Tag: Featured

Leading Change in Your Fleet

Written by Sean M. Lyden on February 20, 2025. Posted in Fleet Profiles.

Brian Johnson was an incoming senior industrial and systems engineering student at Auburn University when he started a summer internship at Alabama Power, a Southern Company. At the time, he wasn’t looking for a career in fleet. But as for many in the industry, fleet found him.

Nearly two decades later, Johnson is the fleet engineering and technical services manager at Alabama Power, overseeing approximately 6,000 pieces of equipment and leading a team of 10 employees who support nine area shops across the company. A member of the Electric Utility Fleet Managers Conference (EUFMC) board of directors, Johnson also served as the southern region fleet services manager at Georgia Power – managing six garages and 47 mechanics from August 2019 to December 2021 – before returning to Alabama Power.

While many fleet leaders rise through the ranks as mechanics, Johnson brings a different perspective: an engineer’s eye for process improvements and systems thinking. It’s an approach that has helped him modernize Alabama Power’s fleet operations, including a shift from a calendar-based maintenance program to a usage-based program that began two years ago.

UFP recently sat down with Johnson to learn more about his story, his approach to leading change initiatives and his advice for other fleet managers. Here’s an edited version of our conversation.

UFP: How have you applied your engineering training and discipline to fleet management?

Brian Johnson: From an industrial engineering standpoint, it’s all about process improvement and continuous improvement. The key is looking at a process and asking, “How can we improve the output and efficiency?” This approach is unique in fleet, where change typically happens slowly.

A recent example is our maintenance strategy transformation. Until a few years ago, we were over-maintaining our equipment because we didn’t know how much it was actually being used. It was all calendar-based. Two years ago, we shifted to using telematics to track actual [power takeoff] time. Working with manufacturers, we determined appropriate maintenance intervals based on usage.

What we discovered was eye-opening. We had entire maintenance intervals that were unnecessary. We were pulling equipment away from operators when we didn’t need to, reducing productivity. By using actual usage data, we could maintain equipment more efficiently.

UFP: What was the impact of moving from calendar-based to usage-based maintenance across thousands of pieces of equipment?

Johnson: We’re talking hundreds of thousands of dollars. But the real impact goes beyond labor-hour savings; it’s about downtime, which is harder to quantify. For example, a crew could put a line back up in half the time if they had two buckets and a derrick instead of just one because the other is in the shop.

We’re now making data-driven decisions. With our fleet management system and telematics, we can predict when components might fail based on usage hours. Instead of being reactionary and having equipment fail during a job, we can proactively replace parts at, say, 1,400 hours if we know something typically fails at 1,500 hours. Our goal is to fix things on our timeline, not the truck’s timeline.

UFP: How did you gain support for the new program within the company?

Johnson: The feedback we encountered was people saying, “We haven’t had any catastrophic failures with our current program, so why change it?”

We approached this challenge in several ways. First, we let the data lead the conversation. We showed comparisons between manufacturer recommendations and our practices, which revealed we were over-maintaining our equipment.

When our garage teams expressed concern about reducing preventive maintenance intervals, we emphasized the importance of operator-required pre-trip inspections, which help us safely extend the time between maintenance checks. When operators find issues during those inspections, they report them back to fleet for immediate repair. Then, at 500 PTO hours, or a time-based backstop, we perform thorough inspections according to manufacturer recommendations.

I’ve learned that explaining the “why” behind changes is essential. Even if someone is resistant to change, they’re more likely to support it if they understand the reasoning. We spent a lot of time talking with our garages before implementing the shift, showing them the data and explaining the benefits. We weren’t making changes for change’s sake – we had solid reasons backing every decision.

UFP: How did you address concerns that reducing maintenance intervals might lead to cutting labor hours and jobs?

Johnson: That was a critical concern. People immediately asked, “If we’re cutting back maintenance, does that mean we’re going to cut people?” The answer was no. Instead, we saw this as an opportunity to bring previously outsourced work back in-house.

For example, we had been sending some oil changes to third parties because we didn’t have the labor capacity. With the new program, we could bring some of that work back in-house. We could also potentially handle dielectric test inspections internally as more time becomes available. It wasn’t about cutting mechanic jobs. It was about enabling our experts to do more work in-house.

UFP: How did you ensure stakeholders didn’t feel this change was being forced on them?

Johnson: Since fleet cost is always a concern, we focused on showing how our telematics investment supported a more efficient maintenance program. When we presented the financial benefits – both the cost savings and the ability to bring outsourced work back in-house – leadership was very receptive. The business case helped us gain their support.

UFP: Would those leaders then bring your message to their teams?

Johnson: Yes, and I’m personally very proud of the partnership we’ve built with our internal customers. They’ve given us a seat at the table, which isn’t always the case at other companies. We’ve earned that position by demonstrating our commitment to their success – we’re here to support them. We’re true partners in the mission, not just a necessary service they have to use.

UFP: Large-scale change initiatives require effective communication. Did leadership communication come naturally to you, or did you learn it through mentors?

Johnson: For me, good mentors helped me understand the value of listening.

Coming into fleet without being a “car guy” – I hadn’t rebuilt engines or turned wrenches – actually worked in my favor. I came in with eyes wide open and was very intentional about listening to learn. Sure, when mechanics see a hotshot engineer walking out there, they may bow up initially. But those walls come down when you say, “Show me what you’re doing there. How does that work?”

My first supervisor encouraged me to spend time in the field and ride along with linemen. They’d give me a hard time and nicknames, but they took pride in teaching someone who genuinely wanted to learn. That helped me earn credibility over the years.

The biggest lesson? Take time to listen to people who know what they’re talking about. Going into a situation with a know-it-all attitude can backfire quickly.

UFP: What advice would you give to others in the industry?

Johnson: First, prioritize safety in every decision. I know it sounds cliché, but when people see you make decisions with their safety in mind – even if it costs more – you earn their trust. Whether it’s the garage technician, equipment operator or public safety, this focus builds credibility because people see you’re thinking about the bigger picture.

For those new to the industry, get involved. Join organizations like the Southeastern Electric Exchange, or attend events like EUFMC, The Utility Expo and Work Truck Week. Network and see how others operate. One thing I’ve learned is that most peer utilities face similar challenges but may solve them differently. Getting to know other fleet leaders and manufacturers helps you learn from their experiences.

Finally, don’t be afraid to innovate. Yes, fleet tends to move slowly because it’s viewed as a necessary part of the business, but that doesn’t mean you can’t push boundaries and leverage new technology. Do your research, start with pilot programs and be willing to adjust as needed. Just because something has worked for years doesn’t mean there aren’t better solutions out there.

How to Get Rightsizing ‘Right’ for Your Fleet

Written by Sean M. Lyden on February 20, 2025. Posted in Special Focus.

When it comes to rightsizing your fleet in the utility sector, traditional models fall short. Unlike package delivery fleets that can schedule around predictable peaks, utility fleets must maintain enough vehicles for unpredictable emergencies while also controlling costs.

“On a typical day in the utility sector, only about 60% of fleet vehicles leave the yard,” said Chris Shaffer, CEO of Utilimarc (www.utilimarc.com), a data and analytics platform that helps fleet managers optimize operations for utility and municipal fleets. “But there are these surge events that happen in the industry. You have to have enough equipment for these surge events so that they can do their primary job – energy restoration.”

This unique challenge requires a different approach to fleet rightsizing. Through careful data analysis and gradual implementation, utility fleet managers can typically reduce their fleet size by about 5% while maintaining emergency response capability, according to Shaffer. The key lies in understanding both daily utilization patterns and surge requirements.

“Fleet size significantly impacts your cost structure,” Shaffer said. “Even having 100 too many vehicles can substantially affect costs when considering future purchases and maintenance.”

Here are six key strategies that can help you find that sweet spot between having too many vehicles and compromising service reliability.

1. Track telematics data to determine actual vehicle use.
“Through telematics, we can figure out how often the vehicles are being used,” said Alec Henriksen, senior data analyst at Utilimarc. “The primary metric we look at is a ‘usage day.’ So, whether that vehicle hit a certain threshold is how we determine if it was used, which could be mileage or engine hours.”

Shaffer offered this example: “‘Usage day’ for a bucket truck might mean that it needs to leave the service center, have 5 miles of drive time or an hour of engine time on a job site.”

This metric helps distinguish between vehicles simply being moved around the yard and those actively engaged in work tasks, providing a more accurate picture of true fleet utilization.

2. Analyze vehicle class and application patterns.
Different vehicle classes provide distinct rightsizing opportunities. Per Henriksen, “While we generally see fewer recommendations to remove first-responder vehicles or larger buckets or diggers, we do see more recommendations to remove half-ton pickups, SUVs and vans.”

The vehicle’s application also affects rightsizing potential. “If you have a specialized single vehicle, you don’t need to use it much for it to be necessary to get the work done,” Henriksen said. “Whereas if you have 20 pickup trucks that all do the same thing, you’re probably not going to be using all 20 of them very often.”

3. Account for maintenance downtime in your rightsizing calculations.
“We need to figure out that downtime piece. And to do that, we look at open work orders on the asset,” Henriksen said. “If there’s an open work order on the asset, we consider it to be down for that day. This helps add in the availability of the asset to pair with the usage.”

4. Factor in seasonal variations.
“You’ve got all these emergencies, you’ve got all this seasonality, and then you’ve got mutual aid, where you send your equipment across the country,” Shaffer said.

For example, “Your supervisor vehicles might do a lot of work in March. And so you need those vehicles most often in that month,” Henriksen said. “But then you have unpredictable needs where there could be storm events in September or October like we saw last year when the hurricanes came around and all of the first responder-vehicles were deployed.”

How do you account for both predictable patterns and extreme events?

“We look at [fleet utilization] on a month-to-month basis, over the last 12 to 24 months, to determine how many of those assets are needed during those surge events,” Henriksen said.

5. Find the sweet spot.
Henriksen recommended a 95% coverage model, meaning you maintain enough vehicles to cover 95% of your fleet’s working days.

What does that mean for your rightsizing strategy? “Across the board, we typically see about 5% of assets recommended for removal, which creates significant capital savings,” Henriksen said.

6. Start conservatively and monitor continuously.
“Rightsizing is something you want to wade into slowly,” Shaffer said. “Be generous [on your usage-day calculations] to start with. You can always tighten them up later.”

Rather than making dramatic cuts, Shaffer recommended incorporating rightsizing into the annual vehicle replacement cycle: “Before we replace or give you a new truck, let’s see if you actually need a new truck. Maybe you already have too many in that class, and you don’t need a new one.”

Continuous monitoring is essential for long-term success. “Most of the fleets we’re working with look at a running 12 months in the sense that, every month, the 12-month numbers get updated,” Shaffer said. This approach helps build confidence in the process.

“Let’s get the user base bought in to start to trust the data,” he said, adding that fleets often fail when they “try to go too big too fast, and they get pushback.”

A conservative approach is important because of the consequences of getting it wrong. “You don’t want to make a mistake like removing a bunch of vehicles, and then you have some sort of surge event, and you can’t respond,” Shaffer said.

The Bottom Line
Rightsizing isn’t a set-it-and-forget-it program. It requires careful data analysis, gradual implementation and continuous monitoring so that you have the vehicles you need when you need them – without the cost of excess capacity.

On Your Radar: Four Fleet Maintenance Trends for 2025

Written by Shelley Mika on February 20, 2025. Posted in Maintenance.

To accurately forecast trends for the coming year, some consideration must be given to the past. In recent years, utility fleet leaders – in addition to their many other responsibilities – have been tasked with safely guiding employees through a pandemic while also trying to stay on top of an ever-increasing number of new vehicles and vehicle technologies flooding the market. A look at the next 12 months suggests these trends will persist, with the technology sector moving full steam ahead as the fleet community continues to act on business lessons learned during the COVID-19 years.

Proactive Predictive Maintenance
Current technology enables fleet managers to fine-tune asset maintenance intervals. By analyzing the data provided by telematics and fleet management information systems, fleets can avoid performing vehicle maintenance services too often or too late, saving time and money. Although manufacturers do provide maintenance guidelines for their vehicles and equipment, each asset’s operating environment makes their service timing unique.

Dale Collins, CAFM, fleet supervisor for Virginia-based Prince William Water, said fleet data helped him learn more about the utility’s diesel trucks that are operated in urban environments. In the past, the trucks weren’t given the opportunity to burn off matter collected in their diesel particulate filters. When Collins recognized this, he added a DPF regeneration or cleaning to the list of services to be performed on the trucks when they’re brought into the shop.

“This is huge for diesel trucks with aftertreatment equipment,” he said. “It’s incredibly easy for DPFs to plug up in an urban environment or an idle-heavy environment. With proactive, predictive maintenance, you can keep a truck up and running, and you can bring it in for service at a time of your choosing instead of when you experience a failure – because we all know those never happen when it’s convenient.”

Forecasting for Parts Needs
To avoid future shortages – such as those they experienced earlier this decade – fleets are regularly assessing their parts inventories.

“Fortunately, pandemic-induced supply constraints have subsided, and the vast majority of parts are now readily available,” said Chris Foster, director of North American fleet management services for Holman (www.holman.com). “There are some minor limitations on certain parts for new models – as is typically the case anytime a new model comes to market – but those issues are relatively niche.”

Even so, Collins has adjusted Prince William Water’s fleet inventory strategy in hopes the department won’t be caught empty-handed again.

“We forecast what is a reasonable number of materials to have on hand,” he said. “As an organization, we have decided that we want to have a 90-day supply of regular maintenance items like brakes and belts. Then we’ve identified some critical equipment and vehicles that we need to make sure we have a backup for – let’s say a controller for a crane or the main controls for a flusher combination sewer truck. Yes, it eats up some of your storage space and some of your capital. The way we look at it is, it’s there when you need it.”

Addressing the Technician Shortage
Much to the chagrin of fleet managers across the country, the technician shortage has become an enduring industry trend.

“[It’s] having a profound impact on vehicle downtime and maintenance costs,” Foster said. “There is a critical shortage of qualified technicians throughout North America, and as demand grows, most maintenance vendors find themselves increasing wages to hire and retain technicians. This is driving labor rates significantly higher, increasing pressure on already strained maintenance budgets. Unfortunately, there’s little – if any – relief … on the horizon.”

Collins, who’s experienced the shortage and its impacts firsthand, has devised strategies to help develop young technicians.

“I’ve gotten involved with our local community college, which has an automotive and diesel program,” he said. “Working with them, you can help steer the curriculum and hopefully build a bench of well-educated students who can hit the ground running rather than having to come from ground zero.”

Collins often hires students from the program as summer interns; some have gone on to work in the shop or elsewhere in the organization.

Foster suggested that leaning on maintenance providers can help fill gaps left by the tech shortage: “We advise our customers to align with full-service, national account vendors to optimize their maintenance program. Through these strategic partnerships, your vendors become familiar with your vehicles and operating parameters, helping you get back on the road quickly to minimize downtime. Additionally, you’re able to leverage this relationship for volume pricing to help mitigate rising maintenance costs.”

Preparing to Service EVs
Fleets that invest in electric vehicles must consider how the vehicles will be serviced. Currently, numerous utilities have EVs that are still under warranty, putting the service burden on the OEMs for now, particularly if electrical system maintenance is required.

According to Foster, “As a growing number of fleet operators begin to add electric/hybrid vehicles to their fleet mix, the biggest challenge from a maintenance perspective is ensuring there is an adequate dealership network across their operating footprint to properly service these units.”

He also noted that because EVs and hybrids are typically heavier than their ICE counterparts due to battery weight, “you’re going to see an increase in brake and tire wear. Fleet operators should plan to replace the brakes and tires on these units more frequently, which will also increase maintenance costs.”

Collins is thinking through two items in the near term to prepare for future EV maintenance work at Prince William Water: providing appropriate training for his team and dedicating one or more bays to EV services.

“The proper tools and training and a dedicated bay are pretty much what you need,” he said. “We’re working on that here, but it’s definitely a work in progress.”

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

Spec’ing Truck-Mounted Compressors: Errors to Avoid

Written by Grace Suizo on February 20, 2025. Posted in Equipment.

Two activities are critical to a fleet manager’s successful search for new truck-mounted compressors. First is gaining a full understanding of the application, vehicle constraints and long-term needs. Second is determining the correct specifications – based on the application – to ensure equipment performance, efficiency and longevity.

In a recent interview with UFP, Vanair’s John Dunn stressed that those fleet managers who have educated themselves about their operational needs and tool requirements have already taken an important step toward avoiding compressor spec’ing errors.

“Each company, each region and often the operators themselves work equipment a bit differently,” said Dunn, who serves as national sales manager, government/utility, for the mobile power solutions provider.

Variations in operational practices mean that fleet managers should gather as much detail as possible to select a compressor that fully meets operational needs. Specifically, here are three key questions to ask when assessing and comparing compressors:

How long does the compressor run before shutting down? Operators who frequently “short-cycle” compressors may have different needs than those who run compressors continuously. This could influence the decision between purchasing a reciprocating or rotary screw compressor.
What tools will be used, and what are their CFM and PSI requirements? Dunn said assembling a list of air volume and pressure requirements is a must.
Is dual pressure required? Some tools need greater pressure than others, so a dual-pressure system may be necessary.

Space and Weight Considerations
Here’s another important question to ask: How much space do the trucks have available for compressors? As part of that evaluation, Dunn said, determine where the compressor will be mounted and whether the vehicle body needs reinforcement or additional room for air circulation.

Fleet managers also must consider compressor weight. A heavy compressor could lower payload capacity, reduce operational efficiency and lead to regulatory violations. A lighter compressor may help reduce vehicle weight and save cargo space.

Other Power Requirements
A full understanding of job-site equipment and power requirements is necessary to correctly spec compressors based on the application. Dunn recommended asking these questions: “Will the operator need AC electric power for lighting, drills or other tools? Or hydraulic power for cranes and heavy equipment?”

If the answer to either question is yes, a multifunctional power system may be necessary.

Also keep in mind that whether a compressor’s drive type is hydraulic, engine-driven, PTO-driven or electric, it must align with the vehicle’s other power needs. Dunn suggested that fleet managers identify which power type will be most effective based on the equipment’s use and duty cycle.

6 Common Mistakes
As noted above, a host of things must be done to properly spec compressors – but Dunn also highlighted these common errors that fleet managers should strive to avoid.

Spec’ing too late in the vehicle planning process. Dunn warned that problems could arise if the chassis is ordered without any consideration given to the compressor, or if the body design doesn’t account for a compressor. It’s best to finalize specs in tandem with chassis and body planning.

Neglecting space needs. Failure to provide proper airflow around a compressor can lead to overheating and reduced efficiency. Adequate air circulation is necessary for optimal functionality, especially in high-demand environments.

Poor service accessibility. Don’t overlook how technicians will access a compressor to perform maintenance or repairs. Dunn stressed that ease of access can save valuable time and money.

Ignoring the local climate. Compressors operated in hot climates may require additional cooling. Fleets that operate in colder regions should be aware that compressors could potentially freeze up; optional cold-weather packages can help with this.

Overestimating air pressure needs. Increased air pressure doesn’t necessarily lead to improved performance. For example, a tool rated 90 to 100 PSI won’t always perform better at 150 PSI, and it may even fail prematurely. Be sure to match the compressor’s output to actual pressure requirements.

Failing to plan for future needs. Fleet managers must be observant, regularly review their relevant data and plan for anticipated demands. If a crew currently uses a 125-CFM compressor but expects to take on more complex tasks that require an additional compressor and generator power, it’s wise to specify a higher-capacity unit that combines both functions.

Best Practices
Best practices guidance is one tool fleet managers can use to lower their risk of making spec’ing errors like the ones listed above. Dunn recommended these three tips:

Engage with operators early in the spec’ing process with the goal of understanding when and how operators use compressed air and other mobile power in their daily work.
Don’t assume more is better. As noted earlier, a larger compressor won’t necessarily offer improved performance. Fleet managers must focus on spec’ing compressors based on their specific task requirements.
Collaborating with an equipment specialist early in the spec’ing process can help a fleet manager better refine their specs, increasing the likelihood that they’ll choose compressors that best meet the fleet’s operational needs.

By engaging with operators early in the process, planning for future requirements and avoiding common errors, fleet managers can position themselves to select the best compressors for their vehicles – helping to ensure optimal performance, reduced downtime and long-term operational efficiency.

About the Author: Grace Suizo has been covering the automotive fleet industry since 2007. She spent six years as an editor for five fleet publications and has written more than 100 articles geared toward both commercial and public sector fleets.

WTW25 RAM press conference press release

New Offerings and Returning Favorites Headline NTEA’s Work Truck Week

Written by Kate Wade on February 20, 2025. Posted in Event Coverage, Industry Events.

NTEA – The Work Truck Association’s annual Work Truck Week is set to take place March 4-7 at the Indiana Convention Center in Indianapolis, offering industry professionals various educational and networking opportunities – including the inaugural Commercial Vehicle Data Exchange & Reception.

On March 4, attendees will gather for the Green Truck Summit, which debuted in 2009 in response to growing interest in hybrid and alternative fuel systems for commercial vehicles. The 2025 program is scheduled to include sessions on autonomous technology; hydrogen applications in work trucks; telematics; strategies to achieve zero-emission targets; and synthetic fuel options. Jennifer Brace, chief futurist at Ford Motor Co., will deliver the summit’s keynote address.

Other educational programming during Work Truck Week will give attendees a chance to explore current trends, delve into technical details and learn new strategies for success. According to NTEA, this year’s education provides insights and strategies to help commercial vehicle industry professionals plan for the future and enhance operational growth. Key topics will include market data and industry trends; vehicle engineering and compliance; government regulations; chassis OEM updates; workforce development; fleet management; and vehicle propulsion and sustainability solutions.

Among the special sessions that will be held as part of the educational program is the half-day Commercial Vehicle Data Exchange & Reception on March 6. NTEA said the session will showcase new possibilities for obtaining, analyzing and using data; understanding market trends; and improving business processes. It’s been designed for industry professionals looking for new data sources, those who are interested in leveraging their company’s data, and/or those collaborating with others who want to move the industry forward.

Dozens of products, technologies and services are scheduled to launch at the 2025 Work Truck Week, including new commercial vehicle bodies, propulsion systems and equipment. Plus, more than 40 companies are expected to exhibit for the first time, including 25 in the New Exhibitor Pavilion.

A highlight for many past show attendees, Ride & Drive will return again this year. This event is especially useful for fleet managers and other industry professionals who are short on time to test-drive equipment from various manufacturers. NTEA does all the legwork by gathering subject matter experts and vehicles from 20 participating companies.

“Ride & Drive is a unique experience that affords any attendee the opportunity to experience the latest commercial vehicles and the new technology that powers them in their natural environment – out on the road,” said Chris Lyon, NTEA director of fleet relations. “Whether you want to get behind the wheel yourself or prefer riding shotgun to take notes and photos, manufacturer reps will be on hand to guide you and answer your questions.”

When: March 4-7, 2025

Where: Indiana Convention Center, Indianapolis

Web: www.worktruckweek.com

Snapshot: Produced annually by NTEA – The Work Truck Association, Work Truck Week is North America’s largest work truck event, offering attendees the chance to discover new products, attend industry-focused educational sessions and gain access to professionals who can help them improve their operations.

The 4 Keys to Great (Fleet) Managers

Written by Sean M. Lyden on February 20, 2025. Posted in Management.

“People leave managers, not companies.”

That’s the main point of Gallup’s longtime bestselling book “First, Break All the Rules: What the World’s Greatest Managers Do Differently.”

And fleet departments aren’t immune. If you want to attract and keep talented technicians, supervisors, engineers or employees in other roles, the buck stops with you.

Are you the type of manager your team wants to work for? Do your people feel happy and fulfilled in their roles? Are they a good fit for your team?

After all, as a utility fleet professional, you don’t just manage equipment; you also lead people with different talents, dispositions and motivations. Your job is about much more than keeping vehicles on the road. You’re building a team that can handle high-pressure situations, prioritize competing demands and collaborate seamlessly across departments.

In “First, Break All the Rules,” Gallup outlines the four keys to great managers, offering practical insights on how leaders can unlock their team’s potential, improve operational efficiency and create a culture that drives long-term success.

If you haven’t already done so, grab a copy of the book. In the meantime, here’s a breakdown of the four keys to push you further on your journey toward becoming a great manager.

1. Select for talent … not simply experience, intelligence or determination.

Key Quote
“It’s not that experience, brainpower, and willpower are unimportant. It’s just that an employee’s full complement of talents – what drives her, how she thinks, how she builds relationships – is more important.”

The Big Idea
Great managers focus on identifying and hiring individuals with the right talent for the role. Rather than trying to fit employees into predefined molds or relying only on skills and experience, they prioritize talent because that’s something you can’t teach.

Fleet Application

What interview questions could reveal a candidate’s natural leadership traits?
How do you determine if a technician has the instinct to diagnose complex mechanical issues beyond what their certifications show?
What traits signal that a candidate can maintain positive and productive relationships across departments, such as those with business unit supervisors, field crews and the shop?
How can you distinguish between candidates who adapt to evolving technology and those who struggle to adopt new systems, such as telematics or diagnostics software?
Are there specific behavioral traits that indicate a strong alignment with safety-first cultures and compliance demands in utility fleet operations?

2. Define the right outcomes … not the right steps.

Key Quote
“Define the right outcomes and then let each person find his own route toward those outcomes.”

The Big Idea
Great managers do not micromanage tasks. Instead, they set clear expectations about desired outcomes and let employees determine the best way to achieve them. Keeping the focus on performance results rather than rigid processes allows employees to leverage their strengths.

Fleet Application

Which tasks within your fleet operations could benefit from shifting the focus from process compliance to outcome-driven accountability?
How can you communicate clear maintenance or repair goals – such as first-time fix rates – in ways that motivate individual initiative and creativity?
How can you define measurable outcomes (e.g., improved fleet safety or fuel efficiency) while allowing teams to innovate their approach?
What outcomes could be defined for parts management staff that would reduce repair delays without dictating every inventory process?
Could assigning outcomes like “reduce turnaround time for critical repairs” allow technicians to find creative and efficient ways to achieve results?

3. Focus on strengths … not weaknesses.

Key Quote
“People don’t change that much. Don’t waste time trying to put in what was left out. Try to draw out what was left in. That is hard enough.”

The Big Idea
Great managers understand that building on an employee’s strengths is far more effective than trying to fix their weaknesses. By recognizing what their team members naturally do well and providing opportunities to enhance those strengths, great managers create an environment where employees thrive.

Fleet Application

Are there shop supervisors who naturally excel at mentoring others? How could you assign them more coaching responsibilities to improve overall team performance?
Which administrative tasks could you reassign to allow your most skilled technicians to spend more time on high-impact maintenance work?
Do you have team members with strong organizational skills who could streamline parts management or service scheduling processes?
What informal roles, such as “go-to” problem solvers or tech-savvy team members, could you formalize to improve shop productivity?
What strengths have you observed among your team members that aren’t fully utilized in their current roles?

4. Find the right fit … not simply the next rung on the ladder.

Key Quote
“Help each person find a role that asks him to do more and more of what he is naturally wired to do. Help each person find a role where her unique combination of strengths – her skills, knowledge, and talents – match the distinct demands of the role.”

