American Rental Association’s (ARA) five-year forecast for equipment rental industry revenues was released by the ARA in January 2017. The forecast shows a moderate strengthening compared to the November forecast. ARA now projects U.S. equipment rental revenue will reach $48.9 billion in 2017, but then grow at an average annual rate of 4.3 percent over the forecast to top $56 billion in 2020.
“We continue to see strength in key economic data that drive our rental revenue estimates,” said John McClelland, ARA vice president for government affairs and chief economist. “The economy continues to gain strength and the promise of tax reform, reductions in regulations, a more accommodative energy policy and additional infrastructure will only add to that strength. The big question continues to be how fast these changes will occur and go into effect,” McClelland said.

Construction and industrial equipment rental revenue is forecast to grow by 3.7 percent in 2017, 4.2 percent in 2018, 5 percent in 2019 and 4.2 percent in 2020. McClelland said revenues for the general tool segment are expected to grow even faster during the out years of the forecast due to the continued improvement in the U.S. housing market, with increases of 2.9 percent in 2017, 5.1 percent in 2018, 5.3 percent in 2019 and 6.6 percent in 2020.

Quarterly updates in 2016 previously showed positive expectations, but included a very gradual slowing in the expected growth of rental revenues over the year, according to figures compiled by IHS Markit™, the economic forecasting firm that compiles data for the ARA Rental Market Monitor™. The first new quarterly forecast for the ARA Rental Market Monitor in 2017, however, reverses the trend with an expected gradual increase compared to last quarter’s forecast. “The economy definitely hit a soft patch toward the middle of 2016 that somewhat lowered our expectations for growth in the economy as a whole as well as rental revenues,” said Scott Hazelton, managing director of IHS Markit™. “We are now seeing a reversal in that growth trend suggesting a return to positive changes in our outlook for rental,” added Hazelton.

IHS Markit™ also estimated the Rental Penetration Index for 2016. The index fell by ten basis points from 52.9 percent to 52.8 percent in 2016. “The continued redeployment of equipment from oil and gas projects in early 2016 coupled with the expansion in 2016 construction spending and employment meant that contractors were expanding their fleets at a slighter higher rate than rental companies were expanding their fleets. The ten basis point change in the Rental Penetration Index really indicates that rental companies in the construction and industrial equipment space are holding their own against increasing equipment acquisitions by contractor fleets even in the face of some headwinds in early 2016,” said Hazelton. “Our forecast of a 3.9 percent increase in construction and industrial equipment investment in 2017 compared to 2016 is much stronger than the 2.1 percent investment growth from 2015 to 2016 and suggests that the growth in rental fleets will continue to increase,” added Hazelton.

The latest ARA Rental Market Monitor forecast for Canada projects $5.148 billion in equipment rental revenue in 2017, which reflects a gradual slowing in growth rates to 3.3 percent compared to the November forecast.

The 2018 forecast of 3.8 percent growth and 2019 of 3.9 percent also reflect a gradual slowing compared to the November forecast. However, the current forecast for 2020 is for a more robust 5.3 percent growth in equipment rental revenue in Canada to reach $5.849 billion, which is greater than the November forecast.

About ARA: (www.ARArental.org) The American Rental Association, Moline, Ill., is an international trade association for owners of equipment rental businesses and the manufacturers and suppliers of construction/industrial, general tool and party/event rental equipment. ARA members, which include more than 10,000 rental businesses and more than 1,000 manufacturers and suppliers, are located in every U.S. state, every Canadian province and more than 30 countries worldwide. Founded in 1955, ARA is the source for information, advocacy, risk management, business development tools, education and training, networking and marketplace opportunities for the equipment rental industry throughout the world.