The Big Idea
Not everyone will excel in the same role, and great managers know how to position their team members in roles that fit their talents. This involves matching individuals to jobs and responsibilities that enable them to achieve their fullest potential – rather than forcing them into roles that don’t suit them.

Fleet Application

How might cross-training opportunities help you to identify where your team members naturally perform best?
What new positions could you create to better utilize the natural abilities of your high-performing team members?
What tools or assessments could you use to evaluate whether shop technicians are ready to take on fleet-wide roles, such as training new hires or implementing process improvements?
Are you considering an employee’s feedback when determining their next role, ensuring they’ll feel aligned with the job’s demands?
When considering succession planning, how can you ensure that high-performing technicians aren’t pushed into management roles that don’t align with their strengths?

The Bottom Line
When you put the four keys into practice, you’ll build a stronger team, improve your fleet’s performance, and create a culture that attracts and retains the best talent.

When EVs Run Dry: Is Mobile Emergency Charging the Answer?

Written by Sean M. Lyden on November 19, 2024. Posted in Fleet Profiles.

Earlier this year, ComEd unveiled what the company calls an emergency roadside charger to support its growing electric vehicle fleet across northern Illinois.

The self-contained portable charging system built by Vanair (https://vanair.com/epeq-mobile-support-kit/), a Lincoln Electric Company, can be loaded into any ComEd service truck, providing approximately 30 miles of range during a one-hour charge for EVs running low on power during field operations.

The initiative aligns with ComEd’s commitment to electrify 50% of its fleet by 2030 and support up to 1.8 million EVs in northern Illinois by the same year as part of the utility’s broader “Path to Clean” program.

So, what exactly is the state of today’s mobile emergency charging technology? What developments can the industry expect to see in the next few years? And what factors should fleet managers consider when spec’ing these units?

I recently spoke with Chip Jones, national accounts manager of electrified products at Vanair, to learn more. Here is an edited version of our conversation.

Utility Fleet Professional: What are the most common applications for mobile emergency charging units today?

Chip Jones: We’re seeing two primary use cases. For one, fleet operators use them to relocate vehicles within their facilities or at job sites. When they need to move a vehicle across a large parking lot to reach a charging station, these units can provide enough charge to drive it there instead of using a rollback or tow truck. They’re also being used for roadside assistance. For example, companies like AAA use our units similar to how they deliver a gallon of gas – providing just enough charge to get stranded EVs to the nearest charging station safely.

UFP: Are there vehicle class limitations for this charging system?

CJ: The unit can charge any vehicle that accepts Level 2 AC charging, regardless of size. The key difference is the percentage of battery capacity you’ll restore. A Nissan LEAF, for example, will receive a higher percentage charge than a medium-duty truck. But both will get enough power to reach the nearest charging station, typically 15 to 20 miles of range.

UFP: Does Vanair also offer truck-mounted units, or are you seeing demand lean more toward portable units that can be moved from truck to truck?

CJ: We offer both configurations, but the majority of our field units are actually fixed, mounted units in trucks and vans. The battery-powered system is particularly well-suited for van installations since there’s no need to worry about engine fumes or heat like you would with traditional combustion-powered systems. We call the portable version our “self-contained” unit, and we’re seeing strong demand for both options across various industries, including utilities.

UFP: How heavy are the self-contained units, and what’s involved in moving them between vehicles?

CJ: The system weighs about 550 pounds with four lifting hooks on top. Any forklift or lift rated for 550 pounds can easily transfer the unit between vehicles.

UFP: What determines whether a fleet should choose a self-contained or permanently mounted charging system?

CJ: That depends on how the unit will be used. Self-contained units offer flexibility when you need to move the system between different vehicles. This way, you can take it out and strap it down – in the back of a pickup truck, an off-road vehicle, a golf cart or whatever it may be – and move it around.

But if the unit is going to be in a purpose-built service truck, then it’s much easier to go ahead and permanently mount it, where you can properly integrate the wiring and create a more polished installation.

For fleets initially testing EV charging systems, it can make sense to start with self-contained units to maintain flexibility before committing to permanent installations.

UFP: With the current technology, is each unit limited to providing one emergency charge per day?

CJ: That’s correct. And so far, we’re not seeing that as an issue for fleets since the number of EVs requiring emergency charging remains relatively low. But we’re developing new charging technology that will allow faster pack recharging.

UFP: What technological advances do you expect in mobile emergency charging over the next few years?

CJ: Within the next two to three years, we plan to offer Level 3 DC fast-charging capability. This would dramatically improve charging speeds; instead of taking an hour to provide 30 miles of range, we’ll be able to deliver 60 miles of range in 20 to 30 minutes. We also anticipate significant advances in battery recharging technology. This is crucial for service providers like AAA and utilities that need to assist multiple vehicles in a single day. The emerging solid-state battery technology should enable faster recharging while maintaining battery life and safety.

UFP: What’s the main barrier to offering DC fast-charging capability today? Is it primarily cost?

CJ: While cost is a factor, the bigger challenges are size and weight. We could achieve DC fast charging today, but it would require filling a dedicated truck with batteries, adding thousands of pounds and consuming a lot of space. Most fleets aren’t willing to commit to such a specialized vehicle. The key is developing battery technology that can deliver more power in a smaller, lighter package.

UFP: Can these units be recharged using solar power while in the field?

CJ: We’ve tested solar charging, but what we’ve found so far is that the technology with solar really isn’t there yet to keep up with the batteries. The current technology really only provides trickle charging capability, even on clear, sunny days.

The main limitation is space; most vehicles don’t have enough room for the solar panels needed to generate sufficient power. Some fleets use solar panels to keep the batteries topped off, like over a long weekend, but it’s not a primary charging solution. But we’re seeing promising developments in higher-density solar panels that could generate more power in a smaller footprint. We have a lot of fleets interested in solar charging, so we’ll continue developing this capability as the technology improves.

UFP: What kind of market response do you see overall with mobile emergency chargers?

CJ: We’re finding that once fleets deploy these units, they typically discover more applications than initially anticipated. We’re seeing interest from diverse sectors, including utilities, roadside assistance providers, airports and vehicle transport operations. The technology is proving particularly valuable in scenarios where vehicles need just enough charge to reach the nearest charging station.

ATSSA to Debut New Show Format at Upcoming Annual Convention

Written by Kate Wade on November 19, 2024. Posted in Event Coverage, Industry Events.

An estimated 4,000 roadway safety and transportation professionals are expected to attend the 55th annual ATSSA Convention & Traffic Expo, which will take place February 28 to March 4, 2025, at the Orange County Convention Center in Orlando, Florida.

Produced by the American Traffic Safety Services Association, the 2025 show will feature an updated format, including a full day devoted to education and a singular 90-minute general session that gives exhibitors the opportunity to attend. The general session will cover key points from ATSSA leaders, national awards, a legislative update, ATSS Foundation highlights and a keynote address delivered by Doc Hendley. Hendley, founder and president of Wine to Water, a global nonprofit working to preserve life and dignity through the power of clean water, will speak about the opportunities each of us have to turn our passion into action.

The grand opening of the Traffic Expo on March 3 will be preceded by a sneak preview party on March 2. An ATSSA spokeswoman said the expo “will continue to showcase the latest innovations in roadway safety infrastructure as well as offer several educational sessions, but we are expanding our plans to include more hands-on opportunities for attendees, and more live demonstrations and simulations.” As of press time, more than 200 companies were registered to exhibit at the 2025 expo.

When: February 28-March 4, 2025

Where: Orange County Convention Center, Orlando, Florida

Web: https://expo.atssa.com

Snapshot: The American Traffic Safety Services Association’s Convention & Traffic Expo brings together thousands of roadway safety and transportation professionals to network, view the latest roadway safety industry products and services, and attend a variety of educational sessions.

Best Practices for Developing a Safe Driving Program

Written by Shelley Mika on November 19, 2024. Posted in Management.

Utility fleets have many reasons to implement a safe driving program. Besides the obvious – to reduce the risk of accidents and protect the lives of fleet drivers – lowering crash rates can also save fleets costs related to vehicle repairs, rental costs, decreased productivity, vehicle downtime, insurance premium increases and high-dollar lawsuits.

If you’re seeking to develop a safe driving program, or if you’re planning to update your current one, following these best practices can help.

Understand Your Current Level of Risk
Before implementing a safe driving program, it’s important to first understand your current level of risk. Metrics to track can include crash rates; collision repair costs; downtime related to crashes; and which drivers are most prone to accidents.

Tony Smith, driver safety manager for Holman (www.holman.com), a global automotive services leader, said assessing the current state of your fleet operations and driver performance can inform your next steps.

“With these insights, you can begin to develop a comprehensive strategy to address pain points and key areas of risk exposure,” he said. “This information will also allow you to establish goals and measurements for success to help ensure your safety program is having a positive impact.”

Screen Job Candidates for Unsafe Driving Records
According to the National Highway Traffic Safety Administration, human error plays a role in an estimated 94% of crashes, so understanding the driving habits and histories of the employees you put behind the wheel is essential. Smith said this should begin during the hiring process.

“Having a rigorous pre-hire screening process is critical to hiring the right candidates,” he said. “Running a motor vehicle report on the candidate during the pre-hire process can bring to light any potential red flags, such as a suspended license or previous DUI/DWI incident that is on their record and could be a potential liability exposure for your organization.”

Continue to Assess Driver Behavior
Motor vehicle reports, or MVRs, can uncover red flags, but they don’t reveal the entire picture of how an operator will drive a vehicle. Adding a driver skills assessment program to onboarding can help identify and address unsafe driving habits from the beginning.

Following onboarding, fleets should continuously assess driver behavior and monitor MVRs, not just annually or when an incident occurs.

Further, Smith said, “It’s important to properly set expectations for driving performance with an online fleet safety policy. Posting the safety policy online makes it easy for both fleet managers and drivers to reference how they are expected to perform on the road.”

Provide Continual Training
Once you understand the skills of your drivers, provide training to help them improve their driving habits. Driver training should be assigned to new, existing, good and unsafe drivers alike.

New hires should receive targeted training to improve skills in need of development.
Existing drivers should receive refresher training to keep skills sharp and safety top of mind.
Drivers who violate the fleet safety policy should receive corrective training based on their infractions.

The most effective approach is to employ all three methods on a continual basis. Online training may simplify assigning the right training, as it can often be assigned automatically based on driver behavior – like a speeding violation – as well as at specific intervals throughout the year.

“Well-constructed online training can be very engaging, interactive and provides a consistent experience,” Smith said. “Unlike classroom training, it is not dependent on how well the instructor performs that day. Online training can be personalized to the driver based on their driving behavior and incident data.”

Use Telematics to Aid Driver Monitoring
Understanding how your drivers handle their vehicles on the road is crucial, but it can be challenging. If you manage a large fleet, scheduling ride-alongs with every driver simply isn’t feasible. The good news is telematics can do most of the monitoring for you.

“Telematics technology essentially puts you inside the vehicle with your drivers, allowing you to monitor performance and quickly identify high-risk behaviors such as harsh braking, rapid acceleration and speeding,” Smith explained. “When this telematics data is integrated into an advanced analytics platform, you can easily benchmark driving performance across your entire organization to pinpoint high-risk drivers and highlight opportunities to prescribe corrective training.”

Utility fleets can purchase aftermarket telematics devices, some of which simply plug into the OBD-II port of fleet vehicles. In recent years, some OEMs have begun embedding telematics devices in popular fleet models. With factory-installed telematics, fleets don’t have to worry about the logistics, costs or downtime required for installation.

According to Smith, “A comprehensive telematics program combined with a multifaceted driver training strategy is still the best option to improve driver safety.”

Using driver scorecards, which assign each operator a score based on their driving performance, is a best practice employed by many fleets.

“Holman’s proprietary driver scorecard seamlessly integrates data from key areas such as accident reports, motor vehicle records, telematics devices and risk assessment results to provide a holistic view of driver performance,” Smith said. “This insight helps fleet managers quickly identify and address high-risk drivers before incidents occur. Scorecard data will also help you measure the impact of your driver safety program.”

Gain Visibility with Video Telematics
Where GPS-based telematics solutions gather vehicle data that can reveal risky driving patterns, video-based telematics solutions allow both fleet managers and drivers to see unsafe behaviors. Some platforms also offer real-time, in-cab alerts so drivers can immediately correct risky behaviors.

“Video-enabled devices allow fleet operators to monitor in-cab driver behavior and easily identify incidents of distracted driving and other high-risk behavior,” Smith said.

Spec Vehicles for ADAS Safety Features
Advanced driver assistance systems (ADAS) – like lane-departure warning, blind-spot monitoring and automatic emergency braking – can be beneficial technology to include in your safe driving program.

“These systems, which are now standard equipment across many models, can mitigate human error and improve safety,” Smith said. “If they are not included as a standard feature on a particular model, fleet operators should strongly consider options or packages that include these valuable safety features.”

Take a Multi-Strategy Approach
While each of these safety best practices is effective on its own, employing all of them together will likely provide the largest safety payoff.

“A safety program is often most effective when several strategies – like skills assessments, telematics and proactive training – are used together and supported by meaningful data intelligence,” Smith said.

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

The State of Fleet Electrification: Plug-In Hybrids vs. All-Electric

Written by Gary L. Wollenhaupt on November 19, 2024. Posted in Smart Fleets.

Is the dream of vehicle electrification dead or just delayed a bit? Earlier this year, legacy auto manufacturers announced they would slash electric vehicle production and pivot toward hybrid vehicles.

These dramatic changes were in response to the drop-off in consumer demand for EVs and the Biden administration’s announcement of a new technology-neutral approach based on performance, giving automakers room to innovate to meet emissions standards. The administration revised regulations that originally mandated battery electric vehicles, or BEVs, comprise 50% of new-vehicle sales by 2030 to 56% of sales by 2032.

The U.S. Environmental Protection Agency also established new protective tailpipe emissions standards for light- and medium-duty vehicles that will phase in 2027 through 2032 model years.

Automakers will have more flexibility to pursue fuel-saving technologies, including hybrids, turbocharging and other internal combustion engine enhancements.

Will the new standards do enough to accomplish climate goals, or is this an admission that the BEV ecosystem was too far ahead of the curve? As many OEMs curtail EV production to focus on hybrids, will the commitment to a zero-emission future fade away?

“Generally, fleets will stay the course and continue their electrification plans,” said John Ciarlone, senior product manager for fleet consultant Wheels (www.wheels.com). “They won’t be adjusting to more hybrids; if anything, they’ll accelerate their conversion.”

In the meantime, the EPA is finalizing regulations in several areas, including off-cycle and air-conditioning credits; upstream emissions associated with zero-emission vehicles and plug-in hybrid electric vehicles (PHEVs); medium-duty vehicle incentive multipliers; and vehicle certification and compliance.

The EPA is also establishing new standards to control refueling emissions from incomplete medium-duty vehicles, as well as battery durability and warranty requirements for light- and medium-duty EVs and PHEVs.

One question is, will there be enough EVs in the market to equip fleets to meet those goals?

The consumer market has absorbed demand for EVs, about 9% market share in the U.S., based on early adopters and those who put sustainability at the top of their buying criteria. At this point, EVs face some headwinds in competing for mass adoption by the average car buyer. Commercial vehicles face the same obstacles, according to Phil Dunne, U.K. managing director at the global strategy consulting firm Stax (www.stax.com).

“Electric vehicles have not yet made the technological step forward that would allow them to compete on a like-for-like pricing basis,” he said. “We’re waiting for the next leap forward, whether it’s solid-state batteries or something else, that will allow that next segment of the car-buying population and the commercial vehicle-buying population to take the step.”

Charging Investments
At the same time, many utility fleets have invested heavily in purchasing EVs and installing expensive charging infrastructure to meet emissions reduction targets.

Utility fleets, like last-mile delivery trucks, have an advantage in electrification because they operate on a return-to-base model. Utilities have set up charge points at their yards or use public chargers when needed.

“In the return-to-base model, you should still be able to meet the efficiency requirements that the state or federal government has mandated,” Dunne said.

Some utilities have installed chargers at drivers’ homes for take-home vehicles.

“Fleets with take-home vehicles have been installing chargers in drivers’ homes, and the results have been very positive so far,” Ciarlone said. “For fleets that keep their vehicles on-site overnight and need a charging depot, electrification can present significant challenges.”

Strategies for Success
To be successful with EVs, fleet managers must develop new charging strategies and driver routines.

“EVs are not gasoline vehicles with electric motors,” Ciarlone said. “If you attempt to manage your EV fleet like an ICE fleet, you will be disappointed. The habits we form around these vehicles will differ in subtle but distinct ways from ICE vehicles.”

Automakers appear to be pivoting to plug-in hybrids for light vehicles. They carry both a battery and an internal combustion engine. Electricity drives the powertrain for a given range, and then the engine takes over. Some hybrids use a range-extender engine, which drives a generator that recharges the battery.

Because of the different types of plug-ins, there’s a lack of clarity on their role in meeting emissions targets through 2050.

“The automakers have figured out they can probably reach the targets by pushing more plug-in hybrids without having to go all in on the battery electric vehicles,” Dunne said.

Plug-in hybrids were designed as a bridge to the fully electrified world, allowing technology time to catch up to the vision. It seems plug-ins will have to play that role for a bit longer.

Remarketing Upheaval
For fleet managers, the volatility in the EV market is upsetting the remarketing equation, which drives many fleet purchasing decisions.

“Remarketing has always been a critical part of the decision-making process of what vehicles and technology you buy,” Dunne said. “The remarketing equation is up in the air because legislation and demand keep changing. The remarketing angle, which was always the hard-won skill of the fleet manager, has become just about impossible.”

EV Future Delayed
Dunne thinks the dream of electrified fleets isn’t dead; it’s just a bit behind schedule.

“This is only a timing issue because eventually everything is going to go electric,” he said. “In the short term, fleet managers may have to take advantage of the availability of plug-in hybrids to meet fuel economy targets because battery electrics are still too expensive.”

About the Author: Gary L. Wollenhaupt is a Colorado Springs-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

Terex 2024TU_HR46_HRX55_38_Lineman_Adding_Rubber_Sleeves_Blankets

Spec’ing Bucket Trucks to Improve Roadside Safety

Written by Shelley Mika on November 19, 2024. Posted in Equipment.

Bucket trucks are a big investment, so when the time comes to purchase a new one, it’s important to get it right. Beyond spec’ing bucket trucks based on the application and operating conditions, it’s also important to spec them for safety. Representatives from two bucket truck manufacturers – Altec and Terex Utilities – recently spoke with UFP to weigh in on how to spec bucket trucks for roadside safety.

Fall Protection
Because bucket trucks raise technicians high into the air, fall protection is an obvious safety feature to look for. It is a requirement in the case of a malfunction, overreach or – more commonly – when the load suddenly releases and catapults the operator out of the platform.

To solve for this problem, Terex Utilities developed the Positive Attachment Lanyard (PAL) device.

“PAL alerts by audio warnings to an operator when controls are engaged but the lanyard has not been attached to the lanyard anchor,” explained Justin Pinkalla, regional sales manager for the company. “It can also, if needed, track the results to determine if more training on safe work practices is required.”

Altec’s Lanyard Detection System reminds users to attach their lanyard before working at height. This fall protection system comes in two configurations: the Lanyard Alert and the Lanyard Interlock.

“Units equipped with Lanyard Alert will detect if the lanyard is not attached and sound an audible alarm at the platform when the ISO-Grip interlock is engaged,” said Andy Netzel, senior program manager for Altec Sentry. “The Lanyard Interlock system goes one step further to ensure safer job sites by disabling upper controls operation if the lanyard is not detected, in addition to sounding an audible alarm when the ISO-Grip interlock is engaged.”

Stability Systems
Bucket truck stability systems prevent tip-overs and ensure the unit remains stable during operation. These systems are required and must be used in all conditions; special attention should be paid in adverse weather conditions as well as when working in situations where ground conditions are suspect, which can make a vehicle and its mounted unit vulnerable to instability.

“Bucket truck stability systems play a critical role in enhancing roadside safety,” Netzel said. “Fleet managers should evaluate the environments that their operators work in to better determine the types of outriggers, drivetrains and boom geometry that are appropriate for those conditions.”

Per ANSI A92.2, “Vehicle-Mounted Elevating and Rotating Aerial Devices,” bucket trucks should be operated on firm, flat surfaces and never exceed a 5-degree slope.

“The proper use of outriggers and being aware of the ground slope are important aspects when it comes to stability,” Pinkalla said. “Our units come with a visual slope indicator on the rear and sides of the truck, which is used to help determine that the truck is set up within a safe incline. The proper use – as conditions require – of outriggers, outrigger pads and cribbing also helps with stability. We also offer options such as torsion bars for the smaller trouble trucks without outriggers, so the suspension won’t flex as much, and it helps the trucks’ stability.”

Camera and Speaker Systems
Bucket truck camera systems help truck operators avoid hitting other vehicles, people and objects.

Terex Utilities offers a 360-degree camera system that includes four cameras so crew members can see all the way around the bucket truck from an in-cab display.

“This system is great in detecting anyone or anything that might be close to the truck when it’s parked,” Pinkalla said.

Altec offers a combination of backup and boom cameras, sensors and speaker systems. “These features help to improve safety for ground personnel, improve driver awareness, and ensure operators conducting mobile operation during cable-placing work can be both seen and heard by the driver of the unit,” Netzel said.

Telematics
Telematics devices can collect data from bucket trucks that yields insights about unit performance, how units are being operated and when maintenance is due, all of which can contribute to vehicle health and operator safety.

“Some of the best returns on investment in technology are the ones that ‘communicate’ with the operators and fleet team,” Pinkalla said. “Integrated telematics is one such technology that helps the fleet crew understand how the unit is performing and when the unit is due for preventive maintenance.”

For example, when telematics data shows a unit isn’t performing as expected, fleet managers can take corrective action sooner, preventing problems down the road that could jeopardize safety.

“Altec offers best-in-class telematics to assist fleet managers in monitoring the health of their fleet,” Netzel said. “Our telematics provide insights into operator behavior and help fleet managers identify areas for additional training.”

Start with Operators and Maintenance Teams
Understanding available operator aids is an important part of spec’ing bucket trucks. But both Netzel and Pinkalla said the spec’ing process should begin with those who know bucket trucks best: their operators and maintenance teams.

According to Netzel, “Involving both groups is crucial for ensuring features are both effective and user-friendly. The hands-on experience and practical insights that both groups provide lead to better-informed fleet decisions, which can reduce risk, improve performance and streamline future maintenance.”

“It’s important to bring the right parties to the table when it comes to identifying what is needed when ordering a bucket truck,” Pinkalla added. “The most important piece of advice I would give fleet managers is to spend a day or two with the operators and watch what they do. One area that is easy to forget is ergonomics, so watch how they set up and operate at a work site. Also, ask questions and listen to what they have to say on what would make their jobs easier.”

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

Dielectric Testing for Insulating Aerial Devices

Written by Jim Olson and Craig Ries on November 19, 2024. Posted in Technology.

Insulating aerial devices and digger derricks are used to provide a level of protection to their operators and ground personnel who work around energized power lines. Following established safe work procedures is critical, as is testing and maintaining the equipment so that it continues to provide the insulation users expect. You cannot simply look at a unit to determine if it will provide the insulation expected; it must be tested.

There are two types of dielectric tests that must be performed on insulating aerial devices and digger derricks: qualification tests and periodic tests. A qualification test is required to determine the voltage rating of the unit. A periodic test is conducted at intervals to verify that the equipment continues to provide the expected insulation. Knowing who is responsible for these tests and when to perform them is essential to identifying any defects or weaknesses in the insulating capabilities of the equipment. Once the equipment is in use, the responsibility falls on the owners and users.

New insulating bucket trucks or digger derricks are first tested by the OEM according to ANSI A92.2 5.3.2 or A10.31 5.3.2 requirements, respectively. This qualification test at the factory establishes the insulation rating for the equipment. The installer will then perform a dielectric test to confirm the insulation after a unit is finished and operational. A qualification test is also required if the fiberglass boom is replaced. The original qualification test is then no longer valid.

Once insulating equipment is placed in service, maintenance tests – also called periodic tests or annual tests – are required to be performed for a variety of reasons. A maintenance test is required annually for most classifications of machines, or more frequently according to the user’s policy. Maintenance tests are also required after repair or replacement of components in the insulating sections, such as hoses or leveling components. If a problem is suspected, or after unintended contact with energized power lines occurs, a maintenance test will verify the insulation is providing the expected protection and not damaged.

All dielectric testing must be done by a qualified person in accordance with ANSI A92.2 or A10.31 standards. A qualified person is defined as someone who, by possession of an appropriate technical degree, certificate, professional standing or skill, and who, by knowledge, training and experience, has demonstrated the ability to deal with problems relating to the subject matter, the work or project.

If no periodic tests have occurred within a 12-month period, the equipment can no longer be considered insulating. Note that Category A units have different requirements if used for barehand work at least every three months.

Always follow test procedures from ANSI A92.2, A10.31 and the manufacturer to establish consistent methods for measuring the leakage current at specified voltages. Manufacturers will be able to provide the information, and it is included in the ANSI standards. The ANSI A92.2 Manual of Responsibility also provides the aerial test criteria.

Know Your Voltage Ratings
Before conducting any type of dielectric testing, you should first know the machine’s voltage rating and category. Refer to the voltage ratings for the equipment. The ID plate on your bucket truck or derrick will indicate if the unit is insulating and, if so, the voltage and category the insulation is designed and tested to withstand. The equipment manual explains which areas of the machine will provide insulation.

Look on the ID plate for the qualification voltage as well. The number in this area is the voltage rating the unit was tested and qualified for per ANSI standards. The date of the qualification test is indicated on the ID plate as the test date.

There may be two voltages stamped on the ID plate near the lower controls. The qualification voltage is the most important. The design voltage (i.e., the maximum voltage for which the machine can be rated if it is properly equipped and tested) may or may not be shown on the ID plate. The machine cannot be used on lines at the design voltage unless the qualification voltage indicates the same voltage on the ID plate.

Qualification voltage is the maximum voltage for which the upper boom on an aerial device has been tested and is rated. The same is true for digger derricks, which can be used as aerial lifts when equipped with a platform and upper controls to work on electrical system lines. For digger derricks, the fiberglass boom must be fully extended and the load line removed across the insulating section to provide this insulation. If used with a platform, the operation must be controlled by the person on the platform. A digger derrick cannot be used with a platform attached unless the ID plate indicates a platform capacity.

Insulating equipment can be used to work near electrical system lines up to the phase-to-phase voltage if the proper PPE and procedures are used. The insulation provided by the boom is secondary to PPE. Only Category A units, when used following barehand work procedures, will provide primary protection. The ratings are given as the phase-to-phase voltage of the system. The booms are tested based on the phase-to-ground voltage, not the voltage between the phase lines. A 46-kV-rated unit cannot be used on a 69-kV system even though the phase-to-ground voltage of the 69-kV system is less than 46 kV.

Types of Testing
Qualification testing can only be done with an AC testing machine. The test is conducted by qualified service personnel anytime the fiberglass boom section is modified or replaced. A written record of all dielectric tests should be maintained, including both the date and the signature of the person who performed the test.

After the aerial device or digger derrick is installed on the chassis, one of two dielectric tests is required to be performed by the installer. They can conduct another qualification test with AC equipment or, if the installer accepts the qualification test from the manufacturer, they can perform a periodic test using AC or DC test equipment. In the case of boom replacement, the OEM tests the boom prior to shipment, but this is not considered a qualification test because the unit must be fully assembled and operational with all components installed in the insulating section. The entity reassembling the unit must perform a qualification test before the unit can be returned to service.

Insulating units should be visually inspected daily. This is especially important when testing in the spring, when birds are nesting. If a unit sits for an hour, a bird may try to build a nest inside. If a dielectric test is performed without inspecting the interior, a fire could result.

A periodic test is necessary whenever there is a question about the equipment’s dielectric properties, such as contaminated or deteriorated fiberglass. This type of test must also be done anytime repairs have been made to components that cross the insulating section. An example is when boom hoses or leveling rods are replaced. A periodic test can be performed with either an AC or a DC testing machine.

Boom positions should be recorded when performing dielectric tests as positioning can cause readings to vary, especially with AC tests. Testing the boom in the same position each time will provide more consistent readings. By comparing the test results year over year, any upward trend in leakage current may aid in determining if the fiberglass boom’s insulating properties are deteriorating, as well as whether the fiberglass, hoses or leveling rods need to be inspected or repaired.

Finally, as previously stated, an annual test must be performed once every 12 months. AC or DC testing equipment can be used. Either a qualification test or a periodic test will suffice for meeting the annual test requirement.

Other Items to Test
In addition to the insulating upper boom sections of bucket and derrick trucks, there are a few other considerations.

Insulating liners, if used, require an annual dielectric test. The liner does not have a rating, only a requirement to be tested. The liner depends on the material’s thickness for its insulating properties. Damage to the liner that reduces its thickness – such as gouges and cuts – can reduce the insulating properties and cause test failure.

It’s a good idea to examine the hydraulic oil and perform a dielectric test on that oil at the same time the booms are tested, especially if the oil is discolored or milky looking. The dielectric strength of the new oil should exceed 25 kV, and used oil should remain above 15 kV when tested per ASTM D877.

High-resistance control handles on aerial devices must be qualification tested using AC equipment. Maintenance tests can be performed using AC or DC equipment. Testing must be performed annually or whenever maintenance is completed that may affect the dielectric integrity of the controls.

The aerial chassis insulating system or lower boom insert, if equipped, may provide some level of protection for personnel on the ground if contact is made below the upper boom insulating section. The insert does not have a rating, only a test requirement. The same test procedures apply as with the upper boom. For the qualification test, only AC equipment can be used; the periodic test can be performed with AC or DC equipment.

About the Authors: Jim Olson and Craig Ries are product safety engineers for Terex Utilities (www.terex.com/utilities).

Crafting an Effective Shop Safety Policy

Written by Grace Suizo on November 19, 2024. Posted in Maintenance.

Creating and maintaining a comprehensive shop safety policy is essential for any utility fleet.

Both James Kuha, transportation operations supervisor at Central Hudson Gas & Electric (CenHud), and Brian Johnson, fleet engineering and technical services manager at Alabama Power Co., emphasize the importance of a robust safety framework that prioritizes employee well-being and operational efficiency.

Policy Components
According to Kuha, there are four critical elements that every safety policy should include.

1. Personal protective equipment protocol: Ensuring that employees have access to and properly use necessary protective gear is fundamental to minimizing workplace injuries. “If proper PPE is not available, employees should stop and locate what’s needed,” he advised.

Johnson added that a “safe technician starts with a safe work environment, including the tools and equipment available to them.”

The diversity of fleet equipment – from golf carts to 150-foot aerial lifts – necessitates access to the right tools and training. To aid in this, Alabama Power developed a PPE matrix that guides technicians on the safety equipment required for specific tasks, ensuring they know what protective gear is necessary for their work.

2. Safety procedures: Clearly defined procedures that outline how to safely perform tasks should be established and effectively communicated to all employees.

Often, fleet technicians find themselves in awkward physical positions, such as working under vehicles on lifts or swinging sledgehammers. Kuha noted that “heavy lifting, overhead awareness and proper body mechanics” are critical considerations when developing safety procedures.

3. Housekeeping: Maintaining a clean and organized work environment reduces hazards and promotes safety.

4. Risk assessments: Ongoing evaluations of potential risks associated with tasks can help identify and mitigate dangers before they can result in incidents.

Johnson emphasized the significance of identifying critical risks present in the work to be performed. “A critical risk is one that exists when performing a job task with high potential for serious injury or death due to a specific hazard,” he said.

Alabama Power focuses on three main critical risk areas:

Falls from height: Employees must maintain three points of contact when working at height. If that’s not possible, fall protection measures must be implemented.
Working on and around mobile equipment: Crucial to safety is the proper setup of equipment, using tools like wheel chocks and support stands while following lockout/tagout procedures.
Driving: “It is expected that we will always fasten seat belts and store distracting devices in a safe place,” Johnson said.

Effective Communication and Enforcement
For a safety policy to be effective, it must be clearly communicated and consistently enforced.

“Patrol your areas and speak directly to employees,” Kuha advised. Regular morning meetings encourage open discussions about safety issues. Additionally, quarterly safety meetings allow for a deeper analysis of incidents, enabling collective learning from mistakes.

Johnson emphasized the role of leadership in setting the safety tone: “It is important for fleet managers to be present and set a good example. Show by example that safety rules are expectations, not suggestions.”

Regular safety training is crucial to keeping safety policies top of mind. Kuha advocates for promoting a strong health and safety culture by providing continual training and encouraging employee engagement. Regular discussions to identify hazards and determine mitigation strategies foster a proactive approach to safety.

Johnson’s team holds daily tailgate discussions and monthly safety meetings, providing ample opportunities for ongoing dialogue around relevant safety topics. He noted that “at the start of each year, we hold a safety kickoff meeting to discuss focus areas and set the tone for the year.” This proactive approach helps to maintain a strong safety culture throughout the organization.

Policy Reviews and Updates
Safety policies must be regularly reviewed and updated. Kuha recommended using risk assessments and incident analyses to evaluate existing policies. “Looking at each incident and analyzing them carefully can help prevent similar incidents,” he said.

Kuha also suggested that policies be reviewed no less than once per year as well as whenever new hazards are introduced into the shop environment.

Johnson added that involving frontline employees in the development and review of safety policies is essential for gaining buy-in and ensuring that the policies are practical and relevant.

“No one knows what happens on the shop floor more than the technician who experiences it daily,” he said. “Empowering our employees to help identify risks and review our safety policies produces an understanding of the importance of and ownership in the safety program.”

Ambitious Vehicle-to-Everything Technology Deployment Plan Likely to Hit Roadblocks

Written by Sean M. Lyden on November 13, 2024. Posted in Special Focus.

Imagine this scenario: A utility crew heads out to repair a downed power line. As they arrive at the site, the truck’s vehicle-to-everything (V2X) system automatically transmits specific details about the work zone perimeter, the presence of crew members, and even the location of extended bucket trucks and other equipment. Vehicles approaching the area receive automated alerts, potentially triggering automatic speed reductions or lane-change suggestions well before visual contact is made.

The V2X technology also interfaces with existing traffic management systems, as nearby traffic signals automatically adjust timing to facilitate safer traffic flow around utility work zones. Digital road signs automatically display warning messages, and navigation apps in connected vehicles suggest alternate routes, reducing traffic volume near utility crews.

This is just a glimpse into the possibilities for utility fleets should the U.S. Department of Transportation’s ambitious plan announced in August become a reality.

The initiative, detailed in “Saving Lives with Connectivity: A Plan to Accelerate V2X Deployment” (see www.its.dot.gov/research_areas/emerging_tech/pdf/Accelerate_V2X_Deployment_final.pdf), aims to eliminate traffic deaths through the widespread adoption of V2X technology by 2036.

The DOT plan sets three major milestones. By 2028, V2X technology should cover 20% of the National Highway System and a quarter of traffic signals in major metropolitan areas. By 2031, coverage expands to half of the highway system. The final phase targets nationwide deployment by 2036, including V2X capability in 20 vehicle models and 75% of the nation’s intersections.

“The only acceptable number of roadway deaths is zero,” DOT officials stated in the report.

But despite the plan’s admirable goals, it carries no regulatory mandates or dedicated federal funding, which makes a successful large-scale V2X rollout in the U.S. a long shot, especially considering the following six challenges.

1. How will state and local agencies fund the massive infrastructure deployment needed without dedicated federal funding?

The DOT’s plan sets an ambitious target of equipping 75% of the nation’s intersections with V2X technology by 2036 but leaves a critical question unanswered: Who’s paying for it? Without federal funding, state and local agencies are being asked to undertake one of U.S. history’s largest infrastructure modernization efforts using existing budgets and funding mechanisms. Even larger cities with robust tax bases would struggle to fund such extensive upgrades while maintaining existing infrastructure and services.

2. Without regulatory mandates, what will motivate OEMs to invest in V2X technology at the scale needed?

The DOT’s plan presents a classic “chicken-and-egg” dilemma for automotive manufacturers. Without regulatory requirements, automakers face a complex business decision: invest heavily in V2X technology for vehicles that may not have infrastructure to communicate with, or wait for infrastructure that may not be built without vehicles to use it.

The plan’s target of 20 V2X-capable vehicle models by 2036 represents a significant investment from OEMs. Each manufacturer must justify the costs of developing, testing and implementing V2X systems across their vehicle lines – all without a regulatory mandate requiring them to do so.

3. How will the system protect personal information while still allowing the data-sharing necessary for V2X operation?

The large-scale V2X deployment presents a fundamental tension: The system needs enough information about vehicles, pedestrians and their movements to prevent accidents. But it also must protect individual privacy in an era of increasing data surveillance concerns.

The DOT’s plan requires vehicles and devices to constantly broadcast their location, speed and trajectory – data that, when combined, could create detailed maps of individual movements and behaviors. This isn’t just about tracking vehicles; modern V2X systems might know when you walk across an intersection, your typical route to work or your daily schedule based on regular movements. The plan states that personally identifiable information should be “the minimum necessary” and kept for “the shortest time practical,” but defining these boundaries in practice becomes increasingly complex at scale.

4. How will agencies with limited expertise and institutional capacity manage complex V2X deployments?

Managing V2X technology demands a fundamental transformation of traditional transportation departments into sophisticated technology organizations – a shift many agencies are likely unprepared to make. While the DOT’s plan offers technical assistance and training resources, it underestimates the massive institutional evolution required for thousands of transportation agencies to deploy and maintain complex connected vehicle systems.

5. How will deployment be coordinated across thousands of jurisdictions?

The U.S. transportation system is a patchwork of roughly 50,000 independent jurisdictions, each with its own priorities, budgets and decision-making processes. But the DOT’s plan envisions vehicles seamlessly communicating as they cross city, county and state lines – a vision that requires a level of interjurisdictional coordination unprecedented in U.S. transportation history.

Think about it: Software updates, security protocols and data-sharing agreements must somehow be harmonized across thousands of independent entities, each with its own legal requirements and operational constraints. That level of collaboration and coordination is asking a lot, especially with cash-strapped municipalities.

6. Without regulatory mandates, how will the DOT ensure all stakeholders move in the same direction at the pace needed to achieve the plan’s ambitious timeline?

The DOT’s V2X plan presents a striking paradox: It sets highly specific national deployment targets while explicitly stating it has no regulatory authority to require anyone to meet them. This voluntary approach to transforming the nation’s transportation infrastructure is like trying to coordinate a massive symphony orchestra without a conductor – and where the musicians aren’t required to show up.

The plan’s timeline requires synchronized action from automakers, state transportation departments, local governments, technology vendors and telecommunications providers. Each stakeholder must make significant investments and organizational changes based largely on faith that others will do the same. Without regulatory requirements, each entity can freely choose when and how to participate – or whether to participate at all.

The Bottom Line
V2X technology offers compelling potential for significantly driving down road fatalities in the U.S. But does the DOT’s plan chart the right course for turning that potential into a realistic possibility? That’s difficult to see under the current market and regulatory conditions.

Aurora_Horizon_Autonomous_Trucking_-_Terminal_3

The State of Self-Driving Trucks

Written by Sean M. Lyden on September 19, 2024. Posted in Fleet Profiles.

A few years ago, most media headlines said that robots would rule the roads. It was not a matter of if but when. And that time was imminent.

But the media hype has since cooled, and OEMs have pushed out production timelines. Yet a handful of companies in the autonomous truck sector are quietly moving the industry toward a self-driving reality in the next three years.

Understanding these advancements is crucial for utility fleets – not just for staying ahead of potential regulatory shifts but also for anticipating how these technologies might eventually trickle down to vocational vehicles.

So, what are the latest developments in self-driving trucks? Here are six to keep your eye on.

Aurora Innovation
Raised $483 million, announced partnership with Uber Freight
Self-driving technology company Aurora Innovation has raised $483 million in a new stock sale, exceeding its $420 million target. The funds give Aurora financial runway into 2026, past its initial driverless deployment. The Pittsburgh-based firm is prioritizing the commercialization of autonomous trucks.

Aurora attributes its fundraising success to its Aurora Driver technology, which it claims is the industry’s most advanced driverless system. The company is hauling freight for pilot customers like FedEx and Schneider, completing nearly 7,000 loads over 1.8 million miles. Aurora has partnerships with truck manufacturers Volvo and Peterbilt and a deal with Continental to manufacture its self-driving system at scale by 2027.

The company plans to launch driverless trucks in Texas by the end of this year, announcing a long-term agreement with Uber Freight to deploy autonomous trucks between Dallas and Houston, with plans to expand the program in the coming years.

The program will initially involve human drivers for parts of the journey, particularly in areas with tighter lanes and turns.

Waabi Innovation
Raised $200 million to launch Level 4 driverless trucks in 2025
Canadian autonomous truck startup Waabi Innovation Inc. secured $200 million in new funding to develop and deploy fully driverless, AI-powered trucks by 2025.

The company claims its Waabi Driver technology uses generative AI capable of humanlike reasoning, enabling it to respond to any situation that might happen on the road, including those it has never seen before. Because it can “reason,” the system requires significantly less training data and computational resources than competing systems, the company said.

The technology is paired with an advanced simulator called Waabi World, reducing the need for extensive on-road testing while aiming for Level 4 autonomy, which allows vehicle operation without human intervention in most conditions.

The Series B funding round was led by Uber Technologies Inc. and Khosla Ventures LLC, with participation from notable investors, including Nvidia Corp., Volvo Group Venture Capital AB and Porsche Automobil Holding SE.

Kodiak Robotics
Collaboration with J.B. Hunt and Bridgestone for autonomous long-haul transport
A collaboration between J.B. Hunt Transport Services Inc., Bridgestone Americas Inc. and Kodiak Robotics Inc. has completed over 50,000 miles of autonomous long-haul trucking. The partnership, launched in January, operates a route transporting Bridgestone tires between South Carolina and Dallas, with the 750-mile stretch from Atlanta to Dallas completed using Kodiak’s autonomous driving technology.

The autonomous route has maintained a perfect safety record and 100% on-time performance, leading to an expansion of weekly deliveries. J.B. Hunt handles transportation to and from Bridgestone facilities and Kodiak hubs, while also using its 360box network to secure return trip capacity from Dallas.

The operation involves a multistep process: J.B. Hunt moves loads from Bridgestone’s South Carolina plant to Kodiak’s Georgia hub; Kodiak’s autonomous trucks complete the long-haul portion to Texas under safety driver supervision; and J.B. Hunt delivers the final stretch to Bridgestone’s distribution center.

Plus
Pilot program with Navistar to launch late 2024
Navistar has partnered with autonomous driving technology developer Plus to create hub-to-hub self-driving Class 8 trucks. The companies are currently testing autonomous International LT Series tractors equipped with Plus SuperDrive technology on public roads in Texas, with plans to launch a commercial pilot program with fleet customers by the end of 2024.

While the test vehicles still have safety drivers, the goal is to develop fully autonomous trucks for long-haul routes between designated freight hubs. The companies expect to commercially launch fully autonomous trucks late this decade, emphasizing that the rollout will be gradual.

Gatik
Self-driving tech for short-haul routes
Autonomous truck startup Gatik is poised to begin mass production of its self-driving vehicles by 2027.

Gatik focuses on short-haul, middle-mile delivery routes and has secured over 300 truck orders for deployment by the end of 2025. Gatik’s business model involves five-year customer contracts without termination clauses, ensuring steady revenue even if trucks are idle.

The company’s autonomous trucks feature redundant systems for driverless operations, which have already begun for some customers like Walmart and Loblaw. Gatik expects to expand driverless deliveries to more clients, including Tyson Foods and Kroger, by late 2024 or early 2025.

Daimler Truck
Targeting 2027 for autonomous truck launch
Daimler has unveiled its first autonomous truck demonstrator, aiming to launch fully driverless freight hauling by 2027.

The company is collaborating with Waymo and its own subsidiary, Torc, on autonomous systems. The truck features an array of sensors, including lidar from Aeva Technologies and multiple radars for comprehensive environmental perception.

While the demonstrator is an all-electric Freightliner eCascadia, Daimler is developing its self-driving system to be compatible with various powertrains, including hydrogen fuel cells. The company is particularly interested in exploring the interaction between electric propulsion and autonomous driving systems, as driverless technology can be power-intensive and may affect range and towing capacity.

Daimler plans to retain safety drivers during testing and for complex scenarios but envisions future designs that may eliminate traditional controls like steering wheels.

How Will AI Impact Your Fleet Operations?

Written by Sean M. Lyden on September 19, 2024. Posted in Special Focus.

Artificial intelligence is reshaping fleet management – whether you notice it or not – to improve operations, enhance safety and reduce costs.

But if you’re not consistently following all the latest developments in AI, it’s easy to feel overwhelmed and left behind.

So, what’s the current state of AI in fleet? What capabilities can we expect to see in the future? How will it impact you and your team?

Mike Stallone, vice president of software engineering at Holman (www.holman.com), a global fleet management company, shares these seven points to consider.

1. You’re already using AI.
Stallone said that AI has become so integrated into telematics, fleet management software and everyday applications – like Microsoft Office 365 – that many fleets are using it without recognizing it as AI.

Route optimization software, for example, often uses AI algorithms to determine the most efficient paths based on multiple variables such as traffic, distance and delivery windows. Telematics systems employ AI to process and interpret vast amounts of real-time vehicle data. Driver safety programs use AI to analyze driving patterns and identify risky behaviors.

“There are a tremendous number of places where AI is helping fleet managers know things that they would not have known 10 or 20 years ago,” Stallone said.

2. AI can define the optimal preventive maintenance schedules.
By aggregating data from various sources – including vehicle telematics, maintenance records and operational data – AI can determine the most cost-effective preventive maintenance schedules for different vehicle types and applications instead of simply following the manufacturer’s generalized schedule, Stallone said. This level of granularity allows fleet managers to tailor their maintenance strategies to individual vehicles and specific use cases within their fleet to achieve the lowest possible maintenance costs.

3. Combining sensor data with AI can predict equipment failures before they happen.
“We’ve seen this more on the rail side,” Stallone said. “They’ve put sensors on certain parts of their equipment and noticed that, with all that data that they’re receiving, that with heat and a certain number of vibration points, they can tell when certain parts of their equipment will fail. This predictive capability allows for incredibly precise maintenance scheduling, often catching potential issues before they lead to breakdowns.”

While this example is from rail operations, Stallone said it illustrates the potential for similar applications across various types of fleet equipment and vehicles. As sensor technology becomes more advanced and affordable, this type of predictive maintenance could become more common across many fleet operations, significantly reducing unexpected downtime and repair costs.

4. AI provides comprehensive driver scoring and identifies high-risk drivers.
Stallone describes how AI is transforming driver management by creating more comprehensive and nuanced driver scoring systems. By integrating data from multiple sources – including telematics data (which can capture driving behaviors like speeding, harsh braking and acceleration) and motor vehicle records – AI can create a holistic picture of driver performance.

This approach identifies high-risk drivers with greater accuracy than traditional methods. It can also pinpoint specific areas where a driver may need improvement, allowing for more targeted training and intervention strategies. The goal, as Stallone pointed out, is not just to identify problematic drivers but to “move them more to the center” to improve overall fleet safety and efficiency.

5. Proceed with caution with large-scale implementation.
“We’re testing these technologies extensively internally before introducing them to our customers because there’s an inherent risk with exposing generative AI models to our customers, especially with the potential of ‘hallucinations,’” Stallone said.

He cited an example of an airline chatbot that provided incorrect refund information, leading to substantial legal complications. In a fleet management context, this could lead to issues if, for example, an AI system gave incorrect maintenance advice or misinterpreted company policies.

Stallone underscored the need for careful implementation of AI systems, especially in customer-facing roles. He said that, at least in the near term, AI is best used to augment human decision-making rather than replace it, particularly in areas where errors could have significant financial or legal consequences.

6. Future AI applications will make decisions and take action.
Stallone anticipates a shift toward AI systems that can act autonomously based on their analyses.

“Right now, the large language models are really good at providing textual information. We’re using it as a coach to help upscale our people,” Stallone said. “But the future for us is to use these language models to also help us take action – not just telling you what to do but also helping you do it.”

For example, rather than simply alerting a fleet manager that a vehicle is due for maintenance, an AI system could automatically schedule the maintenance appointment, considering factors like vehicle availability, shop capacity and operational needs.

7. AI will augment staff, not replace them.
Instead of viewing AI as a replacement for human workers in fleet, Stallone sees it as a tool to enhance their capabilities. For example, an AI system could provide a maintenance technician instant access to vehicle history, diagnostic information and repair guidelines, allowing them to complete repairs more efficiently and accurately. This perspective on AI is crucial for fleet managers to understand, as it frames AI as a collaborative tool rather than a competitive threat, potentially easing adoption and encouraging staff to embrace these new technologies.

The Bottom Line
By understanding AI’s capabilities and limitations, you’ll put yourself in the best position to turn potential disruptions into opportunities for growth, efficiency and innovation. After all, the question isn’t whether to adopt AI but how to do so in a way that best serves you, your team, and your internal and external customers.

Keeping Your Best: Effective Strategies for Retaining Top Fleet Technicians

Written by Gary L. Wollenhaupt on September 19, 2024. Posted in Management.

With the industry’s ongoing shortage of qualified vehicle technicians, fleet managers need effective strategies to keep their top performers.

Compensation is meaningful, but communication is the real key to retaining technicians, said Paul Jefferson, senior fleet manager for Oklahoma Gas & Electric (OG&E), an investor-owned utility based in Oklahoma City.

The results of an OG&E employee survey found that technicians didn’t like working second shift and that it was a factor in deciding whether they would continue working there. Management listened to those concerns and altered the company’s work hours across 10 service locations.

Instead of running two shifts covering 7 a.m. to midnight, technicians now work until 7 p.m. at the latest. Shifts run nine hours Monday through Thursday, and technicians work an eight-hour shift every other Friday.

“They get off early every other Friday, and we did that to make the hours more appealing,” Jefferson said.

Now, more services are scheduled during the day – rather than drivers dropping off vehicles at the end of the day shift for them to be serviced in the evening. The fleet also added a few spare vehicles to supplement vehicles that are now serviced during the day shift.

Mobile technicians who support new utility construction work four 10-hour days to match the construction crews. Trucks can be serviced on Fridays when the drivers are off.

OG&E crews did get a bit of a pay bump during COVID. During the pandemic, interest rates rose, and a number of technicians took advantage of the increase in their pension plans and decided to retire. About 90% of the technicians eligible to retire made the move, Jefferson said. A salary increase helped retain experienced workers not yet at retirement age.

Jefferson explained that OG&E’s shops have three employment levels: interns, technicians and senior technicians. Most technicians are hired as full journeymen with ASE certifications, but occasionally someone is brought on as an apprentice.

Once technicians come on board, they tend to make a career with OG&E. A few have transferred to other departments within the utility, but other than that, there has been little turnover recently.

When an opening does come up, Jefferson has seen the pool of applicants drop significantly.

“We used to get 50 applications, and now we get 10,” he said.

To stay competitive with commercial repair shops in the region, OG&E has launched a program to add air conditioning to the service facilities.

Jefferson also points out to applicants that the OG&E bays have lifts for medium- and heavy-duty trucks, unlike most commercial shops in the area.

“They can see they won’t be working on a creeper all the time,” he said.

Ameren Illinois
Of course, compensation is probably one of the top reasons technicians choose to stay or go. But there can be more to job satisfaction than money.

At Ameren Illinois, Dan Remmert, senior manager of fleet services, led a compensation review for the more than 50 technicians who work at about 20 locations.

“We discovered the private sector immediately reacted to adjusting technician wages and benefits,” Remmert said. “We’re figuring out how to stay competitive so that we are hiring the best talent.”

As noted earlier, second shift work also drives technicians to look for better hours. Ameren Illinois experimented with creative shift options to give employees the time off they want without impacting operations.

The utility’s shops have two classifications: a journeyman role and a lead/foreman role. They typically hire experienced technicians who are past the apprenticeship phase.

Technicians can pursue career paths within the service group and other departments, such as design and build, quality assurance and frontline supervisors, and the line and substation groups.

“There are many career paths beyond technician that our techs can pursue, but not all of them do it,” Remmert said. “Some people like being a tech.”

Remmert started his 30-year career as a technician, so he knows money isn’t the only motivator.

“Technicians have a great sense of pride in what they do, so we build a team based on the sense that they’re adding value,” he said. “We work hard at making them a part of the solution.”

About the Author: Gary L. Wollenhaupt is a Colorado Springs-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

SEMA Predicts Biggest Show in Five Years

Written by Kate Wade on September 19, 2024. Posted in Event Coverage, Industry Events.

With 2,400 brands scheduled to exhibit, producers of the 2024 SEMA Show – which takes place November 5-8 at the Las Vegas Convention Center – are projecting that this year’s event will be their biggest show in five years.

Strong OEM participation is expected, according to a SEMA representative. Kia, Toyota, Lexus, HRC (Honda/Acura), MOPAR/Stellantis, Nissan and Ford Performance will be at the show.

SEMA Live is also being introduced for this year’s event. The livestream will open the virtual doors to the SEMA Show, welcoming a worldwide audience.

More than 140,000 attendees are expected at this year’s show, where they will be able to check out thousands of the newest automotive performance products, discover the latest product and vehicle trends, and develop essential skills by attending free education sessions.

The 2024 education program will take place November 5-7 and offer upward of 99 sessions led by top industry professionals. Learning tracks include Aftermarket Updates and Future Trends; Inside the Shop; Legislative and Regulatory; Management Essentials for Leaders, Presented by Dale Carnegie; Sales and Marketing; Small-Business Technology; and Vehicle Technology.

SEMA Fest – a celebration of music, motorsports and car culture – will close out the show November 8. Featured bands scheduled to appear are Cage the Elephant, Sublime, Fitz and The Tantrums, and Petey. Visit www.semafest.com to learn more.

When: November 5-8, 2024

Where: Las Vegas Convention Center, Las Vegas

Web: www.semashow.com

Snapshot: Produced by the Specialty Equipment Market Association – which represents over 7,000 member companies that create, buy, sell and use specialty automotive parts that make vehicles more unique, attractive, convenient, safe, fun and even like new again – the SEMA Show offers attendees opportunities to see thousands of product innovations, experience the latest custom vehicle trends, access free education sessions and make career-changing connections.

The Future of Telematics: Top Trends to Watch

Written by Shelley Mika on September 19, 2024. Posted in Smart Fleets.

Telematics data is among the most powerful fleet management tools. Fleet managers can use it to solve challenges, optimize operations, improve driver safety, reduce emissions and drive meaningful change across their business – all for the benefit of drivers, the public and the bottom line.

The telematics industry and the ways fleets use the data continually evolve. Keeping up on industry trends, including the following four, helps fleet managers make the most of their technology investment and magnify the benefits.

Trend 1: AI and Machine Learning Integration
One of the ways telematics providers are taking the technology to the next level is by employing artificial intelligence and machine learning to derive greater insights from the data.

AI is used to perform tasks that normally require human intelligence. In the context of fleet management, AI can take the massive amounts of data coming in from telematics devices and other sources, evaluate it and make decisions based on it.

Machine learning is the subset of AI that enables the system to learn and continually refine its interpretation of large data sets.

“While still on the horizon in terms of practical daily use, AI and machine learning have the potential to dramatically enhance the insight and analytics telematics provides,” said Frank Daccardi, manager of telematics solutions for Holman (www.holman.com), a fleet management solutions provider. “The effectiveness of any telematics program is determined by the speed at which you can effectively analyze data and implement change. AI can accelerate analytics, allowing you to act on the information much faster.”

AI and machine learning can be used for:

Predictive maintenance: AI analyzes data patterns to forecast component failures before they occur, keeping vehicles operational, minimizing downtime and reducing costs.
Smarter route optimization: Machine learning algorithms optimize routes and schedules based on historical and real-time data, aiding logistics, resource allocation, fuel use and customer service.
Enhanced driver safety analytics: AI identifies risky driving behaviors and patterns that help fleet managers implement targeted safety interventions. Some telematics devices also provide spoken-word feedback to drivers for immediate coaching on high-risk behaviors.

“Geotab’s integration of AI and machine learning significantly enhances telematics capabilities, offering fleet managers powerful tools to optimize operations,” said Chris Jackson, associate vice president, business segment management, for telematics provider Geotab (www.geotab.com). “Together, these advanced technologies enable fleet managers to maintain higher levels of efficiency, reliability and safety in their operations.”

Trend 2: 5G Connectivity
“5G” refers to the fifth generation of wireless cellular network technology, which is designed to operate faster and more reliably than 4G networks.

“The advent of 5G connectivity will significantly impact telematics data transmission, enabling Geotab to offer fleet managers enhanced capabilities,” Jackson said. “This includes faster and more reliable data transfer, improving real-time tracking and monitoring. Fleet managers can make timely decisions based on up-to-the-minute information. Additionally, 5G improves communication between fleet managers and drivers, ensuring nearly instant transmission of instructions, updates and alerts, thus enhancing overall operational efficiency and responsiveness.”

While 5G has the potential to be a telematics game changer, Daccardi said the technology isn’t likely to make a widespread impact for several years.

“Vehicles and telematics units are cycled far less frequently than typical consumer goods and therefore often lag behind,” he explained. “That being said, 5G connectivity is likely to enable applications and use cases that simply aren’t feasible today partially due to speed/bandwidth limitations. For example, the video feed could not only be used to monitor driver performance but also potentially used to assess the progress of a particular job to help optimize scheduling, routing, et cetera.”

Trend 3: Enhanced Video Telematics and Driver Safety Features
The use of video telematics isn’t a new trend, but the technology continues to advance. What started with a single dashcam has expanded to include driver-facing and forward-facing in-cab cameras as well as those that provide 360-degree views around the vehicle. This technology helps fleets reduce accidents and liability.

“This technology essentially puts you in the vehicle with the driver,” Daccardi said. “Fleet operators can monitor drivers for high-risk behaviors like distracted driving, and many devices can even provide alerts or coaching to improve performance in near real time. Additionally, the footage captured by these units can help reduce liability for incidents when your driver is not at fault, providing valuable video evidence for potential litigation.”

Geotab has been working on enhancing integration with vehicle safety systems like advanced driver assistance systems (ADAS) and third-party safety solutions as well as new collision detection technology that detects and categorizes both major and minor incidents.

“Minor collisions often go unnoticed, but new technology enables fleet managers to perform maintenance, address safety issues and avoid downstream consequences,” Jackson said. “Accurate, near real-time collision detection enables quick responses; it helps expedite the claims process and identifies incident causes for preventive measures like driver training and route adjustments.”

Trend 4: An Increased Focus on Cybersecurity
As cybercrime gains prevalence, protecting sensitive data is a growing priority among organizations of all types. As a result, an enhanced focus on cybersecurity is a trend among telematics providers.

“Data security should be an important consideration as you select and implement your telematics solution,” Daccardi said. “Some telematics providers may only meet the minimum requirements to adhere to current regulations while others make data security a key pillar of their operating strategy.”

Jackson said Geotab implements robust measures to protect sensitive data and adhere to stringent compliance and protection standards to safeguard data integrity.

“Our end-to-end security approach includes employee training, device security and regular audits, allowing us to proactively protect data against new cyber threats,” he explained. “We follow rigorous protocols to safeguard client information and are trusted by many of the world’s most security-conscious organizations, including the General Services Administration.”

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

Maximizing ATUV Uptime: Essential Maintenance Practices for Utility Fleets

Written by Gerry Carriere on September 19, 2024. Posted in Equipment.

All-terrain utility vehicles (ATUVs) are critical assets for utility operations, often working in challenging environments where standard vehicles just can’t go. Maintaining these specialized machines is crucial for ensuring their reliability, longevity and optimal performance. With nearly three decades of experience in the ATUV industry, I’ve seen firsthand the importance of proper maintenance practices. The remainder of this article offers some key insights for utility fleet managers looking to maximize ATUV uptime and minimize costly downtime.

The Importance of Preventive Maintenance
One of the biggest mistakes in ATUV maintenance is neglecting regular, scheduled service. In utility operations, these vehicles often work in short bursts, remaining stationary for extended periods. This can create a false sense that they require less maintenance. However, adhering to a strict preventive maintenance schedule is necessary to avoid unexpected breakdowns and costly field repairs.

Prinoth, the company I work for, recommends maintenance every 500 engine running hours or at least once annually, whichever comes first. Even if a vehicle hasn’t reached the 500-hour threshold, annual maintenance is essential to ensure the integrity of oils and other fluids, which can degrade over time regardless of use.

Critical Inspection Points
Daily visual inspections are one of the most effective ways to catch potential issues before they become major problems. Key areas to focus on include the following:

Undercarriage: This is the hardest-working part of an ATUV, and it takes a lot of abuse. Check for oil leaks, damage to tracks, and issues with sprockets or bogies.
Electrical and hydraulic lines: Look for any signs of stress from excess concussive force and vibration. Check for areas where cables, wires and hoses might be rubbing against sharp metal edges, which can lead to corrosion and leaks.
Frame: Inspect for any cracks or signs of stress.
Vehicle-mounted equipment: Pay close attention to attachments and their connection points to the chassis. Follow the manufacturer’s recommendations on equipment-specific maintenance intervals.

Keeping the machine clean is vital for effective inspections. Pressure-washing the ATUV when possible – and always washing it when it returns to base – makes it much easier to spot potential issues.

Technician Training and Resources
Well-trained technicians are the backbone of any effective ATUV maintenance program. The company I work for offers comprehensive training programs, including on-site instruction, online courses and hands-on exercises. These programs often cover topics such as electrical systems, hydraulics and specific maintenance procedures for our different ATUV models. I suggest checking to see what training methods chassis manufacturers offer before you buy.

Additionally, ensure that maintenance teams have access to up-to-date manuals and resources.

Adapting to Extreme Conditions
ATUVs often operate in challenging environments, from arctic cold to desert heat to moist jungle conditions. Fleets should adapt maintenance practices – including the following – for those conditions unique to any particular vehicle or fleet:
Fluids: Use appropriate hydraulic fluids, lubricants and coolants for the operating environment. In areas with extreme temperature variations, seasonal fluid changes may be necessary.
Undercarriage: In muddy or icy conditions, pay extra attention to the undercarriage. Most ATUV designs feature walking-beam suspensions, which can accumulate debris that needs to be periodically removed.
Operator practices: Train operators to avoid unnecessary strain on the vehicle, such as running over avoidable obstacles like stumps, boulders and logs when possible.

Leveraging Technology for Maintenance
Modern ATUVs often come equipped with advanced telematics systems. These tools can provide real-time data on vehicle performance, maintenance needs and potential issues. Fleet managers can use this information to schedule preventive maintenance more effectively and address problems before they lead to breakdowns.

When selecting an ATUV, consider the comprehensiveness of its telematics system. Some systems only provide engine data while others offer a complete, real-time picture of the entire vehicle’s status.

Looking to the Future
The future of ATUV maintenance is likely to involve even closer collaboration between chassis manufacturers and equipment upfitters. These partnerships aim to create designs that facilitate easier maintenance access and streamline servicing procedures.

As ATUVs continue to evolve, we can expect to see more emphasis on easy-access panels, centralized filter locations and other design features that simplify maintenance tasks.

Don’t Forget
Maximizing ATUV uptime ultimately comes down to three key factors: thorough training, consistent maintenance and cleanliness. By focusing on those areas, fleet managers can ensure their ATUVs remain reliable, efficient and ready for the challenging work they face in their utility operations.

Remember, the cost of regular maintenance is always lower than the cost of unexpected downtime and emergency repairs in the field. Investing in maintenance protocols for your fleet’s ATUVs will pay dividends in improved performance, longevity and reliability.

Images courtesy of Prinoth

About the Author: Gerry Carriere is a service representative and tracked vehicle specialist for Prinoth (www.prinoth.com) with nearly 30 years of experience. His extensive career has included roles in manufacturing, engineering and field service prior to becoming a service representative 11 years ago.

Best Practices for Developing an In-House Maintenance Policy for EVs

Written by Grace Suizo on September 19, 2024. Posted in Maintenance.

Although some utilities outsource electric vehicle maintenance, those fleet managers exploring the idea of handling it in-house can follow best practices and industry standards to create a comprehensive maintenance policy tailored to the unique needs of EVs.

The first step in developing such a policy is to conduct a thorough assessment of the fleet’s specific requirements. According to the Electric Power Research Institute (www.epri.com), utility fleets should analyze factors including make and model, expected usage, driving conditions and available charging infrastructure.

Once their needs have been assessed, utility fleets can establish a maintenance schedule based on manufacturer recommendations and industry best practices. The maintenance schedule should include regular inspections, tire rotations, brake checks and fluid top-ups to ensure the optimal performance and safety of the EV fleet. Following the manufacturer’s guidelines for maintenance intervals and procedures is critical to maintaining the warranty and assuring vehicle longevity.

Training Technicians

Training maintenance staff on the unique characteristics of EVs is necessary to successfully implement an in-house maintenance program. Staff must become familiar with battery management, regenerative braking systems and charging protocols specific to EVs. Ongoing training should be provided to keep maintenance staff up to date with the latest EV technologies and maintenance practices.

However, according to Chris Foster, director of fleet management services for Holman (www.holman.com), technician training is perhaps the biggest challenge currently facing those who operate in-house EV repair facilities.

“Many electric vehicles are still relatively new to the market, and most technicians have received little to no training on these complex and rather dangerous systems,” he said. “Holman typically advises our clients to coordinate potential training with their OEM partners at the time of ordering to familiarize technicians with inbound models. There are some independent training programs available, but since the OEM technology is proprietary, this third-party training often lags behind.”

Utility fleets should establish protocols for handling unexpected maintenance issues or breakdowns with EVs. Maintenance staff must be trained to safely and effectively address these issues, and there should be a plan in place for coordinating with manufacturers or third-party service providers when needed. Having a contingency plan for unexpected maintenance issues will help minimize downtime and ensure the continued operation of the EV fleet.

Preparing the Facility
To maintain EVs effectively, utility fleets will want to invest in the appropriate specialized tools and equipment, such as diagnostic software, battery testers and charging station equipment. These tools will help maintenance staff perform their jobs more effectively and efficiently.

When incorporating EVs into their fleet and adapting their in-house garages, fleet operators must prioritize safety above all else.

“Working on EVs can pose a greater hazard for technicians who are not accustomed to them,” Foster said. “Without proper training and safety equipment, the high-voltage powertrain of an electric vehicle can present significant risks. Direct contact with the system by a technician or other employee can lead to serious injuries.”

He advised fleet operators to ensure their facilities have adequate room to work on EVs. “Most OEMs recommend a 6-foot to 8-foot ‘safe zone’ perimeter around the vehicle. This is intended to keep others clear of the area and avoid an inadvertent static charge near the high-voltage systems. Additionally, the facility will need specialized tools and personal protective equipment to safely handle high-voltage components.”

Getting a facility ready for EVs typically involves numerous distinct factors that affect and are shaped by various areas of the business beyond just fleet, Foster noted. Feedback is needed from a wide range of stakeholders, including fleet, operations, facilities, safety/risk and even OSHA. Gathering that feedback will help to ensure that the facility is planned with a strong focus on safety.

Handling High-Voltage Components
In addition to establishing a safety perimeter of 6 to 8 feet and organizing appropriate technician training, fleet operators will want to ensure that the necessary personal protective equipment is easily accessible, Foster advised.

Technicians should have rubber aprons, insulating boots, insulating rubber gloves and protective eyewear, among other essential gear. Moreover, all standard tools – such as wrenches, screwdrivers and pliers – must be insulating to further minimize the risk of accidental electrocution.

The facility will also require a nonconductive object at least 5 feet in length designed to safely dislodge someone from a high-voltage system in the case of an emergency, as well as fire extinguishers and protective barriers to establish a secure safety perimeter, Foster said.

Outsource as Needed
With proper training and safety precautions, many fleet operators can conduct basic preventive maintenance and other non-powertrain EV repairs at their in-house garages.

But most fleet operators are likely best served by leveraging external maintenance partners (i.e., OEM facilities) to conduct any repairs that involve the vehicle’s high-voltage system, Foster said. “In most scenarios, it is more efficient – both in terms of cost and time – to have your in-house technicians prioritize PM services for your EV units and other repairs for your ICE vehicles while allowing outside resources to handle specialized EV maintenance.”

About the Author: Grace Suizo has been covering the automotive fleet industry since 2007. She spent six years as an editor for five fleet publications and has written more than 100 articles geared toward both commercial and public sector fleets.

Mathias-Carlbaum--CEO-of-Navistar-International-Mathias-Carlbaum-CEO-of-Navistar-International-0016

The Long and Winding – Yet ‘Inevitable’ – Road to Electrification

Written by Sean M. Lyden on July 14, 2024. Posted in Fleet Profiles.

The road to electrification for the heavy-duty truck industry will be long and challenging but ultimately inevitable, Navistar CEO Mathias Carlbaum told a group of 175 utility fleet professionals in June.

Speaking at the 71st Electric Utility Fleet Managers Conference in Williamsburg, Virginia, Carlbaum outlined a vision for the next decade and beyond, highlighting key milestones, hurdles and opportunities in the transition to electric vehicles.

Here are eight significant takeaways from Carlbaum’s keynote address.

1. The Class 8 truck market continues to face headwinds in 2024.
The Class 8 on-road truck market is expected to remain soft this year due to an extended freight recession and persistent supply chain constraints.

“The Class 8 on-road [market] is going through an extended severe freight recession. It’s been about 20 months where freight prices are down out there and have started to take a toll on [truck] acquisitions,” Carlbaum said. “As you know, all sectors have been, in the past years, a little bit handicapped by supply. And there was a very big spillover this year … We don’t see, short term, something coming up that would drive sales significantly [this year].”

2. Prepare for the EPA 2027 pre-buy surge to start as early as 2025.
Carlbaum expects a pre-buy surge in Class 8 truck orders starting in 2025, driven by the impending EPA 2027 emissions standards and the memory of supply shortages from 2021-2022.

“Not just because we hope that ’25 [sales are] going to get stronger, but here we see that the pre-buy effect of the EPA ’27 is already starting to show up in ’25,” he said.

Why so early?

“Some manufacturers might be putting out new [EPA 2027-compliant] vehicles already in ’26. So, we see some [fleets] will [pre-buy] already in ’25. The most important reason is that everybody remembers how hard it was to get vehicles back in ’21 and ’22.”

3. Supply chain challenges will continue.
While the supply chain issues are easing in some areas, constraints persist due to limited production capacity and supplier hesitancy to invest in traditional technologies amid the transition to electric vehicles.

“One would say, ‘Aren’t we through with supply issues?’ To some extent, yes. Some areas, not. But most importantly, the sector’s a little bit capped,” Carlbaum said. “There is just not more capacity right now. Some suppliers are reluctant to invest because of the transition to battery-electric vehicles. So, more traditional suppliers will most likely stick to what they have in capacity and start investing in new technology, which will only start to be relevant more toward the end of the decade in [production] volumes.”

4. The battery-electric vehicle transition is inevitable but will take time.
Carlbaum expressed confidence in the eventual transition to BEVs, recognizing it as an inevitable shift for the heavy-duty truck industry. But he tempered this optimism by emphasizing the significant challenges that lie ahead, particularly in the initial phases of the transition.

“I believe in the [BEV] transition, but the first years will be the most challenging,” Carlbaum said. “You will not hear me say that we need incentives nor regulations long term. [But] in the early years, it’s fundamental.”

5. Combustion engines aren’t going away in the foreseeable future.
While Navistar is actively pursuing BEV solutions, Carlbaum emphasized that the company is not abandoning combustion engine technologies. In fact, the company recently launched a brand-new combustion engine platform, underscoring its belief that these traditional powertrains will continue to play a significant role for an extended period during the transition to BEVs.

“At International, we actually launched an engine this year. We are convinced and certain that combustion engines will be around us for a long, long time. You don’t do this unless you see a 15-year, at least, period ahead of you. … This is not ‘all-in-or-nothing’ [with BEVs]. It’s about technologies that have to be available for the convenience of our customers at the right moment,” Carlbaum said.

6. Hydrogen is still a distant prospect.
Navistar views hydrogen fuel-cell technology as a distant prospect due to its energy inefficiency, high costs and the lack of a nationwide fueling infrastructure, making BEVs the more viable and financially sensible path for electrification in the near future.

“I always get the question, ‘Well, is it only BEV?’ What about fuel cells? What about hydrogen?” Carlbaum said. “I’m not here trying to pretend to be the owner of truth. But two facts speak for themselves. The energy efficiency of a [BEV] compared to fuel cells – there is a lot of lost energy in [fuel cells] … Energy efficiency on BEVs beats diesel by far. And compared to fuel cells, it’s a factor of three. Plus, the initial investment around the fuel cell is close to three times what a BEV would be. So, this is a hard case. The technology is great; it’s complex, it’s advanced. But it doesn’t make financial sense over time.”

7. The BEV transition requires large-scale collaboration.
Carlbaum emphasized that the shift toward electric vehicles is not a short-term endeavor that can be accomplished by any single entity alone. Instead, he envisions a collaborative effort spanning the next two decades, involving a diverse range of stakeholders, each playing a crucial role in enabling and accelerating the transition.

“This [transition] needs to be done together. It’s [the utility] sector, it’s the government, it’s us, it’s our customers, it’s the final consumer,” Carlbaum said. “And there is a business case that will drive this in the coming 15 to 20 years. Forget this two-, three-year thing.”

8. There’s a business case for being an early adopter.
Carlbaum urged fleets to proactively “dip their toes” into electric vehicle technologies now, despite the initial challenges, to gain valuable experience and position themselves for the inevitable industrywide transition to EVs.

“Those [fleets] that can afford it need to dip your toes into the new technology and see how that impacts your business and how that can be optimized … so when everything is mature enough, you’ll be in a completely different position from the ones that haven’t. You can’t just wait until then,” Carlbaum said.

The Bottom Line
Carlbaum’s overall message?

Embracing the path to electrification is not just about preparing for future mandates; it’s about positioning your fleet for long-term success in an evolving industry. By starting early on a small scale, facing the challenges head-on and staying informed about key developments, you can lead the charge in the transition to BEVs, ensuring your fleet is ready to capitalize on the potential opportunities that lie ahead.

What’s New in Utility Construction Equipment in 2024?

Written by Sean M. Lyden on July 14, 2024. Posted in Special Focus.

New utility construction equipment hitting the market in 2024 aims to boost productivity, fuel efficiency and operator comfort for crews working on projects ranging from laying pipelines to installing cables. Major manufacturers including Vermeer, Caterpillar, Volvo CE, CASE and John Deere are rolling out upgraded models with enhanced technology, improved hydraulics and redesigned cabs.

So, what product updates are relevant to your operations? Here are six new developments to consider.

Vermeer
What’s New: Enhanced RTX1250 Ride-On Tractor

Vermeer RTX1250 Ride On Tractor — Image courtesy of Vermeer

Vermeer Corp. has updated its RTX1250 ride-on tractor, designed for installing gas, fiber, water and electrical utilities. It can be outfitted with rubber tires or tracks.

Depending on the attached tool, the RTX1250 functions as a trencher, a rockwheel for breaking rock or a vibratory plow. Attachments can be swapped in about an hour, allowing crews to configure the tractor for different tasks.

Key upgrades include sturdier tracks, axles, plows and stabilizer components to better handle tough job sites. An optional climate-controlled cab keeps operators comfortable year-round.

Onboard technology, like the TrenchSense system, monitors engine operation for smooth trenching and fuel optimization. The Auto Plunge feature automatically adjusts the plunge rate of trenching and rockwheel attachments based on ground conditions.

Caterpillar
What’s New: 973 Track Loader

Caterpillar has introduced its new 973 track loader, replacing the 973K.

The new 973’s 275-horsepower engine automatically adjusts speed to match the workload, reducing fuel consumption by up to 10%. For additional fuel savings, an optional Eco Mode further lowers engine speed for light-duty applications.

The updated cab features a suspension seat, adjustable armrests and controls, and a user-friendly 10-inch touchscreen display with a standard rearview camera to improve operator comfort and productivity. The display also shows the machine’s slope, making it easier to operate on uneven terrain.

The 973 can be equipped with a Performance Series bucket that increases output by up to 20%. A quick-coupler system allows for fast attachment changes, enabling the loader to share tools like buckets and forks with other compatible machines.

Volvo Construction Equipment
What’s New: Upgraded Excavator Line

volvo-ce-announces-new-excavator-series-2324x1200 — Image courtesy of Volvo

Volvo Construction Equipment has launched a new series of excavators featuring major upgrades to boost productivity, fuel efficiency and safety. The company said this is the most significant update to Volvo’s excavator lineup in two decades.

The initial rollout includes six crawler excavators: the ECR145 compact short swing, EC210, EC230, EC370, EC400 and EC500. Additional models will follow in the coming months. A key enhancement is up to 15% better fuel economy compared to previous generations. The company said this was achieved through an optimized hydraulic system, smart cooling functionality and engine tuning for higher torque at lower revolutions per minute.

The improved hydraulics allow for smoother, more precise movement of the boom, bucket and other components. Ten configurable work modes give operators better machine control.

On the safety front, the excavators feature Volvo’s new Smart View with Obstacle Detection system. It uses cameras and radar to provide 360-degree visibility around the machine, differentiating between objects and humans.

Design updates in the cab focus on ease of use and comfort, including an enhanced machine control interface, a new seat, better ventilation, wireless phone charging and a built-in cooler/heater box.

Volvo said the new excavators require less maintenance, with hydraulic oil service intervals extended to 3,000 or 6,000 hours, depending on oil type – a 50% increase over previous models.

CASE Construction Equipment
What’s New: Updated M Series Dozers

CASE-850M-3_650498 — Images courtesy of Case

CASE Construction Equipment has introduced improvements to its M Series dozer line to boost operator comfort and machine precision.

Key enhancements include new electro-hydraulic controls that allow operators to adjust steering and shuttle sensitivity to their preference. This feature helps reduce fatigue during long work hours.

The dozers are also compatible with major precision construction technology providers, offering flexibility for fleet managers who already use these systems. Additionally, CASE has partnered with Leica Geosystems to provide factory-installed options, which can simplify the ordering and setup process.

John Deere
What’s New: Five New Compact Loader Models

John Deere-334-P-Tier-Skid Steer Loaders-1-1366x768 — Images courtesy of John Deere

John Deere has introduced five new compact skid steer and compact track loaders in its P-Tier line. The 330 and 334 P-Tier skid steers and the 331, 333 and 335 P-Tier compact track loaders feature a redesigned cab with more space, better visibility, noise reduction and enhanced ergonomics.

The largest models, the 334 skid steer and 335 compact track loader, come standard with an 8-inch touchscreen display providing machine data and settings. The 333 and 335 compact track loaders can be equipped with 2D or 3D grade control systems integrated with TopCon’s SmartGrade technology.

Along with the new machines, John Deere has released three new attachment offerings: the CP40G cold planer for milling pavement and the MK76 and MH72D mulching heads for vegetation management. Enhancements were also made to John Deere’s Quik-Tatch attachment mounting system.

CASE Construction Equipment
What’s New: E Series Wheeled Excavators

CASE-E-Series_WX175E-SR-4_650502 — Images courtesy of Case

CASE has introduced a new line of wheeled excavators designed to increase the mobility and efficiency of utility crews working in urban environments. The new line marks CASE’s re-entry into the wheeled excavator market after several years.

The E Series wheeled excavators can travel up to 25 mph on roads without needing a trailer, reducing transportation time and costs between job sites.

Available in five models ranging from 14 to 24 tons, the excavators offer customizable performance modes and a two-piece boom for working in confined spaces. They also include safety features like 360-degree camera visibility and object detection systems.

Extending the Life of Hydraulic Hoses

Written by Jim Olson and Craig Ries on July 14, 2024. Posted in Maintenance.

Hydraulic oil, when confined within the hydraulic system and properly maintained, is nonconductive. However, failure of a hose creates numerous hazards that have the potential to harm personnel and damage equipment.

Personnel may suffer burns from contact with hot oil. If the hydraulic line failure creates a mist of oil, it can easily be ignited by various outside sources, such as electric arcing, sparks and flames. And if the hydraulic reservoir is drained, the equipment will become inoperable. In addition to posing a safety hazard for operators, this could also lead to expensive hydraulic pump repairs.

Another safety concern is that, when a hydraulic line fails, a vacuum may be created in the line that breaches the insulating portion of the boom, causing the aerial device or digger derrick to be conductive at voltages above distribution voltages. This is known as vacuum flashover.

Leaks are also problematic, negatively affecting function pressures. Vigilance is key. Inspections – both daily and at intervals prescribed by the manufacturer – will help fleet personnel keep hydraulic lines in good working order on bucket trucks and digger derricks.

When checking for leaks, always wear safety glasses and gloves. Never use your hands to check; instead, use a long piece of cardboard or wood to look for the leak. If fluid is accidentally injected into your body, it is important to act quickly. Apply a cold pack to the injection site and seek medical assistance immediately, preferably from a doctor familiar with injection hazards and incidents. First responders and emergency room medical personnel will want to know what type of hydraulic fluid was injected and at what pressure.

Common Causes of Hose Failure
Hoses most often fail due to overheating, weather degradation, wear from flexing and use, being improperly assembled or installed, or being operated at the wrong pressure setting.

Insulating aerial lifts and digger derricks use two types of hydraulic hose: orange nonconductive and wire braid. Insulating hose will be used for tools, at the boom tip and through the insulating sections of the boom. Wire braid hose will be used at the turntable and below rotation.

The temperature limit of the hydraulic oil is determined by the manufacturer’s limits of the orange nonconductive hose. The jacket on the hose will start to soften at 180 degrees Fahrenheit. At temperatures above 180 degrees, the orange hose will begin to turn brown. For this reason, do not exceed the maximum operating temperature stated by the equipment manufacturer. It is important to routinely monitor the oil temperature gauge, if equipped, especially when working in ambient temperatures over 100 degrees. If it is suspected that the hydraulic oil is getting too hot, stop operations when it is safe to do so and allow the oil to cool. The best defenses to prevent overheating the oil are to operate intermittently; verify the machine has the correct hydraulic oil for the temperature range; make sure the hydraulic system is functioning properly; and add oil coolers.

Users should also know that orange nonconductive hose is more susceptible to UV light, exposing the fiber braid inside the hose. Once the braid is exposed, the orange hose is no longer considered nonconductive because the braid can wick water. This presents additional safety concerns for the dielectric qualities of the insulating aerial device or digger derrick. Although wire braid hose is tougher against UV light, it will eventually harden and crack. Once it does start to degrade, it can rust, becoming less flexible. Cracks will affect its ability to retain proper pressure.

All exposed areas – especially at the elbow and boom tip – should be inspected each day for UV degradation. It’s a good idea to use a nylon hose covering at all exposed areas to provide an additional layer of protection from UV degradation. The hoses under the deck to the outriggers and controls may be damaged from road debris or snagging on obstacles if traveling off-road; they should also be inspected daily. Hoses on the inside of the boom can be affected as well. These should be inspected annually.

Cuts, nicks, gouges and abrasions are all signs of wear. Hoses that exhibit any of these conditions must be evaluated to determine if replacement is necessary, and the cause of the damage must be corrected to maintain the integrity of the hose.

Avoid Assembly Errors
When replacing hoses, there are two issues that can cause damage: hoses that are misaligned to the fittings and hose ends that are improperly crimped.

Hydraulic hoses are usually secured with two fittings that spin in opposite directions. If the hose is not properly aligned with the fittings, its life expectancy is significantly shorter. The two-wrench method is a best practice for avoiding misaligned hoses and fittings. Hold the fitting closest to the hose with one wrench and use the other wrench to loosen or tighten as needed.

In addition, the ends of hoses differ from manufacturer to manufacturer, and they also vary based on whether you are working with orange nonconductive hose or wire braid hose. The crimp die, hose and fittings must be compatible with one another to achieve a properly crimped fitting. Crimp dies may also become worn, causing an incorrect crimp. Under-crimping can cause the end to blow off during operation, and over-crimping can cause damage to the hose, leading to future failure.

If you are doing your own hose replacements, Terex customers can order the correct hose assembly by part number through the online parts portal at www.terex.com/utilities/en/support/parts.

About the Authors: Jim Olson is senior product engineer for Terex Utilities. He has a mechanical engineering background and has been working in design and engineering for aerial devices and digger derricks since 1986.

Craig Ries is a product safety engineer for Terex Utilities. He has a mechanical engineering background and has been working in design and engineering for aerial devices and digger derricks since 2005.

Hydraulic Line Failure? Here’s What to Do.
Regardless of your equipment’s make or model, it’s important to quickly stop oil flow caused by a hydraulic line failure to prevent an environmental hazard, further damage to the unit and injury. The following sequence can be used to stop the flow on an aerial device.

From the Platform

Release the function being operated. Shut off the tool valve if the tool, tool hoses or tool connections are involved.
Activate the stop control, which will divert the flow back to the tank.
Activate the engine stop/start switch, if equipped. This will stop the engine driving the pump.
Get ground assistance if all these measures fail.

From the Vehicle Bed

Move the control selector at the lower controls to the lower control position. This will stop all flow to upper controls.
Push the engine stop/start switch, if equipped. This will stop the engine driving the pump.

From the Ground

Shut off the pump engine. This will stop the pump.
Disengage the power takeoff. This will stop the pump.
Move the control selector at the outrigger control valve to the opposite position it is in. This will stop all flow to the failed function.
Push the engine stop/start, if equipped. This will stop the engine driving the pump.
Once the flow is stopped, determine where the line failure is located. Then determine if it is safe to approach the vehicle. Be sure to use appropriate PPE.
If the line failure is between the upper and lower controls, overriding the upper controls and only operating from the lower controls may reduce the rate of hydraulic oil loss. The intermittent loss of hydraulic oil may allow the aerial device to be lowered.
It may be necessary to use another aerial device to bring down the occupants.
Contact qualified personnel to stow the unit for repair.

EUFMC 2024, held in June in Williamsburg, Virginia, was attended by a record 175 fleet representatives from electric utilities, contractors, co-ops and municipal operations, including over 50 new members and eight new companies. Joining the fleet professionals at the industry’s premier annual event were more than 360 attendees from almost 100 manufacturers and suppliers that offer vehicles, equipment, products and services for utility fleet operations. … Motiv, a leading OEM of medium-duty electric trucks, has announced the appointment of Scott Griffith as its new CEO and board member. Griffith has spent the past 30 years founding, leading, scaling and advising technology-based companies that have often been market disrupters operating at the intersection of technology and mobility. Immediately prior to joining Motiv, Griffith served as CEO of Ford Motor Co.’s autonomous vehicles and mobility businesses. … The Shyft Group Inc. – a North American leader in specialty vehicle manufacturing, assembly and upfit for the commercial, retail and service specialty vehicle markets – has signed an agreement with Amerit Fleet Solutions to provide 24/7 maintenance and support services for Blue Arc EV trucks across the U.S. Blue Arc EVs will soon be available through a select network of dealerships, each staffed by technicians trained and certified by Shyft’s Blue Arc engineering team, ensuring customers can conveniently service their vehicles at dealership garages.

The Latest Developments in Trailer Telematics

Written by Grace Suizo on July 14, 2024. Posted in Equipment.

The strategic implementation of telematics in utility fleet trailers is not just an upgrade – it’s a transformative step toward smarter, safer, more sustainable utility fleet operations, according to Greg Spiropulos, business development manager for Geotab (www.geotab.com)

“All of the benefits extend to the bottom line,” he said. “Telematics can generate considerable cost savings by improving various facets of utility fleet management, from utilization to maintenance and fuel consumption.”

Frank Daccardi, manager of telematics solutions for Holman (www.holman.com), agrees.

“For many utility fleet operators, trailer telematics is an often overlooked yet incredibly valuable resource,” he said. “The insight these devices provide allows you to optimize the deployment of your assets.”

In recent interviews with UFP, both Spiropulos and Daccardi expanded on the benefits utility fleets can take advantage of when implementing trailer telematics in their operations.

Safety First
Multiple factors are leading fleet managers to implement telematics systems, with safety usually at the top of the list. Recent advancements enable fleets to predict and prevent potential collisions, according to Spiropulos.

For example, Geotab, which provides connected transportation and asset solutions, uses artificial intelligence predictions for safety analytics. The Geotab Safety Center incorporates an AI-driven tool that enables safety managers to easily assess fleet performance risks. Fleet managers can identify areas for safety enhancements and develop targeted coaching programs, helping to foster a culture that prioritizes the well-being of drivers.

By incorporating telematics into its operations to enhance safety measures, Black & Veatch – an engineering, procurement, consulting and construction company – improved its average fleet safety score by 28%. Additionally, its accident rate dropped from five accidents to three accidents per million miles, and the number of high-risk drivers in its fleet was reduced by 87%, Spiropulos shared.

Tracking Assets
Daccardi said asset location tracking is the most common application for using telematics on trailers and equipment.

“These commercial assets are often left at various locations, potentially for extended periods of time, so being able to know precisely where they are at all times is critical,” he explained. “This information can be especially useful for highly specialized assets that move from job site to job site frequently.”

Using telematics to track assets can eliminate those scenarios in which a fleet simply cannot locate a particular asset and is forced to replace it, Daccardi said.

Trailer theft continues to be a problem, with the potential financial impact on fleet operations reaching up to $35 billion due to the loss of both trailers and their contents, according to Spiropulos. The use of smart trailers equipped with GPS tracking can be a powerful deterrent and recovery tool.

“These smart trailers provide real-time location data, allowing for the swift recovery of stolen trailers,” Spiropulos said. “Additionally, they can be configured to send alerts if the trailer moves beyond a designated area or if the doors are unexpectedly opened, enhancing security and response times.”

Boosting Productivity and Efficiency
Maximizing the use of trailers and other assets is an essential part of a fleet manager’s role. Predictive maintenance, which centers around identifying potential issues before they lead to vehicle failure, can help with maximization. This is achieved by monitoring an asset’s condition in real time, pulling detailed information from the asset and employing machine learning algorithms to detect subtle variations in data.

“Predictive maintenance can forecast potential breakdowns weeks in advance by comparing these variations with historical behavior patterns,” Spiropulos said. “It allows for precise scheduling of maintenance activities before an issue escalates into a breakdown, thereby improving uptime.”

Trailers with remote diagnostic capabilities can send fault code notifications and recommended action plans. These features increase uptime by allowing for proactive maintenance and quicker responses to mechanical issues.

Smart trailers equipped with load-volume sensors inform users of available capacity, helping to increase efficiency. Utility fleets can also significantly reduce fuel consumption by utilizing detailed fuel usage and idling reports.

Further, data-driven routing recommendations from telematics solutions help minimize travel distances and avoid congested routes, also reducing fuel consumption, which contributes to cost savings and a smaller environmental footprint for the fleet.

What to Expect Next
Demand for advanced data analytics and AI is increasing as fleets see significant benefits from benchmarking and predictability in managing costs, performance and operations, according to Spiropulos.

“Fleet managers can expect to integrate AI into their telematics systems, significantly enhancing predictive analytics for fleet safety and maintenance,” he said. “The integration of AI is poised to streamline operations, allowing for quicker and easier access to insights that can inform decision-making and operational strategies.”

Battery technology in telematics devices continues to improve, Daccardi said. “When these units first hit the market, the average battery life was approximately three to five years. Today, devices are getting closer to 10 years of battery life. In addition to extending battery life, improving technology is also reducing the form factor of these devices. Today, they are much smaller and easier to keep out of the way or hide.”

He also explained that while most devices are battery powered, there are some solar-powered options if the use case can support such functionality. Along that same line, most devices rely on cellular connectivity, but there are also Bluetooth-enabled options available as well as satellite connectivity for more remote locations.

Daccardi said the best advice he can offer to utility fleet operators exploring trailer telematics is to start small. “Determine which assets are most critical to your business and begin with those. You can then expand from there and even potentially explore other use cases.”

JLG Industries Inc., an Oshkosh company and a leading global manufacturer of mobile elevating work platforms and telehandlers, has introduced the all-new SkyTrak 8042 telehandler, remastered to maintain the performance and reliability customers expect from the SkyTrak brand. Building on the legacy of its predecessor, this next-generation model comes with innovative updates that include a lightweight design, hydrostatic transmission, advanced control system, electric-over-hydraulic joystick and data at-a-glance. … Terex Utilities recently announced two key promotions within the Commercial Operations and Sales departments. Joe Caywood has been named director of commercial operations. He has been with Terex for more than 22 years in a variety of leadership roles at both Terex Utilities and Genie. Jonathan Harlan is now head of global sales and support and will lead the sales and regional product support team. He has been with Terex for 10 years. … Isuzu Motors Limited and Gatik AI Inc. have agreed to further enhance the development of the North American autonomous driving business. Isuzu will invest $30 million in Gatik, forging a strong partnership between the two companies in the pursuit of realizing mobility services based on Level 4 autonomous driving.

EPA Tightens the Screws on Harmful Vehicle Emissions

Written by David Cullen on July 14, 2024. Posted in Technology.

The race to zero-emission vehicles just got turbocharged. This spring, the U.S. government issued its strictest limits yet on greenhouse gas emissions from medium- and heavy-duty trucks as well as from light-duty vehicles. The new standards are written to further cut back carbon emissions that speed up climate change and airborne pollutants that endanger human health.

The gross vehicle weight ranges of the targeted vehicles are covered by two rules released by the U.S. Environmental Protection Agency. As before, these rules apply to truck and engine manufacturers, and those manufacturers may select the technology to enable compliance. But it’s likely they will opt to further develop electric vehicles to meet the tighter limits.

With the release of two final rules this spring, the EPA has issued separate sets of vehicle emissions standards that kick in with model year 2027 for passenger vehicles and for categories of commercial trucks. Both rules will tighten emissions limits step by step.

Light-Duty Rule
The first of the pair of rules is a “multi-pollutant” standard that covers light-duty vehicles with Class 1 through Class 3 gross vehicle weight ratings. But be cautious of EPA nomenclature. The agency considers “heavy-duty Class 2b and 3 vehicles (vehicles with a gross vehicle weight rating (GVWR) of between 8,501 and 14,000 pounds)” as being within their “medium-duty vehicle” category. By contrast, in trucking parlance, medium duty starts with Class 3.

The light-duty rule will slash tailpipe emissions of greenhouse gases, such as carbon dioxide, as well as airborne pollutants that increase soot and smog that are harmful to humans. The EPA estimates the rule will cut carbon dioxide by almost 50% compared to the previously set limit for model year 2026 vehicles. With 2027 just around the corner, the manufacturers of Class 1 to 3 cars and trucks and/or their dealers should be consulted as to what to expect – and when – concerning the coming changes to their powertrain and vehicle offerings certified to the new limits.

Medium- and Heavy-Duty Rule
The second rule covers vehicles with GVWRs that run from Class 4 through Class 8, which the EPA denotes as heavy-duty vehicles. This rule sets a new GHG emissions limit and is described as a “Phase 3” standard as it revises the prior Phase 2 heavy-duty truck and engine limits set in 2016.

The Phase 3 limits will apply to a wide range of medium- and heavy-duty trucks, including public utility trucks, delivery trucks, refuse haulers, day cab tractors and sleeper-equipped tractors.

The new heavy-duty GHG limits alone will prevent the release of 1 billion tons of greenhouse gases over the next 30 years, according to the EPA. Of note: The Phase 3 standards include revised GHG standards for many model-year 2027 vehicles, changing what was previously required by the now superseded Phase 2 rule.

The EPA contends the Phase 3 heavy-duty standards are “technology neutral” and “performance-based, allowing each automaker to choose the mix of emissions control technologies that is best suited for their vehicle fleet to meet the standards.”

In other words, the agency expects that the new limits can be met by deploying a wide array of heavy-duty vehicle technologies, including advanced internal combustion engine (ICE) vehicles; hybrid electric drive vehicles; plug-in hybrid electric vehicles; battery-electric vehicles; and hydrogen fuel cell vehicles. So, under the new standards, a compliant fleet will likely rely on a mix of zero-emission vehicle and ICE drive technologies.

Complicated Stuff
To be sure, the rules are as complicated as one might expect given the six-year rollout and the variety of vehicle applications they will cover. The Class 7-8 tractor category alone is divided into 10 subcategories. Not surprisingly, the complexity only grows with vocational vehicles. The EPA came up with 15 separate performance-based emissions standards for each model year for Class 2b through Class 8.

In its final rule summary, the EPA holds that the rules will achieve “meaningful GHG emission reductions at reasonable cost, and that heavy-duty vehicle technologies, charging and refueling infrastructure, and critical minerals and related supply chains will be available to support this level of stringency …”

What’s more, the agency states that their “assessment of the final program as a whole is that it takes a balanced and measured approach while still applying meaningful requirements in [model year] 2027 and later to reducing GHG emissions from the [heavy-duty] sector.”

Not So Fast
But “balanced and measured” is open to interpretation.

“We are concerned that the final rule will end up being the most challenging, costly and potentially disruptive heavy-duty emissions rule in history,” Jed Mandel, president of the Truck & Engine Manufacturers Association, said in a statement. However, he also stated that truck and engine manufacturers are “committed to a zero-emission future.”

The trucking industry’s biggest lobby was far less sanguine about Phase 3. The American Trucking Associations contends that the stricter post-2030 model-year limits are “entirely unachievable given the current state of zero-emission technology, the lack of charging infrastructure and restrictions on the power grid.”

ATA president and CEO Chris Spear stated that a “successful emission regulation [for trucking] must be technology neutral and cannot be one-size-fits-all. … While we are disappointed with [the Phase 3] rule, we will continue to work with EPA to address its shortcomings and advance emission-reduction targets and timelines that are both realistic and durable.”

How the new rules will roll out is a developing story that requires staying on top of as much as possible. In the meantime, fleets with replacement cycles that are set to kick in for model year 2027 or soon after would be prudent to review whether there is any upside to shortening or lengthening their cycle.

On one hand, how much these rules will affect a given GVW range and/or vehicle application is hard to say. On the other hand, the threat of massive pre-buying to get new vehicles into the fleet by the 2026 model year may be a weak one given that electric utilities tend to keep trucks longer than over-the-road fleets.

But with the kick-in date fast approaching, fleets that are not yet testing the electric waters may want to dip in more than a toe pretty fast. That way, they can be ready to move to EVs, advanced ICE vehicles or both in their replacement planning for 2027 and beyond.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

Motive, the AI-powered integrated operations platform, recently announced its expansion into Mexico. Businesses across the country now have access to Motive’s integrated suite of driver safety, fleet management, theft prevention and equipment monitoring solutions. The company welcomes Omar Camacho as general manager for Mexico and head of the company’s new Mexico City office. … Penske Truck Leasing has unveiled Catalyst AI, an industry-first AI platform set to revolutionize fleet management that delivers real-time insight into fleet performance. Catalyst AI marks a pivotal shift away from traditional industry benchmarks, empowering fleet managers with actionable intelligence to optimize fleet performance using dynamic comparative data. … Geotab, a global leader in connected transportation solutions, and Rivian have announced a partnership to deliver an integrated data solution for Rivian’s commercial vehicles in North America. The collaborative solution will utilize embedded telematics in Rivian’s commercial vehicles to enable the seamless integration of vehicle data into the MyGeotab platform. With access to one unified and easy-to-use dashboard, fleet managers can view their data and measure key insights to help optimize fleet performance and improve mobility.

Cybersecurity Best Practices for Utility Fleets

Written by Gary L. Wollenhaupt on July 14, 2024. Posted in Management.

If you’re a utility fleet manager who isn’t thinking about cybersecurity, the question is, should you be?

Cyberattacks on utilities increased by more than 200% in 2023, according to a report from asset intelligence firm Armis (www.armis.com). In May, the U.S. Environmental Protection Agency warned water utilities of a heightened risk of attack from foreign states.

Over the past few years, utilities have been disabled by breaches that have impaired service to customers and disrupted payments and other activities. Water providers and the electric grid have been favorite targets for bad actors who demand ransom or cause operational problems.

Ransomware is a common type of attack. The attackers don’t care about the utility’s operations. They simply shut off access to information technology systems and will only turn it back on in exchange for payment. Other attacks are bent on destruction for nefarious commercial and geopolitical purposes.

Attackers have found their way in through devices still using default passwords or employees providing their login information through a social engineering hack. Could fleet vehicles be a new route for cyberattacks?

With the addition of electric and connected vehicles to fleets, the number of attack vectors finding their way into utilities is multiplying, according to Sameer Tejani, a director at global strategy consulting firm Stax (www.stax.com).

“Vehicles are collecting a lot of data related to utilities and infrastructure and also customer information, so there are many different points of exposure,” he said. “It represents a huge risk, but it’s an area where we don’t see a lot of focus because it is a smaller portion of the broader cybersecurity world.”

How can utility fleets defend against cyberattacks?

First, understand that fleet cybersecurity is a shared risk. Compare it to the world of cloud computing, where responsibilities are divided between security of the cloud and security in the cloud. A cloud provider like Amazon Web Services is responsible for its infrastructure. Users of the cloud are responsible for their applications and databases.

The same holds true in the fleet management world, with a growing number of telematics and other internet-connected services creating shared risks among providers and fleet operators. Each connected vehicle or asset is actually an endpoint on the internet.

“The distributed nature of fleets and the high number of stakeholders make it difficult to clearly define cybersecurity responsibilities,” said Ryan Cryar, a cybersecurity and resilience researcher at the National Renewable Energy Laboratory (www.nrel.gov). “It is ultimately the responsibility of each organization to ensure that their portion of this distributed technology is secure and requires the purchasers to do due diligence in understanding the cyber maturity of the product.”

Fleet cybersecurity should be part of a utility’s overall IT security policies and procedures.

“Adoption and integration of fleet technology comes with cyber risk, so it is important to assess the technology, its capabilities, and understand where the boundaries need to be drawn such that it only has the required pathways for it to function,” Cryar said. “Given this complexity, it can be difficult to pinpoint where there are cybersecurity gaps or attack vectors if there is insufficient visibility into these systems.”

Some breaches have come through contractors and suppliers, so it’s critical to recognize those risks as part of overall security standards.

“Each organization needs to ensure that they have mature cyber practices, including assessing the cyber practices of their suppliers and partners,” Cryar said.

While managers come to grips with the risks of a connected fleet, cybersecurity best practices are essentially universal. Securing technology appears to be the easy part. The difficulties lie in ensuring people working with the equipment are well trained to recognize and prevent problems.

“The No. 1 threat from a cybersecurity standpoint is still the users who didn’t have to log in to a system to go to work before,” Tejani said. “The No. 1 priority for fleets is training and best practices around all elements of data security.”

About the Author: Gary L. Wollenhaupt is a Colorado Springs-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

7 Best Practices to Know About

Basic cybersecurity hygiene is the first line of defense against attacks, more so than exotic technology solutions. Here are seven best practices to know about.

1. User training. The biggest vulnerability is users, both internal and third parties. Require documented training for employees and contractors.

2. Strong passwords. Change default passwords on all devices and use strong passwords.

3. Prevent phishing attacks. Training users will help them avoid providing unauthorized access through emails and phone calls.

4. Understand responsibilities. Be clear on the utility’s security responsibilities versus those of providers.

5. Endpoint security. Identify and mitigate vulnerabilities of vehicles and connected devices.

6. Backup and recovery systems. Have systems for fast recovery in the event of an attack on critical systems, including fleet operations.

7. Operational resilience. Develop a plan for the eventuality that an attack will succeed, including how your fleet and utility will respond.

Cybersecurity Resources

U.S. Department of Energy (www.energy.gov)
Joint Office of Energy and Transportation (https://driveelectric.gov)
National Institute of Standards and Technology (www.nist.gov)

NAFA Fleet Management Association, the vehicle fleet industry’s largest membership association, announced Samsara as the winner of its 2024 Innovations Showcase at its annual Institute & Expo (I&E) in San Antonio, Texas. Through the People’s Choice Award, I&E attendees had the opportunity to vote for their favorite innovation. This award went to Samsara, who presented their AI-Powered Safety Solutions, a single platform for businesses’ operations data, including video-based safety, vehicle telematics, apps and workflows, smart equipment and site visibility. … Autofleet, an optimization platform for fleets and transportation providers, recently launched Autofleet Nova, the industry’s first fleet-specific large language model powered by advanced AI to help fleet operators use plain language to gain comprehensive insights across their operations. Using Nova, fleet professionals can get answers that are both comprehensive and would otherwise require complex queries and coding by a team of analysts and developers. … Wheels has announced the launch of Pool CheckOut, its new end-to-end solution for managing shared vehicles. Pool CheckOut is designed to improve fleet productivity by providing organizations with a seamless, self-service digital tool that allows drivers and administrators to reserve and check out vehicles.

dashboard-image-computer3-887916094-Geotab-web-v1

6 Factors to Consider When Developing or Updating Your Fleet’s Idling Policy

Written by Shelley Mika on July 14, 2024. Posted in Smart Fleets.

When it comes to unnecessary fuel waste and carbon emissions, idling is a notorious offender. Creating a new policy or updating an existing one can help you keep it in check – and considering these six factors can help you get a jump start.

1. The Right Time
If your fleet hasn’t established an idling policy, now is the time to start that process. If developing a new policy seems overwhelming, it’s OK to start simple and update it as you go. Even small steps toward reducing idling can save you money and cut emissions.

If it’s been several years since you’ve updated your idling policy, now is also a good time to review it. Technology and environmental regulations have changed significantly in just the last few years, and both can trigger the need for updates.

“Fleets should consider updating their idling policy whenever there are regulatory changes regarding idling and vehicle emissions,” said Sean Umland, automotive engineering manager for New York-based Con Edison. “New advances in technology are constantly emerging, and it is best to incorporate this into your strategy and policy, too. If there are any changes to the company’s internal sustainability goals, it is best to review your idling policy and make any necessary updates.”

Umland also said an increase in any of the following metrics is a good indicator of the need to create or update an idling policy:

Average idle times and idling trends.
Yearly greenhouse gas emissions levels.
Fuel consumption.

2. True Idling
When thinking through an idling policy, Stephen White, associate vice president of enterprise sales for Geotab (www.geotab.com), a provider of connected transportation and asset solutions, recommends addressing two kinds of idling: true idling and operational idling.

True idling is when a vehicle is left running and never changes location, like when an operator leaves a truck or van running to keep it cooled or heated. True idling serves no operational purpose, wastes fuel and results in unnecessary emissions.

“In a small bore diesel engine, idling wastes about eight-tenths of a gallon on average,” White said. “A large bore diesel engine, which doesn’t cover most of the Class 8 trucks, wastes approximately 1.5 gallons per hour. Multiply that by 1,000 or even 10 trucks and it becomes a significant amount of fuel and dollars, as well as the additional pounds of CO2. That’s a lot of waste for no reason.”

While the goal is to have zero true idling, a policy should define how much idle time is acceptable and what the consequences are for exceeding that limit.

3. Operational Idling
Operational idling occurs when a stationary vehicle must idle to run power to external equipment from the vehicle, as with power takeoff (PTO).

“The problem usually is that the truck is left idling before and after it’s needed,” White said. “For instance, if a utility company is repairing power lines, the boom truck only needs to be idling when cycling up and cycling down. But a lot of times, when the bucket is either up or down, the truck is still idling, which isn’t necessary.”

Telematics can help fleets monitor idling data to determine an acceptable amount of true idling before and after operational idling; those parameters can then be included in the idling policy.

“For years, people just looked at the total idle time, and they couldn’t break it down between what is operational idling and what is the true idle,” White said. “Now they can look at idling at a granular level and decide if it’s operational idling or if it’s true idling but from the operation of that vehicle. Using MyGeotab, fleets can monitor PTO usage on most bodies so you can see exactly when that PTO was engaged, when it was disengaged, and then also compare that to the engine idling.”

4. Environmental Regulations
Idling policies should include current environmental regulations to ensure compliance. Fleets making policy updates will want to consider recent changes to local, state and federal regulations regarding vehicle emission standards.

“Our idling policy reflects the local regulations that govern idling and vehicle emissions in our region,” Umland said. “The focus is to ensure that we are complying with these standards and lowering our environmental impact. If your fleet operates under an ordinance where there are fines attributed to idling, it is important to track the volume of these fines your company is receiving. By maintaining a database, you can ensure that you are lowering the total number of infractions year over year.”

5. Consequences and Incentives
An idling policy is only as good as the level to which it’s followed, so it’s important to include the consequences of exceeding the policy limits as well as the rewards operators receive for idle reduction.

“We track compliance through our telematics equipment that is installed in every vehicle in the fleet,” Umland said. “The ability to run specific idling reports helps us track and identify idling trends and patterns.”

White said defining average fuel economy in an idling policy and then rewarding drivers based on their individual performance against it can motivate operators to comply.

“You might say, ‘The company average is 6.2 miles per gallon, and for every mile per gallon you exceed over that, you can make X more dollars.’ We’ve seen this have an immediate effect. One of our customers cut idling by about 8.4%, which was about $50,000 in fuel a month. So, it can have a very immediate and widespread impact,” he explained.

6. Reasonable Goals
If drivers comply with your new or updated idling policy, what results do you expect to see? Including these in your policy helps align drivers with a common goal.

“It’s important to make your goals reasonable,” White said. “You can always increase the number. Start at a 5% idling reduction goal, then six months later, bump it up to 10% or 15%. Then at the end of the year, finish up at 30%. But the most important thing to do is just start.”

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

Hexagon Purus has announced it will be supplying components to Toyota Motor North America for serial production of its heavy-duty fuel cell electric powertrain kits. Hexagon Purus will be providing a full hydrogen storage system and high-voltage battery pack for the kits. The company’s collaboration with Toyota started in 2017. … Mullen Automotive Inc., an emerging electric vehicle manufacturer, recently announced that the California Air Resources Board has approved the company’s all-electric Class 3 low cab forward – the 2024 Mullen THREE – for the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP). The HVIP program plays a crucial role in the deployment of zero-emission technologies and accelerates commercialization by providing point-of-sale vouchers to make advanced vehicles more affordable. … Isuzu North America Corp. has announced the development of an all-new, zero-emission Isuzu Class 6 and 7 truck utilizing an Accelera by Cummins powertrain for both the U.S. and Canada. This truck represents the first zero-emission solution facilitated by the Isuzu Cummins Powertrain Partnership formed in May 2019. Currently the vehicle’s availability is slated for 2026.

APWA’s Public Works Expo Returns to Atlanta

Written by Kate Wade on July 14, 2024. Posted in Event Coverage, Industry Events.

More than 5,000 public works professionals from around the world are expected to gather at the Georgia World Congress Center in Atlanta September 8–11 for the American Public Works Association’s PWX.

This year’s annual gathering is set to provide world-class education sessions on the most critical challenges in public works and infrastructure from the public and private sectors, including new strategies in funding and budgeting; career development and workforce solutions; asset management; emerging technologies; sustainable practices; emergency preparedness; and planning for livable communities.

The PWX education program offers something for everyone, from public works directors to city and county engineers to managers in transportation, solid waste and water services. Show attendees can choose from more than 140 education sessions and workshops, which are presented in several different formats and encompass a wide range of topics, including construction management; emergency management; engineering and technology; fleet and facilities management; snow and ice control; and stormwater/flood control. To view a full list of education sessions, visit www.apwa.org/events/pwx-conference/pwx-schedule-and-education-sessions/.

Throughout PWX, attendees will also have the opportunity to visit with representatives from more than 400 exhibiting companies across approximately 250,000 square feet of exhibit hall space. In between visits, attendees can check out presentations in the Exhibitor Solutions Theater and explore the latest products and technologies in the New Product Showcase.

When: September 8-11, 2024
Where: Georgia World Congress Center, Atlanta
Web: www.apwa.org/pwx

Snapshot: First held in New Orleans in 1962, PWX – produced by the American Public Works Association – provides a first-class learning experience designed for professionals at all levels and across the entire spectrum of public works. PWX attendees have access to a variety of traditional and interactive education sessions, seminars, workshops and networking opportunities, plus North America’s largest exhibit floor for public works equipment and services.

6 Takeaways from the 2024 Green Truck Summit

Written by Sean M. Lyden on May 11, 2024. Posted in Fleet Profiles.

Over 800 fleet professionals and industry representatives attended the daylong Green Truck Summit – part of NTEA’s Work Truck Week in Indianapolis – on March 5 to assess the current landscape and path forward for electrification.

So, what is the outlook for electric trucks?

In a nutshell, truck manufacturers are still investing heavily in new electric models. But the lack of a comprehensive charging network, the high upfront cost and limited product options are creating bottlenecks to widespread adoption.

Mary Aufdemberg, general manager of product strategy at Daimler Trucks North America, struck a candid yet optimistic tone in her keynote, saying that “collectively, we can make this happen” through determination and collaboration. But her remarks, along with insights from other speakers, underscore the obstacles ahead.

WTW24 GTS Fueling The Future — Image Courtesy of NTEA

WTW24 GTS Chassis OEMs Vision — Image Courtesy of NTEA

Here are six key takeaways from the summit’s general sessions.

1. No silver bullet.
Developing zero-emission trucks across a wide range of commercial vehicle classes, applications and duty cycles is the most significant technological hurdle confronting manufacturers, Aufdemberg said.

“It takes a lot to cover the complexity of the vocational market,” she said. “It takes a lot to cover the complexity of the entire truck market when you think about all of the different use cases, all of the different applications, power needs, torque curves, you name it.”

2. The continued need for incentives.
Aufdemberg said incentives are still needed in the early adoption phase to make the business case work financially for fleets.

“For sure, the total cost of ownership and operation of EVs has a very new formula that we’re all figuring out,” she said. “I’m also not going to stand up here and pretend that grants and incentives are not a part of the game. To make it work today, we absolutely understand the need for those grants and incentives to make this work.”

3. Infrastructure constraints.
“Today, there are 10 public infrastructure sites for medium- and heavy-duty commercial vehicles. Compared to 60,000 car sites from a charging perspective. That is a huge challenge for us to solve,” Aufdemberg said. “Every single time a customer or one of our dealers wants to start looking at putting in infrastructure, the formula, the process, the permits, the costs, the availability of power to that space is completely different and the formula changes every time.”

To tackle the infrastructure problem, Aufdemberg said Daimler is investing in initiatives like:

Public charging hubs through partnerships like Greenlane for truck-specific corridors.
The recently formed PACT (Powering America’s Commercial Transportation) with Volvo and Navistar to accelerate infrastructure deployment through policy advocacy.
Joint ventures on production such as the battery plant with PACCAR and Cummins.
Providing consulting services to help customers and dealers navigate the complexities of deploying private charging.
Contributing to standardization efforts for megawatt charging.

Regarding the need to develop global charging standards, Aufdemberg said, “We have to solve both for today and the future. With technology constantly changing, that becomes one of the challenges: helping make sure we have standards today but looking to the future.”

4. EV market growing pains.
Eric McCann, director of fleet sustainability and technology at Bimbo Bakeries USA, highlighted how quickly EV technology is evolving, making some parts outdated.

“I would have never thought I would have said that, but the rate at which the EVs are advancing – let me use the word ‘advancing’ – it’s very concerning,” he said. “There’s a lot of proprietary parts. They’re growing. This part’s getting outdated. If you’ve got a part that’s proprietary on a truck, and then it’s no longer used. I mean, yeah, Daimler’s gonna be around a while, but these other companies, how does it all sort out?”

Al Curtis, fleet services director for Cobb County, Georgia, mentioned the need for more consistency from OEMs on which EV models they’ll continue producing.

“We started out with the Chevy Bolt and did really well,” Curtis said. “Then they said they were going to stop making it. And then they came back and said, well, they’re going to make it again. Just some consistency and just continue to make vehicles that [allow us to] standardize the fleet.”

5. Being proactive with managing expectations.
Matthew Betz, expert – fleet optimization at DTE Energy, highlighted the collaboration between fleet and DTE’s change management department to help smooth the transition to EVs.

“We had a specific strategy to explain the change, what it was going to mean to [drivers, technicians, the business leaders and everyone impacted], why we were doing it, so that they could see our goals and fleet were tied to the organization’s goals on overall emissions reductions,” he said.

McCann discussed the importance of getting frontline drivers comfortable with the new EV technology.

“As soon as it fails, it’s ‘I told you so,’ and now they want to jump in their rental or their spare, and they run around on the gas,” McCann said. “So, it’s really trying to keep our drivers knowing that we’re at the forefront. We’re trying to be the tip of the spear. We know we’re going to fail.”

McCann stressed transparency and incorporating driver feedback to build ownership, saying, “They’re also giving us suggestions. And we’re making sure that we’re implementing it.”

6. Combustion engines not going anywhere – yet.
Gordon Wolverton, director of zero-emissions powertrain technology at Navistar, highlighted their new 15% more efficient S13 integrated diesel powertrain as “meant to minimize that impact to help our customers transition through the combustion engine regulations.”

“We have to recognize that when you burn something, it still creates emissions,” he said. “And so, we can’t ignore that fact, and we can’t ignore that our customers are going to continue to use them. So, we have to participate.”

The Bottom Line
Aufdemberg acknowledged that the pace of electric truck adoption has progressed “a little bit slower” than predicted, partly due to infrastructure delays. However, she insisted that innovative partnerships and a mindset of “worth-it work” would ultimately propel the industry through the transition.

“We don’t still have all the answers, but we are working on solutions,” Aufdemberg said. “It’s a journey that we are all a part of. With the complexity of vehicle types, the customer needs and the ecosystem challenges, there’s no easy button. But there is a will. And behind that will, there’s action. And that’s critical.”

Understanding Wind Speed Limitations on Utility Equipment

Written by Jim Olson on May 11, 2024. Posted in Special Focus.

The question about what’s permitted for operating aerial devices and digger derricks in high winds is one that comes up frequently with users. Utility crews often must deal with working in wind. Trouble trucks responding during storm recovery, transmission operations to place visibility balls on lines and working above rooflines in urban locations are just a few examples. Plus, some areas of the country experience high winds regularly or seasonally.

While OSHA restricts use of material-handling aerial devices and digger derricks in winds greater than 30 mph, the reality is that both OSHA – in its General Duty Clause – and manufacturers require that operations cease in wind speeds that may be less than 30 mph if the work conditions are not safe. In addition, utilities frequently have their own policies regarding operation in adverse conditions.

The user must not assume that they can work in winds under 30 mph. The allowable wind speed that permits safe operation can change for each situation, location and work height. The people at the site are the only ones who can determine if it is safe to operate and perform the tasks assigned.

Managing the Risks
The wind conditions, the terrain, nearby buildings and objects, the work to be accomplished and the height of the work must be considered to determine if the task assigned can be safely accomplished. Among the risks that must be managed are maintaining required minimum distances between swaying objects, controlling loads being lifted and protecting ground personnel. Equipment tip-over is one of the less likely risks associated with wind, provided the equipment has been set up properly.

Both sustained wind and gusting wind can cause oscillation or sway, but gusty or erratic changes in wind speed or direction require more caution. This environmental condition causes larger oscillations in both the boom and platform to the poles and lines. If this creates a situation where the boom and power lines move toward each other, minimum distances may not be able to be maintained. This creates an unsafe condition, which is a cause to stop operations regardless of the actual wind speed. Conversely, the boom tip and the work may move apart; if the operator must stretch to reach the work, they may lose control of items they are working on, causing danger to ground personnel.

Likewise, when lifting materials from the aerial device jib or from a digger derrick, control of the load must be maintained to avoid shock-loading the boom, striking another object or dropping the load. The greater the surface area of the object, the more sail effect it creates and the greater the risk. When attempting to lift insulators or crossarms to place them, if the load cannot be held steady, risk of collision with poles or personnel must be considered.

Ground personnel, especially those holding tag lines on loads, must be protected from pinch points. A load that is not able to be controlled in the wind could create a crushing hazard between the load and truck. Falling or flying debris, which may occur during tree trimming in storm recovery, is another hazard that must be assessed.

Equipment Setup
Most aerial devices and digger derricks are not equipped with wind speed sensors. There are some pocket-sized sensors available as well as sensors that work with a smartphone to measure wind speed at ground level and at height from the platform. There are also historical wind speed records available for an area online. However, these tools should only be used as guidelines when planning operations.

In some cases, terrain or structures can act as a wind block. If possible, set up equipment in these locations, but be aware that if the boom or bucket extends above the roofline or away from the obstruction, wind speeds will be stronger once the obstruction no longer provides a wind block. In contrast, in urban areas, downdrafts and wind funnels caused by high-rise buildings can create greater wind speeds.

Another option – if the wind speed does not create other hazards – is to position the equipment in such a manner that the boom and load are parallel to the direction of the wind, not perpendicular. This will lessen the effects by reducing the area the wind will contact and lowering the amount of oscillation or sway.

About the Author: Jim Olson is a product and safety engineer for Terex Utilities (www.terex.com/utilities).

Safe Driving Reminders
When en route to a job site during windy conditions, drivers of aerial devices and digger derricks should take caution. Large vehicles are susceptible to being bounced around by the wind. Open highways, bridge crossings and mountainous terrain are a few areas where wind gusts frequently occur.

Before heading out, plan your route to confirm you will not be traveling through an area with wind restrictions for large vehicles. It’s also a good idea to check for travel advisories. Then make sure to refer to your chassis operator’s manual regarding pre-trip walkaround inspections.

The following are just a few additional reminders. Check the boom, bucket, jibs, augers and any other attachments before traveling to be sure they are properly stowed and secured, and check to ensure all doors, including chassis storage areas, are firmly shut and locked. Verify that tires are properly inflated, headlights are working and windshield wipers don’t need to be replaced.

As wind gets under the vehicle, it can become difficult to stay in your lane. Braking and handling can also be negatively impacted. Defensive driving is a must. Keep both hands on the wheel. Stay aware of other vehicles you are sharing the road with and be alert for flying debris or debris in the roadway. High winds can also cause visibility issues, especially if it is raining or there is dust or snow in the air.

Lastly, be sure to reduce speed, keeping extra distance between your vehicle and the vehicle in front of you. Be prepared to make steering corrections as you move from an area that is protected from the wind into an open area. Stay aware of the wind’s direction, especially if there is a crosswind.

On route to jobsite 4K1A8971: Be aware of limitations for operating in wind with material-handling aerial devices and digger derricks.

Parallel to Wind IMG_0820: Positioning the boom parallel to the direction of the wind reduces the impact of wind on operations.

Properly Stowed IMG_6020: Prior to heading out, check the boom, bucket, jibs and other attachments to make sure they are properly stowed and secured.

Are Vehicle Order Lead Times Improving?

Written by Gary L. Wollenhaupt on May 11, 2024. Posted in Management.

While the automotive industry is recovering from the worst of the pandemic-era disruptions, many vehicles still have extended lead times that are disrupting fleet acquisition plans.

Pre-COVID, lead times for most vehicles were about three months, which stretched to as much as 12 months during the pandemic. The lead time has fallen to around six months now, depending on the type of vehicle, according to Phil Dunne, U.K. managing director at the global strategy consulting firm Stax (www.stax.com).

“It’s still nowhere near where it should be, but the lead times are gradually getting better,” he said. “There’s still a lot of inconsistency with the quotes, so it’s not a great time to buy vehicles for a fleet.”

The inflationary environment also influences how dealers uphold contracts and backorders. After a 12-month wait, the price for a vehicle is significantly higher than when the order was placed. Dealers will cancel a backorder and attempt to fill the order at the new price.

Bare chassis and work trucks such as vans and pickups of all types are still in very high demand, and supply continues to be constrained. Some dealers won’t provide quotes because they don’t know when a chassis may be available.

Upfitters are seeing delays mostly among second- and third-order equipment suppliers that supply the upfitter vendor, noted Matt Andrews, supervisor of ordering for Wheels (www.wheels.com), a fleet management service provider.

“The more complicated a fleet’s needs are, the more likely we’ll see some part of its equipment supply chain cause a delay,” he said. “People think supply chain disruption was a problem in 2022-2023, but it is still with us, just not as widespread across the automotive fleet industry.”

EV Update
As utilities move toward electrifying their fleets, EVs also remain in tight supply. Utilities may fall behind on local mandates for adding EVs to their fleets.

“The OEMs are pulling back on their ambitious capacity forecasts as they struggle with uncertainty in consumer demand and the regulatory environment,” Dunne said.

Behind the scenes, manufacturers face labor shortages, supply chain problems, and a lack of truck and rail transport options. At one point during the pandemic, Ford parked acres of vehicles waiting on new supplies of the iconic blue oval badges before they could be shipped.

Prior to COVID, the semiconductor industry invested in meeting demand for consumer electronics rather than vehicles. The Ukraine conflict disrupted wiring harness suppliers and adjusting that supply chain took the industry a while.

Transportation carriers face their own labor shortages and supply chain issues. About 75% of new vehicles move by rail, so congestion at ports and rail yards slows traffic across the nation.

Long lead times are disrupting the typical three-year vehicle life cycle. The good news is that newer vehicles are more durable, so stretching their useful life to four years or so may only require more servicing and maintenance, Dunne said. Depending on the vehicle, the cost of servicing major components could come close to the vehicle’s value, which won’t be recouped at auction.

Keeping vehicles in the fleet longer changes the cost equation for disposition. When the lead time shifts from three months to six, there’s less visibility into the residual value of outgoing vehicles that could partially fund new acquisitions and higher servicing costs.

“Fleet management is more complicated than ever by a lack of clarity about what’s going to actually happen when you need to buy vehicles,” Dunne said.

About the Author: Gary L. Wollenhaupt is a Colorado Springs-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

5 Strategies to Manage Vehicle Shortages
Many of the macro issues are out of the hands of fleet buyers and often local dealers as well. Manufacturers allocate product to dealers, who must decide who will get the limited supply of commercial vehicles. Here are some ways to manage shortages of the vehicles your fleet needs.

1. Get close to your dealer/OEM. Build a good relationship with your dealer so you’re at the top of the list when vehicles arrive. That may mean sending vehicles to the dealer for maintenance and repair and buying parts from the parts department. Dealers tend to work with customers who spend money with them.

2. Shop around. While it may contradict the message of getting close to the dealer, look for other sources when necessary for light commercial vehicles and bare chassis for upfitting.

3. Look at the used market. Used prices have leveled off after rising significantly over the past 12 months. Look for insights into how residual values develop for both acquisition and disposition. Consider short-term and long-term rentals for critical equipment.

4. Be flexible. If possible, think about changing the source of your vehicles and chassis to get what you need. However, some fleets like to focus on a specific chassis to simplify service, so changing sources could be disruptive to the maintenance plan.

5. Revise your fleet plan. Identify opportunities to move vehicles into different work profiles to manage life cycles. Return surplus vehicles to the fleet to fill gaps. Consider keeping vehicles active longer.

VNR Electric Charging Volvo Trucks North America

Get Set for an Electric Chain Reaction

Written by David Cullen on May 11, 2024. Posted in Smart Fleets.

Get ready for a two-pronged electric surge. As utilities seek to cut emissions and fuel use while boosting their sustainability goals via fleet electrification, two developments out of Washington D.C. should lead to (1) faster rollouts of electric trucks purpose-built for vocational and on-highway applications and (2) building substantial corridors of truck-charging infrastructure along key commercial corridors.

First and foremost is a new final rule on greenhouse gas (GHG) emissions limits issued in late March by the U.S. Environmental Protection Agency. Specific to model-year 2032 and later heavy-duty on-highway vehicles, the rule phases in as early as model-year 2027 for certain vehicle categories. Known as the Phase 3 GHG rule, it sets new carbon dioxide (CO2) standards for heavy-duty vehicles.

The Phase 3 standards refine the EPA’s Heavy-Duty Phase 2 rules from 2016. The standards are technology-neutral and performance-based, allowing each manufacturer to choose what set of emissions control technologies they will deploy to meet the standards.

EPA Administrator Michael Regan explained that the rule also builds on the recently finalized rule for light- and medium-duty vehicles. “EPA’s strong and durable vehicle standards respond to the urgency of the climate crisis by making deep cuts in emissions from the transportation sector,” he said.

Even so, the tighter CO2 limits don’t sit well with every stakeholder group.

The Upshot
Promoting the production and adoption of electric trucks is not the stated goal of the regulation. However, sustainability analysts and trucking lobbyists agree – albeit from diametrically opposed positions – this will be the practical upshot.

Over-the-road trucking’s biggest lobby came out strongly against the new rule. In particular, the American Trucking Associations (ATA) took issue with exactly how neutral the rule is on technology. According to a statement from the ATA, “While EPA’s final rule includes lower zero-emission vehicle rates for model years 2027-2029, forced zero-emission vehicle penetration rates in the later years will drive only battery-electric and hydrogen investment, limiting fleets’ choices with early-stage technology that is still unproven.”

Put a positive spin on that position and you get right to why this new rule will help drive forward the development of battery and hydrogen fuel-cell electric trucks.

Even more telling is the public backing of the new rule by truck manufacturers. That may be due to the realization that pushing back against lower CO2 limits is no longer feasible coupled with the oft-stated sustainability goals of these companies. Not to mention that all heavy-truck manufacturers now operate on a global scale and would like nothing more than to be able to develop trucks with as much certainty as possible in this, their largest market.

For example, Sean Waters, vice president of product integrity for Daimler Truck North America, said of the Phase 3 rule that the transition to EVs will depend on the “availability of reliable zero-emission charging and refueling infrastructure … We appreciate the regulation’s recognition of this fact and look forward to working with the EPA as well as federal and state governments to deliver both.”

On the Road
Besides looking to pick from a larger selection of medium- and heavy-duty electric trucks to begin with and then running the numbers on their comparable operating and lifetime costs versus other powertrain options, seeing charging stations being built beyond those at fleet domiciles is the other great expectation of fleets considering electric power.

What’s more, the same concerns will apply when fuel-cell electric trucks, which will require access to hydrogen filling, start to become more available.

While various industry and private-public efforts are underway to develop EV charging networks, the federal government has now taken a big step to assist with that specifically to benefit the electrification of commercial vehicles.

The Biden administration in March rolled out a plan for “an all-of-government approach to aligning investments and accelerating sustainable and scalable deployment of reliable zero-emissions medium- and heavy-duty vehicle [charging] infrastructure.”

Dubbed the National Zero-Emission Freight Corridor Strategy (see https://driveelectric.gov/files/zef-corridor-strategy.pdf for more), this cross-agency roadmap will guide EV infrastructure deployment to meet growing market demand by promoting public and private investment and supporting electric utility and regulatory planning at local, state and regional levels.

Agency officials contend that the strategy will help develop greater and more convenient access to EV charging and hydrogen refueling along the nation’s freight corridors and at truck depots located within key freight hubs.

The strategy aims to “meet freight truck and technology markets where they are today, determine where they are likely to develop next, and set an ambitious pathway” to get there with needed infrastructure. Officials noted that by focusing deployment on areas with substantial freight volume, it will start “deployment in areas with the most opportunity to spark further investment.”

Covered by the plan are a diverse range of Class 4 to Class 8 truck applications. The strategy rests on the concept that as infrastructure increases within freight hubs and connecting corridors, “the opportunity for longer-range transportation to occur between these locations is more likely, catalyzing [EV] market expansion and transformation.”

The strategy is designed to move through four progressive phases to promote zero-emission truck adoption from 2024 to 2027; 2027 to 2030; 2030 to 2035; and 2035 to 2040. To accelerate EV infrastructure at freight hubs and along freight corridors, it will:

Establish priority hubs based on freight volume (2024-2027).
Connect hubs along critical freight corridors (2027-2030).
Expand corridor connections and initiate network development (2030-2035).
Achieve a national network by linking regional corridors for “ubiquitous access” (2035-2040).

Provided in the 318-page outline of the strategy is a map of what the completed national corridor should look like. It shows EV infrastructure stations plotted along most – if not all – of the nation’s key interstate highways.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

Maintaining Productivity Amid the Challenge of Extended Lead Times

Written by Grace Suizo on May 11, 2024. Posted in Maintenance.

Fleet managers continue to see some of the longest lead times in decades, with supply and delivery disruptions significantly hampering the industry.

Across the board, every size of truck and car and every type of rolling asset has been impacted, according to Matt Gilliland, director of operations and business support for Nebraska Public Power District (NPPD).

“Orders have been outright canceled, delayed, or required alteration of specifications and/or the acceptance of different features,” he said.

James Kuha, transportation operations supervisor at Central Hudson Gas & Electric (CenHud), noted that new builds can now take up to two years versus just one.

“Keeping heavy-duty vehicles longer is our reality,” he said. “Bucket trucks and digger derricks have been difficult to obtain. Orders are placed two years in advance now. However, there is no guarantee that you will see the units in that time frame.”

The lack of available new units has resulted in keeping equipment longer, which has led to transmission failures, more expensive repairs and even breakdowns.

In a recent interview with UFP, Gilliland and Kuha shared how they are managing operations while dealing with these challenges.

Making the Most of Current Assets
For NPPD, the impact of extended lead times has led to a variety of mitigating steps on both the procurement/sourcing side and the maintenance side.

On the procurement side, these steps include examining specifications for what is truly needed versus what is “nice to have,” Gilliland noted. In some instances, smaller engines, fewer features and less customization are worth pursuing.

“From an operation standpoint, we have slowed our remarketing efforts to better provide overlap between assets arriving and leaving, basically creating a pool of equipment we can pull from since equipment is being kept longer and/or deliveries delayed,” Gilliland said. Additionally, the utility increased its inventory of parts by approximately 20%.

Gilliland also shared this advice: “Try to find the opportunities during all this. For example, perform a deep-dive analysis regarding inventory – is it the right stuff, do we need it and so forth. Rewrite specifications to better match what is absolutely needed and what isn’t.”

NPPD has seen significant costs and the degree of problems increase as pieces of equipment that should have already been remarketed face end-of-life issues.

“Rather than replacing consumable or wear items, we are now replacing more ‘hard parts,’ which are expensive and take time,” Gilliland said, noting that larger, more expensive items such as a cracked boom section or turret can cost more than $20,000 to replace.

The fleet has also seen stress to booms/aerials in the form of cracks in welds, broken weldments, and worn-out pivot points and bearings – issues typically not seen because units are usually replaced before they occur.

Asset care is always important, but it is especially so now. NPPD sends a newsletter to every operator, providing education about the status and causes of disruptions as well as best practices to adjust.

Gilliland advised utility fleets to adjust their preventive cadence and the preventive maintenance checklist. For example, he said items that would typically be examined yearly could be examined semiannually.

Prioritize Repairs
Looking at replacement plans and knowing the lead times are critical to the daily decisions CenHud must make concerning repairs.

“If a unit cannot be replaced, the repair should be done properly,” Kuha said. “This may affect downtime, and that is not always received well. Additionally, this could affect expenses. However, making the proper repair will help ensure the safe operation of the equipment.”

He recommended evaluating the cost difference between outsourcing and keeping repairs in-house.

“Is it cheaper to farm out the oil change and have technicians concentrate on larger, more expensive repairs, or perhaps farm out larger repairs and keep oil changes in-house? These are the questions we must start asking ourselves,” Kuha said.

In the past, if a unit was expensive to repair, CenHud would look at replacement costs.

“With excessive lead times, we now are forced to make those repairs as needed,” Kuha said. “Unfortunately, costs have risen; however, the units must be repaired. We look at cost-saving options of repairing vehicles in-house as well as aftermarket parts when possible. We have replaced transmissions on medium-duty vehicles that we would have potentially auctioned in the past. These replacements can cost up to $6,000.”

Stay in the Know
Kuha, who was a technician for 25 years before moving into fleet management, said shifts in inventory management and parts-buying patterns can also help smooth issues.

“Watching vehicle trends and stocking the necessary parts will allow us to be more efficient with our repairs,” he explained. “Doing so can make sure we have parts on hand to complete our task. Having been a technician for many years myself, waiting for parts was always the worst part of a job.”

Gilliland noted the value of having a quality assurance process. “There are both good and bad things about the same tech seeing the same asset over and over; the same is true of not seeing the same asset over and over,” he said. “So, a combination approach makes good sense – different eyes for a new perspective, yet the same eyes so as not to lose historic trending.”

Telematics and diagnostic tools can also help monitor vehicle health to optimize maintenance planning.

“These systems offer the data needed to make informed assignment decisions. For example, it might be best to swap two assets between sites or operators given utilization rates so that overruns on age, miles and hours are kept as low as possible,” Gilliland explained.

Today’s telematics can also notify fleet managers when vehicles have active drivetrain codes, Kuha said. “If the fleet manager is aware of the code, that person can order the necessary parts to repair the unit before the vehicle arrives. Having parts on hand to repair the unit beforehand can result in faster turnaround times. Of course, this is not all cases, but we can use telematics to help make some of those decisions,” he explained.

Electric Utility Fleet Managers Conference Marks 71 Years

Written by Kate Wade on May 11, 2024. Posted in Event Coverage, Industry Events.

The 71st annual Electric Utility Fleet Managers Conference will take place June 2-5 at the Williamsburg Lodge and Conference Center in Williamsburg, Virginia.

“Driving Safety, Sustainability & Technical Expertise” is the theme of this year’s educational program, which will feature presentations by fleet executives, manufacturers and industry experts. Presentation topics are expected to include:

Mutual assistance strategies
Fleet management and artificial intelligence
CARB and EPA updates for truck engine standards
Legislative update
Reducing high-energy hazards
EV charging challenges
Creative technician recruitment and retention

Mathias Carlbaum, president and CEO of Navistar, will present the keynote address, which focuses on the heavy-duty truck landscape. Shane Kimbrough, vice president of strategic operations at Quanta Services and a former NASA astronaut, will be this year’s dinner speaker.

EUFMC is also hosting its second annual Women in Utility Fleet networking event for female fleet professionals. Last year’s inaugural gathering was attended by over 20 women.

According to EUFMC Director Julie Gomez, a co-host of the networking event, “EUFMC is at the forefront of efforts to change how women have been historically underrepresented in the utility fleet industry. We are very encouraged by the positive response last year to the opportunity to provide a forum for discussing issues of common interest for the industry’s growing number of women utility fleet professionals, and we look forward to continuing the program in 2024.”

Other events of note at EUFMC 2024 will include a drive-through utility equipment demonstration and an equipment show with more than 60 displays, golf outings and events for spouses.

When: June 2-5, 2024
Where: Williamsburg Lodge and Conference Center, Williamsburg, Virginia
Web: www.eufmc.com

Snapshot: Founded in 1953, the Electric Utility Fleet Managers Conference is an annual meeting that brings together fleet professionals, manufacturers and suppliers. The event offers a comprehensive educational program that includes presentations by fleet executives, manufacturers and industry experts; roundtables that encourage the sharing of best practices; utility equipment drive-through demonstrations; and an equipment show with more than 60 displays.

What’s New in All-Terrain Utility Vehicles in 2024?

Written by Sean M. Lyden on May 11, 2024. Posted in Equipment.

All-terrain utility vehicles (ATUVs) allow utility crews to go where four-wheel-drive pickups and other conventional vehicles cannot. These machines come in various models; some can transport people and heavy equipment over rugged, hilly terrain, while others have amphibious capabilities for crossing deep water.

So, what’s the latest in the ATUV market to enhance the safety and productivity of your crews across different terrains? Here are six developments to watch.

Terex Utilities
What’s New: TL45 tracked carrier for restricted-access job sites

A new aerial lift from Terex Utilities and S.D.P. Manufacturing Inc. gives utility crews an insulated option for working in tight spaces and environmentally sensitive areas like residential backyards.

The companies have partnered to mount Terex’s TL45 telescopic aerial lift onto S.D.P.’s rubber-tracked undercarriage. The tracked carrier can hydraulically extend from 31.1 inches to 55 inches wide, allowing it to access alleys and sidewalks while minimizing ground disturbance on sensitive terrain.

The machine offers a 47-foot working height and a 900-pound-capacity jib. Other features include full continuous rotation, unlimited work zone, and corded remote drive and outrigger controls.

Units are available through Terex Utilities service centers across the eastern and midwestern United States.

Terex Utilities - TL45SD — Image Courtesy of Terex Utilities

Polaris
What’s New: All-electric Pro XD Kinetic utility vehicle

Polaris Commercial, a division of Polaris Inc., has introduced the new Polaris Pro XD Kinetic, a full-size, battery-powered utility vehicle.

Powered by a lithium-ion battery, the Pro XD Kinetic can travel up to 45 miles on a single charge. It can also tow up to 2,500 pounds and haul 1,250 pounds in its cargo bed, matching the capabilities of Polaris’ gas and diesel Pro XD models.

Its electric drivetrain requires minimal maintenance, with no oil changes, filters or spark plugs needed. Polaris estimates the Pro XD Kinetic costs 60% less to maintain than a comparable gas-powered vehicle.

Safety features include adjustable top speeds between 5 and 40 mph, backup alarms, a horn, orange seat belts, decals and optional lighting accessories for improved visibility.

The Pro XD Kinetic can charge with standard 110V outlets or portable generators and is compatible with 220V for fast-charging options. The vehicle’s battery has a five-year warranty.

Terramac
What’s New: RT7U with an 80-foot aerial

Terramac will showcase its new RT7U aerial lift unit in June at the Electric Utility Fleet Managers Conference in Williamsburg, Virginia.

The machine’s integrated aerial lift from Versalift, the VST-7500, offers a working height of 80 feet and a horizontal reach of 47 feet. It has a maximum carrying capacity of 16,576 pounds yet maintains a low ground pressure of 5.8 psi when fully loaded. Powered by a 155-horsepower Cummins diesel engine and a two-speed hydrostatic transmission, the vehicle can navigate steep grades up to 58%.

Terramac-RT7U-Versalift-7500 — Image Courtesy of Terramac

UTV International
What’s New: Battery-powered boom for the Achiever RT-02 DD

UTV International is developing an electric articulating aerial boom for its Achiever RT-02 DD tracked digger derrick with a fold-out bucket.

According to the company, the electric boom will offer the same performance and durability as its conventional models but with quieter operation and zero direct emissions. A hybrid option will allow the boom to recharge from the vehicle’s engine when needed.

UTV International expects the battery runtime to range from four to six hours. While targeting a release in this year’s third or fourth quarter, the company hasn’t provided a firm delivery date.

Zeal Motor
What’s New: Production of five new FAT TRUCK models

The new FAT TRUCK models from Zeal Motor Inc. serve various applications, payloads and crew sizes. The largest 8×8 versions can transport up to 5,000 pounds of equipment, accommodate crews of up to 16 people and climb grades up to 75%.

While moving up to 25 mph on land, the new FAT TRUCK models can also navigate water at speeds around 3 mph.

The smaller 2.4 Pickup model hauls up to 2,000 pounds and seats four. The 2.8 Wagon and Pickup models improve on previous versions with 11% more power and over 40 enhancements of earlier models, like impact-resistant windshields and quieter cabs.

FAT TRUCK 2.8 Pickup 1 — Image Courtesy of Zeal Motor

FAT TRUCK 2.8 Pickup 2 — Image Courtesy of Zeal Motor

FAT TRUCK 8x8 HAULER 1 — Image Courtesy of Zeal Motor

FAT TRUCK 8x8 HAULER 2 — Image Courtesy of Zeal Motor

ARGO XTV
What’s New: Sasquatch XTX amphibious vehicle

ARGO has launched the Sasquatch XTX, a four-passenger crew-cab model designed to navigate the most challenging off-road environments.

The Sasquatch XTX features a quiet, ergonomic cab with panoramic viewing, climate control, and a 12-inch touchscreen display providing real-time vehicle data and navigation. Its unique automatic e-Steer transmission allows true zero-turn capability even in rough conditions.

Its oversized 71-inch tires have a specialized tread pattern for land traction and water propulsion. An adjustable air inflation system optimizes tire pressure for the terrain.

The XTX also provides 57 cubic feet of locked storage for hauling gear and equipment.

ARGO Sasquatch — Image Courtesy of ARGO XTV

The Fleet Department’s Role in Curbing Distracted Driving Incidents

Written by Shelley Mika on May 11, 2024. Posted in Technology.

In 2022, 3,308 people were killed in the U.S. as a result of distracted driving. With human life at risk, not to mention the associated financial costs, a focus on reducing distracted driving is a must for fleets.

While a utility company’s safety department typically establishes distracted driving policies and training, the fleet department plays a critical role in curbing distracted driving incidents, too. Fleet managers can use the following strategies and technologies to deter these types of incidents.

Fleet’s Role
Terry Winslow, vice president for collision and safety at Element Fleet Management (www.elementfleet.com), breaks down fleet’s role in reducing distracted driving into three parts: creating a safety culture, spec’ing vehicles to reduce distractions and properly maintaining vehicles.

“The fleet department has a critical role in curbing distracted driving. By defining policies surrounding distracted driving and conducting operations in support of a safety culture, fleet organizations establish and reinforce standards of driving behaviors,” he said. “Additionally, fleets determine in-vehicle content, which can add to or reduce driver distraction. Finally, the maintenance condition of vehicles has an impact on driver distraction. Rattling noises and dashboard alert lights will draw a driver’s attention away from the road ahead.”

Using Technology
Fleet managers can use telematics data to identify and/or document distracted-driving behaviors. Data can be captured through smartphone sensors, via OBD-II devices and/or with dashcams.

Smartphone Sensors
According to the National Safety Council, drivers using cellphones and texting while driving cause at least 1.6 million crashes each year. Smartphone sensors are one way to reduce mobile phone use while driving.

“With integration of smartphone sensors into a driver behavior measurement tool, such as DriverCare CoPilot, fleets can document every time a driver interacts with their phone while the vehicle is in motion,” Winslow explained. “Any action that involves handling or touching the phone triggers an event. Drivers receive a trip summary of all driving events at the end of every trip. These events also contribute to a driver’s phone use score and overall trip score and are available in reports and integrated into a driver risk assessment.”

Smartphone apps can also disable mobile phones while in motion, cutting drivers off from the temptation to talk or text while driving.

OBD-II Devices
OBD-II telematics devices can’t document actual driver distraction, but they can alert fleets to distraction-related behaviors like hard braking and harsh acceleration.

Dashcams
Driver-facing dashcams can detect a multitude of distractions, including cellphone use, eating, adjusting controls, reading and smoking. Telematics platforms record these distractions and provide reporting and video clips for managers to review and use to coach drivers. Some telematics providers also offer in-cab alerts when the system detects a distraction, providing training as incidents occur.

“It is not enough to just detect distracted driving,” Winslow said. “Fleet managers need to be able to easily manage and remediate in a timely manner. Integrating these data sets into a risk management platform – like DriverCare Risk Manager, which automates driver intervention and manager alerts – is key to prompt remediation.”

Spec’ing Vehicles
In-vehicle technology has become so robust that it can become a distraction itself, but drivers don’t have to forgo the technology. Instead, fleet managers can spec vehicles that mitigate these distractions.

“Manufacturers are continuing to refine their human-machine interface designs to simplify in-vehicle technology and prevent distracting activities,” Winslow said. “For example, when a vehicle is in motion, certain features, such as interacting with the navigation system, become disabled.”

Beyond muting features, manufacturers are adding new vehicle tech that allows drivers to adjust controls with less distraction.

“Other features – such as expanded voice commands, which enable drivers to do things such as adjusting the temperature and fan speed of their climate-control system, and heads-up displays that enable drivers to keep their eyes on the road ahead – assist in reducing driver distractions,” Winslow said.

Assessing Organizational Practices
An organization’s culture can play a major role in distracted driving. For instance, if employees are expected to always answer their phones or immediately reply to emails, they may feel obligated to do so while driving.

“Including all fleet stakeholders in the establishment of a safety culture pays dividends when you need to address organizational practices that create unsafe situations for drivers,” Winslow said. “For example, if driver schedules do not allow enough time in the day to address personal or nondriving tasks, it can increase the incidence of drivers eating meals or checking emails while driving.”

Fewer Distractions Means Fewer Crashes
Curbing distracted driving can go a long way toward achieving an accident-free fleet. Winslow said this offers fleet managers an opportunity to make a significant impact.

“Of all the items on a [profit-and-loss statement], the only expense that a fleet can drive to $0 is accident spend,” he said. “You can’t eliminate payroll, fuel costs, tolls, maintenance, leases or purchases of vehicles, licensing or taxes. But you can eliminate accidents.”

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

When Fleet Management Becomes Change Management

Written by Sean M. Lyden on May 11, 2024. Posted in Editor's Perspective.

Whether electrifying your fleet, rolling out new software or restructuring your department, you’ll encounter resistance from within and outside your team. So, how do you win over those people to make the transition as smooth as possible?

Put these six change management principles into practice.

1. Clearly communicate the vision, rationale and benefits of the proposed changes. What’s your plan for communicating the change effectively to each stakeholder group? What communication channels and platforms will you use? How often will you provide updates and progress reports?

2. Involve key stakeholders, such as drivers and maintenance staff. Who are the key stakeholders impacted by this change? How will you gather feedback and input from them? How can you involve these stakeholders in the decision-making and implementation processes?

3. Assess the organization’s readiness for change. This includes evaluating the existing culture, identifying potential barriers or resistance, and proactively developing strategies to address them. What are your criteria for assessing the readiness of your employees, processes and systems for change?

4. Provide comprehensive training and support. How will you identify and address training needs for different employee groups? What training delivery methods will be most effective (e.g., classroom, online, on-the-job)? What support mechanisms (e.g., help desks, mentoring) will you provide during and after the change?

5. Plan for managing resistance. Despite your best efforts, some resistance to change is inevitable. How can you uncover and address resistance early on – before it escalates? What strategies will you use to manage resistance (e.g., active listening, addressing concerns)?

6. Monitor progress and adapt as needed. This includes gathering feedback, measuring key performance indicators (KPIs), and making necessary adjustments to ensure that the desired outcomes are achieved and sustained over time. What KPIs will define success? How will you gather feedback and insights from stakeholders throughout the process? How will you incorporate lessons learned and best practices for future change initiatives? What will be the process for making adjustments and course corrections as needed?

Whenever launching a new fleet initiative, practice these six change management principles to improve your odds of success.

What to Consider When Coordinating OEM Training Opportunities for Your Shop Technicians

Written by Shelley Mika on March 1, 2024. Posted in Maintenance.

Utility vehicles continually evolve to better meet fleet needs. While these advancements may make life easier for the operator or fleet manager, oftentimes they result in greater complexity for technicians.

For this reason, OEMs offer training programs that help in-house shop technicians stay up to date on the latest models. Although OEMs host trainings, lining up opportunities takes some coordination on the fleet’s part. The following answers to OEM training FAQs can make that task go a little more smoothly.

How Do You Find OEM Training?
Fleets can seek OEM training from manufacturers, dealerships or at automotive service industry conferences.

Scott Behe, senior manager of training operations for Volvo Trucks North America (www.volvotrucks.us), recommended starting with the dealership, where technicians are trained to be the experts on the equipment sold there.

“Our dealer network is really strong,” he said. “They are great partners, and that is where the fleet team should start: by having a discussion with their dealer about getting OEM training that is sponsored by their dealer.”

Vito Cardone, senior transportation specialist for Con Edison in New York, said the utility’s fleet mechanics have received training from several OEMs, including Chrysler, GM, Toyota, Altec, Terex and Palfinger. He starts by working with the manufacturer’s sales and automotive engineering teams to identify training for specific models and equipment, like bucket trucks, digger derricks, cable trucks and IMT knuckle booms.

“The best way for fleet managers to identify the most relevant training is by having a relationship with [the manufacturer’s] automotive engineering team,” Cardone said. “You can work with a salesperson from the manufacturer to ask about training and the latest updates on their equipment and vehicles.”

Like Cardone, Matt Gilliland, director of operations support for Nebraska Public Power District, has worked directly with manufacturers to set up model- and system-specific training events. For construction equipment, NPPD has worked with Deere, Case, Caterpillar and Bobcat for technician training. NPPD also receives equipment training from crane and aerial manufacturers.

“Work with the sales side of your vendors and they can find and arrange training,” Gilliland suggested.

For chassis training, NPPD technicians have attended VISION Hi-Tech Training & Expo (https://visionkc.com) in Kansas City, Missouri, a conference held annually for technicians in the automotive service industry.

“It’s a great cross-cutting training that is focused not only on each manufacturer but is system specific,” Gilliland said.

How Do You Determine Which OEM Trainings You Need?
If you’re unsure of which specific OEM trainings fleet mechanics need, Gilliland recommended starting with those who will attend them: your technicians.

“The technicians know what is best; we allow them to shape the path,” he said. “They know what they need, what they have interest in, and where the best training and/or trainers are.”

Gilliland also recommended encouraging technician networking opportunities, as well as engaging with manufacturers, professional colleagues, vocational schools and local repair shops to find the best training.

“For example, attending the Upper Midwest Utility Fleet Council meeting a few years ago enlightened us, as sometimes manufacturers have courses specifically related to how the machines accomplish their intended work,” he said. “A basic ‘Operator 101’ type of class can really empower technicians.”

How Do You Build an OEM Training Program?
Cardone said relationships serve as the foundation for building a solid OEM training program.

“The best advice I can give when creating an OEM training is to speak to manufacturers, build a relationship with a subject matter expert at the manufacturer, and create a training course for the specific models that you own,” he said. “Take the time to get a course outline and determine what is appropriate for your organization.”

Cardone said fleets don’t have to accept an outline as written if it doesn’t meet their needs. To minimize disruptions to fleet operations, fleets can also negotiate the length of a course.

Gilliland recommended being proactive rather than reactive when building training programs. One way to do so is to write training requirements into purchase agreements.

“Pursue the training that best matches your footprint, both current and future,” he recommended. “It is best to build an annual training plan. Do not wait for the vendors or manufacturers to come to you; you must seek it out.”

Volvo-Tech-Training-6 — Image courtesy of Volvo Tech Training

Volvo Tech Training 2 — Image courtesy of Volvo Tech Training

How Much Does OEM Training Cost? What is the ROI?
Behe said Volvo Trucks North America offers basic training videos at no cost, as well as advanced online learning and in-person training for a fee.

In Cardone’s experience, training costs can vary, but the investment is often worth it. “Fleet managers can justify the cost because, although it might be high initially, in the long term we are building qualified technicians, reducing vendor costs and reducing parts usage,” he said.

Behe agreed that fleets see a return on investment from OEM training. “You get a better, happier and more productive team delivering better results,” he said.

“Most importantly, however, is the improvement in safety – both for the tech and the operator,” Gilliland noted. “The only thing costlier than training is not training.”

About the Author: Shelley Mika is the owner of Mika Ink, an Omaha, Nebraska-based branding and marketing communications agency. She has been writing about the fleet industry since 2006.

Fleet Electrification Plans Face Reality Check Amid EV Slowdown

Written by Sean M. Lyden on March 1, 2024. Posted in Fleet Profiles.

Last year’s NTEA Work Truck Week was a parade of new electric vehicle launches.
But if recent news is a sign, the bullishness toward EVs might be more subdued at this year’s show in Indianapolis in March.

The Sudden Downshift
Until a couple of months ago, the EV market looked unstoppable.

EV sales reached their highest level in the second half of 2023, hitting 17.9% of total light-duty vehicle sales amid the introduction of 20 new EV models during the year, according to the U.S. Energy Information Administration. Meanwhile, the average price for battery-electric vehicles fell 24.2% between mid-2022 and December 2023, largely due to Tesla price cuts, significantly closing the price gap with non-EV models.

All good signs, right?

But as of press time, the EV market growth rate has slowed sharply, putting the industry at risk of not meeting the upcoming zero-emission mandates.

Check out the following recent developments.

1. Ford cuts F-150 Lightning production for 2024.
In January, Ford sold 4,674 all-electric vehicles, 11% less than a year ago and the lowest level since April 2023, according to Inside EVs (https://insideevs.com). That’s also just 3.2% of the brand’s total volume (compared to 5% to 6% in late 2023).

F-150 Lightning pickup truck sales dipped 0.3% year-over-year to 2,258 units. But sales of the Mustang Mach-E were hit the hardest, plummeting 51% to 1,295 vehicles. The lone bright spot was the E-Transit commercial van, which saw sales more than triple to 1,121 units, up 214%.

Ford informed suppliers in December that it had cut expected F-150 Lightning EV truck production to approximately 1,600 per week starting in January 2024, down from the previously planned 3,200 per week, according to Reuters.

2022 Ford F-150 Lightning — Image courtesy of Ford Motor Company

F-150-Lightning_Lariat_off-road_01 — Image courtesy of Ford Motor Company

2. GM dials back EV commitment and shifts focus to plug-in hybrids.
General Motors recently disclosed significant losses and setbacks in its earnings call in January, raising doubts about its ability to meet aggressive EV production targets. Specifically:

GM lost billions due to the UAW strike and high battery costs.
GM is shifting focus from EVs to plug-in hybrids, marking a pullback from previous electrification goals.
GM’s troubled Ultium battery program, originally touted as flexible and cost-effective, is falling short of expectations, as evidenced by high costs and the problematic Hummer EV rollout.
The Blazer EV launch has also faced software issues, needing a stop-sale order days after documentation of multiple fault codes.

“Let me be clear, GM remains committed to eliminating tailpipe emissions from our light-duty vehicles by 2035,” CEO Mary Barra said on the call. “But in the interim, deploying plug-in technology in strategic segments will deliver some of the environmental benefits of EVs as the nation continues to build its charging infrastructure.”

Mary-Barra_General-Motors-CEO_Chevrolet-EquinoxEV — Image courtesy of General Motors

2024-silverado-ev-wt-201 — Image courtesy of General Motors

2024-silverado-ev-wt-207 — Image courtesy of General Motors

2024-silverado-ev-wt-208 — Image courtesy of General Motors

2024-silverado-ev-wt-213 — Image courtesy of General Motors

3. Hertz pauses EV expansion amid mounting losses.
Hertz has backtracked from previous bold commitments to electrify its rental car fleet. After pledging to buy 100,000 Teslas and 65,000 Polestars, the company has now paused plans to acquire more EVs from Polestar amid escalating losses from much higher depreciation costs and lower resale values than Hertz anticipated. Last month, it announced plans to sell 20,000 of its Teslas or one-third of its current EV stock.

676911_20231115_Polestar_2_MY24 — Image courtesy of Polestar

4. Volvo cuts funding to Polestar.
Volvo said it wouldn’t provide further funding to Polestar. The move comes despite Volvo having helped launch Polestar in 2017 in partnership with its largest shareholder, Geely. While Polestar will carry on with Geely’s full backing, it has sputtered since going public in 2022, delivering fewer than 55,000 vehicles last year and planning a 15% workforce cut amid a plunging stock price.

EquinoxEV24 — Image courtesy of Chevrolet

5. Auto dealers pushing back against ‘unachievable’ EPA rules.
Over 4,700 auto dealerships recently sent a letter to President Biden urging him to stop the EPA from moving forward with implementing stricter vehicle emissions standards. The dealers argue that meeting the EPA’s targets is unrealistic given current EV consumer demand, charging infrastructure deficiencies and reduced tax incentives. They want the administration to “hit the brakes” and completely halt the EPA’s emissions reduction efforts.

The Impact on Fleet
Many employers in the utility industry have set ambitious zero-emission targets by 2030, 2035 or 2040. Those milestones are fast approaching. So, how does this news impact you as a fleet professional? What adjustments should you make?

As you confront the uncertainties in the EV market, here are key questions to ask yourself:

Do I have the latest data on EV model availability to update projections for meeting our fleet electrification timelines? For example, how will reduced production expectations for models like the Ford F-150 Lightning impact supply?
Have I fully explored total cost of ownership impacts for EVs given recent declines in resale values, battery replacement costs, downtime for charging and other unexpected operating expenses?
With charging infrastructure lagging, how will limited on-the-road charging options impact vehicle utilization and effectiveness for crews away from home base?
Can my fleet adopt a higher mix of hybrids and plug-in hybrids as a bridge solution while we wait for conditions to be better for battery-electric vehicle adoption? This approach could mitigate some immediate capital costs.
Am I regularly connecting with my OEM partners to have a finger on the pulse of where there might be delays, shortfalls or roadblocks? This open communication channel can serve as an early warning system.
Where could scaled-back ambition or delayed rollout plans regarding fleet electrification put my company’s emission goals in jeopardy? Preventing these sustainability repercussions needs consideration.
Do current conditions warrant adjusting our vehicle replacement cycling plans and extending the life of some gasoline-powered fleet assets as we monitor the market? This could allow flexibility.

The Bottom Line
The path to fleet electrification is proving rockier than expected. While the long-term trajectory still points toward EVs, near-term challenges have triggered a needed reality check. Rather than forging ahead with overly optimistic targets, fleets should take a balanced approach: pursuing electrification where it pencils out today while laying the groundwork for larger-scale adoption down the road as more supportive conditions emerge.

What’s New in Truck and Van Upfits for 2024?

Written by Sean M. Lyden on March 1, 2024. Posted in Special Focus.

The industry’s truck and van equipment manufacturers are developing new products that equip your crews to get more work done with less strain and greater safety. They’re incorporating more lightweight materials in their product designs so that you can reduce fuel costs, increase battery range or boost payload capacity. And they’re offering more electrified options so that you can cut engine idle – and your fleet’s carbon footprint.

What are some new products and design enhancements they’ve brought to market to help you achieve your fleet objectives? Here are seven new developments to watch.

Terex
What’s New: FLEX PRO Digger Derrick Control System
Why It Matters: Crews can configure digger derrick controls to suit their needs.

Terex Utilities has introduced FLEX PRO, an optional control system that supports flexibility in configuring digger derrick controls on both the Commander and General series digger derricks.

FLEX PRO can be configured to communicate with the control stations according to the utility line crew’s needs. It supports below-rotation controls like a corner-mount swing-away operator console, plug-and-play radio controls and dual command post joystick controls.

Advanced capabilities – including electrical diagnostic troubleshooting, hydraulic overload alerts and temperature warnings – provide crews with greater insight into equipment status and safety.

FLEX PRO is now available for the Commander C4000, C5000 and C6000 series and the General 65 and 80 models.

Altec
What’s New: JEMS BG (Body/Generator)
Why It Matters: Fleets can cut job-site emissions with integrated battery power to run accessories and auxiliary equipment.

Altec’s new JEMS BG system integrates lithium-ion batteries with the vehicle’s onboard generator to power accessories, ventilation systems and tools using stored battery power instead of running the diesel generator continuously on-site.

The plug-in system uses advanced battery-warming technology to maintain performance in harsh climates. It can charge with Level 1 and Level 2 EV plugs. And it automatically switches between battery and generator as needed to recharge batteries.

A central display lets workers monitor battery levels. At the same time, the JEMS Connect telematics dashboard offers fleet managers insights on utilization, savings from reduced idling and maintenance, and opportunities for further optimization.

Ranger Design
What’s New: Composite Aluminum Shelving
Why It Matters: Lighter-weight shelves reduce strain on EV batteries, enabling better range for all-electric vans.

Ranger Design has released its new Composite Aluminum Shelving. The shelves are made with resilient anti-ballistic composite polymers and aluminum extrusions, making them 33% lighter than their steel counterparts. The reduced weight helps extend the battery range for electric vans.

The adjustable shelving has scratch-resistant end panels that improve aesthetics and simplify maintenance. The integrated honeycomb structure also dampens sound and protects against job-site chemicals.

With 14 possible configurations across varying widths and heights, the Composite Aluminum Shelving system increases storage flexibility for various applications among utility crews.

Van Cas 2 — Image courtesy of Ranger Design

Stellar Industries
What’s New: Bale-Style Pull-Handle Toolbox
Why It Matters: Crews can open drawers more easily and with less strain throughout the day.

Stellar Industries has introduced a new bale-style pull-handle toolbox system. “Bale-style” refers to the curved U-shape of the handle instead of the traditional T-shaped handle design. The new handle allows users to open latches from the top or bottom with an easy, ergonomic motion to reduce operator strain and fatigue.

Fleets can easily upgrade their existing T-handle models since the new bale-style system uses 90% of the same parts. All that’s required is swapping out the T-handle drawer-front assembly for the new pull-handle front.

The all-metal latches and handles are designed to withstand heavy daily use and come with Stellar’s lifetime warranty.

Stellar_Toolbox-System-ft.-New-Handles — Image courtesy of Stellar Industries

Vanair
What’s New: Underdeck All-In-One System
Why It Matters: Combining six essential power functions into one unit eliminates the need for multiple separate machines at the job site.

Vanair’s PTO shaft-driven underdeck All-In-One power system combines six essential power functions into a single compact unit that frees cargo space.

The system includes a 125- to 185-CFM rotary screw air compressor; a 10-kW generator; a 330A welder; versatile battery boosting and charging options; and hydraulic power up to 30 GPM at 2,000 psi.

The FailSafe Dual Sensor Redundancy System provides uninterrupted power in case of sensor failures. For harsh weather conditions, the optional ThermalGuard Weather Protection Kit preheats the compressor oil and regulators using the vehicle’s engine coolant, preventing oil starvation and freeze-ups.

Underdeck-ALL-IN-ONE-system — Image courtesy of Vanair

Cabinet Closeup — Image courtesy of Vanair

Stellar Industries
What’s New: LM220M Poly Lube Skid for Mechanic Trucks
Why It Matters: The all-polyethylene construction prevents lubricant contamination, protecting equipment from premature wear and tear.

Stellar Industries has released a new LM220M Poly Lube Skid to improve contamination control and efficiency for service trucks.

The skid’s all-polyethylene construction prevents lubricant contamination, reducing equipment wear and tear. With fewer potential leak points than traditional metal designs, it also decreases spill risks and fluid loss. Easy access for maintenance helps minimize downtime.

Unlike previous models, the LM220M can be crane-lifted when full, simplifying transport logistics. It can hold various fluid types, including oil, antifreeze and diesel exhaust fluid.

Stellar VP Tim Davison said the skid meets the growing demand for reliability and safety from technicians who service trucks, cranes and other mobile equipment. By enabling on-site lubrication, it is a flexible, cost-effective alternative to dedicated lube trucks.

Stellar_LM220M_PolyLubeSkid — Image courtesy of Stellar Industries

ZF
What’s New: OnGuardMAX and OnSideALERT Now Available on Nikola’s Hydrogen Fuel-Cell Class-8 Truck
Why It Matters: This partnership represents ZF’s first move into providing advanced safety technologies for zero-emission heavy-duty trucks.

Nikola Corp. has announced the integration of ZF’s OnGuardMAX and OnSideALERT safety technologies into its new zero-emission hydrogen fuel-cell electric truck, now in production.

OnGuardMAX is an automatic emergency braking system for commercial vehicles. The system’s integrated high-tech cameras and radars automatically detect, classify and respond to obstacles such as pedestrians, other vehicles, motorcycles and bicycles. The system alerts the driver to potential dangers and, if necessary, can autonomously slow down or even stop the vehicle, reducing the risk of collisions, particularly those involving pedestrians.

ZF’s OnSideALERT is a radar-based blind-spot detection technology that continuously monitors the vehicle’s blind spots for stationary and moving objects, which is crucial in preventing or mitigating side collisions.

Nikola1 — Image courtesy of ZF OnGuard Max

W-OnGuardMAX-InfoGraphic-Truck-optimized-WNA — Image courtesy of ZF OnGuard Max

W-OnGuardMAX-Components-optimized-APAC — Image courtesy of ZF OnGuard Max

Fleet of generic electric EV delivery vans charging on charging stations

The New ‘Fuel’: Strategies for Tracking and Managing EV Charging Costs

Written by Gary L. Wollenhaupt on March 1, 2024. Posted in Smart Fleets.

As more utility fleets add electric vehicles to their mix, fleet managers need to understand the intricacies of managing EV charging costs, much like they would fuel expenses.

Fleets are adopting an emerging array of strategies, tools and practices to monitor and control these costs. After all, utility rates are the new fuel prices and will require similar monitoring to ensure cost-effective charging.

However, the most critical cost control strategy starts before the first EV enters the fleet garage.

Electrifying a fleet requires planning to ensure the necessary charging infrastructure is in place before vehicles begin to arrive and can support future EV additions. With lead times for some EVs extending for many months, the charging depots can be developed as you wait for vehicles to be delivered.

“You not only have to plan for the EVs you have today but also what your charging needs will look like in the next five to 10 years and make sure you have the correct infrastructure built ahead of time to accommodate future needs,” said Nate Lyall, manager of EV technology for fleet management service provider Holman (www.holman.com).

Southern California Edison is planning ahead for the growth of its EV fleet. The utility is taking deliveries of Ford F-150 Lightning pickups and has added a Class 8 EV truck to its fleet. More than 400 EV charge ports are in place, and the infrastructure for 200 more has already been installed. Through 2028, SCE plans to add 2,000 chargers at 100 locations to support its goal of electrifying all of its light-duty vehicles, 30% of its medium-duty trucks and 8% of its heavy-duty trucks by 2030.

A Charging Depot Alternative
There is an alternative to building charging depots: plugging into charging-as-a-service solutions. A third party deploys and manages the infrastructure, and customers pay based on usage. A fleet could utilize a mix of owned and third-party charging as the fleet scales; this could help support vehicles that may operate in remote areas.

However, most fleets are investing in charging depots to support their electrification programs. Keep in mind that depots are only one of three possible charging sources, each with its own pros and cons. Charging depots service EVs that return to the yard every day. Also, public charging infrastructure is available, with higher rates and service fees from various providers.

Home charging is the new wrinkle, with drivers taking EVs home overnight. But not all employees’ homes will be suitable, such as apartment dwellers who can’t add a charger. Companies are figuring out how best to reimburse employees for charging EVs at home.

Given the higher public charging costs, Lyall recommended fleets rely on their depots or home charging.

“We recommend public charging should only be used in an unusual situation where the EV will exhaust its battery before it can return to the depot or home charger,” he said.

Tracking Data
Overall, EV fleet performance indicators are similar to their gas or diesel counterparts, with a few exceptions. Recharging costs replace fuel consumption, while maintenance and repair costs are still a fact of life. Safety and compliance remain a high priority, and advanced vehicle telematics give managers more insight into vehicle and driver behavior. Asset utilization remains a crucial indicator to ensure the fleet operates efficiently.

The ability to track these factors with the new EVs is still evolving. Like other emerging technologies, different elements of the EV ecosystem don’t share information well. It’s difficult to capture data from electric vehicles, chargers, maintenance systems and the combustion engine fleet for centralized decision-making. Companies like Holman offer dashboards that integrate these various data streams.

“Bringing the data into one system is just the first step. Managing it effectively and leveraging it to change behavior or making adjustments based on the data is another challenge,” Lyall said.

He recommended pulling data from the EVs and smart chargers for a comprehensive picture of battery health, driving habits and vehicle performance. The data will help answer questions, such as whether the battery degrades faster on a fast or slow charge, if a driver always charges to 100%, and if they drain the battery to zero. Fleet managers get accurate insights into the actual battery range as compared to the published estimates and can also measure variables such as the impact of a payload on the range.

New Habits Needed
When EVs arrive in a fleet, drivers must develop new habits. Unlike a fossil fuel vehicle that costs the same to refuel at any time of day, charging rates for EVs often vary due to peak rates. Smart chargers can help monitor and control when EVs are connected to the grid to take advantage of off-peak rates.

Telematics can help reveal the work profile of each vehicle to optimize load management. Managers will be able to see how many miles a vehicle operates each day, when it leaves and returns, and the battery performance. If a vehicle uses a fast charger but sits for a shift after charging, the cost per charge will likely be higher than it should be. Swapping to a slow charger may cut charging expenses.

As utility fleets add EVs, Holman is developing data on operating and maintenance costs compared to combustion engine vehicles. There are some tradeoffs. Overall maintenance is lower for EVs because there’s little scheduled preventive maintenance. However, tire replacement costs tend to be higher due to the heavier curb weight of EVs.

About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

Get Up to Speed on Fleet Advancements at North America’s Largest Work Truck Event

Written by Kate Wade on March 1, 2024. Posted in Event Coverage, Industry Events.

From March 5-8, North America’s largest work truck event – Work Truck Week – will take over the Indiana Convention Center in Indianapolis. Among this year’s offerings are the Green Truck Summit (March 5), educational sessions (March 5-7) and the Ride & Drive (March 6-7). Exhibits will be open March 6-8.

Mary Aufdemberg, general manager of product strategy and market development for Daimler Trucks North America, will deliver the Green Truck Summit keynote. The summit provides insights, solutions and resources in support of the work truck industry’s drive toward achieving greater sustainability, productivity and efficiency. John Davis, creator, host and executive producer of MotorWeek, will return as emcee and moderate two new panel discussions, one with fleet leaders at the forefront of advanced vehicle technology adoption and another with top chassis manufacturers.

Sponsored by Allison Transmission, this year’s Ride & Drive is open to all event attendees on a first-come, first-served basis. Attendees will be able to choose from nearly 20 vehicles, including all-electric vans, trucks and chassis, as well as internal combustion vehicles featuring advanced technology to improve fuel utilization and reduce greenhouse gases or particulate matter.

“Most fleet managers don’t have the time and capacity to arrange individual meetings with all the players to test-drive the equipment,” said Chris Lyon, NTEA director of fleet relations. “With Work Truck Week Ride & Drive, we’ve done that legwork for them by gathering subject matter experts and vehicles from participating companies in one place for two days.”

Education is a core component of Work Truck Week, with 2024’s program including a range of in-depth special sessions and shorter breakout sessions focused on ideas and strategies to help attendees improve efficiency, implement best practices and enhance operational growth.

According to Jennifer Mitchell, NTEA’s senior director of content development, “Work Truck Week and Green Truck Summit sessions address challenges attendees are facing right now, like grappling with recruiting and training employees, specifying and upfitting alternative fuel vehicles and maximizing productivity.”

Work Truck Week also serves as the world premiere for some of the biggest stars in the commercial vehicle universe. Many of the biggest product announcements will be made during the more than two dozen press conferences scheduled for March 5 through March 7. An hour before the main exhibit hall opens on March 6 and 7, attendees can also check out what’s new from 25 first-time exhibitors in the New Exhibitor Pavilion.

When: March 5-8, 2024
Where: Indiana Convention Center, Indianapolis
Web: www.worktruckweek.com

Armor Your Connected Fleet with Cybersecurity Measures

Written by David Cullen on March 1, 2024. Posted in Technology.

Utility fleets are integrating various connected-vehicle technologies that mine data to boost operational efficiency and effectiveness. But leveraging this brave new world of rich data is not without risk.

The more connected a utility’s vehicles and facilities – and the more data they generate – the more likely they are to come under cyberattack, which can result in anything from a mere nuisance to a full-fledged criminal assault that can shut down the entire enterprise.

Image courtesy of Cybersecurity Cedit CISA.GOV DHS

The risk is real and it’s growing relentlessly. On the other hand, once fleets know what they’re up against, they can harden their defenses by implementing cybersecurity measures that are designed to protect their data, vehicles, facilities and overall operation from bad actors.

According to the U.S. Department of Homeland Security, “Cybersecurity is the art of protecting networks, devices, and data from unauthorized access or criminal use and the practice of ensuring confidentiality, integrity, and availability of information.”

And there is ample proof of just how big a threat cybercriminals present to truck operations. Marsh McLennan Agency (www.marshmma.com), a provider of business insurance and other services, stated that per an IBM study, the transportation and trucking industry was the ninth most targeted for cyberattacks in 2022.

Upstream (https://upstream.auto), an international provider of cloud-based cybersecurity detection and response platforms for protecting connected-vehicle data, has stated that cyberattacks against the “smart mobility ecosystem” are increasing in frequency and sophistication.

Into the Depths
For its latest Global Automotive Cybersecurity Report, Upstream’s analysts investigated more than 1,173 incidents, going back to 2010, by monitoring “hundreds of deep and dark web forums” to help uncover key trends driving up the threat level, including the following:

Cybercriminals are behind 63% of cyber incidents. “The massive amounts of data, [personally identifiable information], and access points to vehicles open the door for black-hat actors to new monetization potential.” Smart-mobility APIs present a new and significant risk as they “open the door to new attack vectors.”
Electric vehicle charging may dramatically change the way vehicles are protected. An “ever-changing attack landscape has led to the emergence of a new attack vector that will be at the core of smart-mobility EV charging infrastructure, which now accounts for 4% of total incidents.”
Data-sharing in the tainted depths of the internet “dramatically increased during 2022 and requires action by the entire supply chain.” That year, Upstream found a 35% year-over-year increase in “information sharing among threat actors on deep and dark web sources and platforms.” Specifically, automotive-related searches and the proliferation of knowledge on attack techniques “revealed an increase in attack methods and available access points to connected vehicles.”
Regulators are drafting approaches to automotive cybersecurity regulations. As fleet-wide attacks targeting sensitive data and EV charging infrastructure rise, “next-generation regulations will focus on protecting sensitive data and EV charging infrastructure.”

Upstream summed up the rising threat to connected fleets by pointing out that the “proliferation of mobility applications and access to massive amounts of data present malicious threat actors with tremendous opportunities for financial gain. Fleet-wide attacks are expected to increase across the entire mobility ecosystem.”

The Connected Risk
Cyber specialists at Marsh McLennan Agency advised that the risk of attacks rises as fleets become more connected. Now that communications, billing and logistics can be integrated via single database systems, cybercriminals have a greater chance of disrupting a business and its supply chain in a single targeted attack.

The types of attacks deployed range widely. They could be phishing scams that target employees by posing as legitimate third parties or as actual employees, or they could breach security systems to insert ransomware and malware to gain access to confidential data, according to Marsh McLennan Agency.

Marsh McLennan Agency’s best practices to thwart cyberattacks on connected fleets include the following:

Deploy software designed to detect and flag suspicious emails.
To the extent possible, separate critical vehicle function systems – such as the controller area network bus – from any internet-connected components.
Employ penetration testers to assess the likelihood of a malicious actor affecting the functionality of fleet vehicles.
Verify cybersecurity practices of third parties before doing business with them.
Sanitize data input to decrease the risk of SQLi attacks. (Per web-security firm PortSwigger (https://portswigger.net): SQL injection, or SQLi, is a “web security vulnerability that allows an attacker to interfere with the queries that an application makes to its database. This can allow an attacker to view data that they are not normally able to retrieve.”)
Implement a robust patch management program.
Secure remote desktop protocol ports and use multifactor authentication to defend against remote attacks and credential hacking.
Enable encryption for Wi-Fi-connected networks, perform signal audits to ensure signals are not visible outside the network perimeter, and deploy rogue access point detection to block unauthorized access points.
Test and encrypt backups to avoid business income losses.

Image courtesy of Bruckners Truck and Equipment Volvo Trucks North America

Worry Points
In its latest business-risk index study, mega insurance firm Travelers (www.travelers.com) again ranks cyberthreats as one of the top three business concerns of 12,000 survey participants from companies of all sizes. The 2023 national survey found that among those asked, 58% said they worry some or a great deal about cybercrime, ranking it just behind medical cost inflation (60%) and broad economic uncertainty (59%).

“Cyber risks have extremely serious consequences – one attack can weaken an organization or potentially put it out of business,” said Tim Francis, enterprise cyber lead at Travelers. “Fortunately, there are effective measures that companies can take to address vulnerabilities and successfully manage through a cyber event.”

While Francis said survey respondents expressed confidence that their company had implemented best cyber practices, their responses did not reflect that assessment. At least 25% of the businesses have not taken essential steps, such as installing firewall or virus protection and implementing data backup and password updates. A much larger percentage said they don’t use endpoint detection and response (64%); conduct cyber assessments for vendors (57%) or customers’ assets (56%); have an incident response plan (50%); or utilize multifactor authentication for remote access (44%).

Francis stressed that the survey results show that more can still be done to harden systems against cyberattacks. “A well-designed, multilayered cybersecurity program can help mitigate the threat of a cyber event,” he said.

Cybercrime is not going away, not when connected fleets offer such a tempting target to hordes of unseen yet vicious assailants. To increase a fleet’s cybersecurity, first assess how vulnerable your systems and facilities are, including charging stations. Then, train your staff on the risks and seek out solutions to best button up your data, systems and vehicles for maximum protection.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

The Fleet Leader’s Guide to Effective Communication: Inspired by ‘Made to Stick’

Written by Sean M. Lyden on March 1, 2024. Posted in Management.

Do you struggle with getting your team to understand, remember and act correctly on your instructions?

How can you consistently communicate in a simple, straightforward and memorable way?

How can you expand your influence with your boss and direct reports?

If any of these questions relate to you, read “Made to Stick” by Chip and Dan Heath.

The book delves into six principles that make certain concepts “sticky” and effective in changing thoughts and behavior. Those principles comprise what the Heaths call their “SUCCESs” model: Simple, Unexpected, Concrete, Credible, Emotional and Stories.

Let’s explore how these principles can be applied in real-life fleet management scenarios to drive positive change in your department.

1. Simple
“It’s hard to make ideas stick in a noisy, unpredictable, chaotic environment. If we’re to succeed, the first step is this: Be simple. Not in terms of ‘dumbing down’ or ‘sound bites.’ You don’t have to speak in monosyllables to be simple. What we mean by ‘simple’ is finding the core of the idea.”

Focus on the essence of your message – the most straightforward, precise way to convey your idea or solution – and cut out everything else.

Action:

Presenting budget and cost analyses: Highlight the key areas where costs can be saved, such as fuel consumption or maintenance, rather than delving into every line item of the budget.
Discussing fleet expansion or reduction: Clearly state the reason for the change, such as meeting increased demand or optimizing costs, and how it will benefit the internal customers and the company.
New technology training: When introducing new technology, focus on the essential functions and benefits in practical terms rather than explaining the full technical details.

2. Unexpected
“The most basic way to get someone’s attention is this: Break a pattern. Humans adapt incredibly quickly to consistent patterns.”

Look for strategic ways to periodically change things up to grab your audience’s attention.

Action:

Introducing a compelling fact or stat: Start with an unusual or surprising statistic about the consequences of ignoring safety guidelines.
Varying report formats: Change the format or layout of regular reports to keep them interesting and engaging.
Using creative training methods: Use interactive and unexpected methods in training sessions, like games or simulations, instead of standard lectures.

3. Concrete
“Abstractions make it harder to understand an idea and to remember it. It also makes it harder to coordinate our activities with others who interpret the abstraction in very different ways. Concreteness helps us avoid these problems. This is perhaps the most important lesson that Aesop [and his fables] can teach us.”

Ground your messages in tangible examples – using charts, stories or compelling statistics – to make it easier for your audience to quickly grasp and act upon your ideas.

Action:

Communicating with non-fleet staff: When discussing fleet operations with other departments, use clear, nontechnical language to describe how fleet improvements can benefit the entire company.
Setting performance goals: Set specific, measurable goals, like “reduce vehicle downtime by 10% within six months,” rather than abstract goals like “improve efficiency.”
Conducting performance reviews: Give concrete feedback based on specific behaviors or outcomes rather than vague assessments.

4. Credible
“How do we make people believe our ideas? When the former surgeon general C. Everett Koop talks about a public health issue, most people accept his ideas without skepticism. But in most day-to-day situations, we don’t enjoy this authority. Sticky ideas have to carry their own credentials.”

Support your ideas with relevant data or testimonials to gain your audience’s trust.

Action:

Highlighting industry benchmarks: Compare your fleet’s performance against industry benchmarks to demonstrate areas for improvement.
Providing pilot program results: Share results from pilot programs or small-scale tests before rolling out significant changes.
Using testimonials: Share testimonials from other fleet managers or drivers who have adopted proposed changes or technologies.

5. Emotional
“The goal of making messages ‘emotional’ is to make people care. Feelings inspire people to act.”

A logically sound presentation isn’t enough. Your message must also make people care deeply to motivate real action.

Action:

Sharing the bigger picture: Regularly communicate how the fleet’s work contributes to the larger goals and mission of the organization, instilling a sense of pride and purpose.
Fostering team spirit: Encourage a sense of camaraderie and collaborative effort, stressing the importance of each team member’s role.
Discussing the real consequences of negligence: Share real-world incidents where negligence led to injuries, emphasizing the human cost.

6. Stories
“How do we get people to act on our ideas? We tell stories. Firefighters naturally swap stories after every fire, and by doing so they multiply their experience; after years of hearing stories, they have a richer, more complete catalog of critical situations they might confront during a fire and the appropriate responses to those situations.”

By sharing stories of failures and successes, you pass along accumulated knowledge so your team can learn from others’ experiences.

Action:

Sharing accident stories: Tell stories about actual incidents due to negligence, emphasizing the importance of safety protocols.
Change management stories: Tell stories about how the team successfully adapted to major changes or restructures.
Vendor relations stories: Share experiences of how building good relationships with vendors led to better service or cost savings.

The Bottom Line
By learning and applying these six fundamental principles of “sticky” communication, you’ll develop an invaluable skill to reach the next level of your career.

Addressing Ergonomics in Utility Fleet Vehicles

Written by Grace Suizo on March 1, 2024. Posted in Equipment.

It’s no secret that there are myriad items a utility fleet manager must consider when spec’ing vehicles for their fleet. Among those are the vehicles’ ergonomic features, which are intended to provide greater operator comfort and efficiency.

According to Pete Gnatowski, director of sales, manufacturing and distribution for global automotive services organization Holman (www.holman.com), “When you’re developing an upfit strategy for your fleet vehicles, the ergonomics and upfit package are certainly a key consideration, and it begins with truly understanding how your frontline personnel are using their vehicles in the field.”

Ameren Illinois is one example of a utility that places great importance on ergonomics at all levels and in all areas of the organization. In particular, fleet has made numerous improvements to its vehicle design with respect to cargo management.

In a recent interview with Utility Fleet Professional, Elizabeth Daiber, Ameren Illinois’s fleet superintendent, and Deborah Short, an injury prevention specialist for the organization, shared their insights and strategies regarding vehicle ergonomics.

Reducing and Preventing Injuries
Ameren hired Short in 2017 as a full-time injury prevention specialist. She focuses on ergonomics at job sites and in vehicles and offices across Illinois.

“Good ergonomic position leads to more comfortable and more productive operators, resulting in fewer repetitive stress injuries and a higher quality of work with fewer errors,” she explained.

According to Short, shoulder injuries account for about 25% of all ergonomic injuries and are generally related to cumulative trauma from many of the daily tasks that workers perform.

“We routinely work directly with our field workers for feedback on process improvements,” Daiber said. “Over the years, we’ve invested in many safety enhancements and initiatives because those who work with the equipment on a daily basis can best tell us what needs to be addressed.

“Historically,” she continued, “operators had to lift ladders on and off the trucks, but with recent design changes, the ladders now drop down to the power zone [the area between the shoulders and mid-thigh level of a person’s body] for safer accessibility.”

She also explained that vises “are a second item that required lifting and storing and are now permanently mounted onto our vehicles with adjustable height that the operator can customize.”

Regarding traffic cones, Daiber said that “operators are utilizing the cones every time they stop the vehicle. Moving their location to keep the work in the power zone has helped improve the overall safety of the vehicle.”

She noted that many other items – including wire reels, straps that hold utility poles, and nut and bolt stands – were moved from the bed of the truck to the side or back of the vehicle to minimize the number of times an operator must climb in and out of the truck bed.

Ergonomic Design for Your Operation
If you want to design more ergonomically friendly vehicles for your fleet, perhaps the best starting point is to gain a solid understanding of the relationships between the vehicle types, cargo/equipment they carry, drivers, intended roles and work environments.

“This is key to tailoring your upfit package to enhance the driver’s comfort while also ensuring safety and maximizing productivity,” Gnatowski said. “Whether it is color choice, the placement of handles, quality partitions, storage options or ease of accessibility, everything becomes a factor.”

He suggested spending time in the field with employees to better understand their behaviors as well as their movements throughout the course of a typical day. Further, interview operations managers to find out how vehicles are used and if there are opportunities for improvement.

“Try to be as hands-on as possible and involve your various stakeholders in the process to avoid a potential disconnect between what looks good on paper and how the units are being used in the field,” Gnatowski said.

Once fleet takes ownership of the vehicles, Short said it’s important to communicate to operators the design changes related to ergonomic improvements – including the why and how – so that they understand how to properly use the new features.

Matted Surfaces: Safety Considerations and Controls

Written by Nathan Boutwell, M.Eng., CSP, SMS, CIT, CUSP; Nick Powers; and Bill Hinrichs, CUSP on November 22, 2023. Posted in Special Focus.

It’s a busy time in our industry. We have challenges associated with normal operations and maintenance of the grid. We’re also faced with new and increasing work involving distributed generation, vehicle charging infrastructure and major transmission projects.

Both existing and emerging work require access to the respective work areas, and with this comes the associated hazards of off-road access work. As an industry, we talk about the electrical hazards of our work all the time, and we should. But we don’t spend a lot of time talking about access work hazards before and after the electrical work is done. This article is intended to get you thinking more about right-of-way access and matting.

Before any work begins, a strong work plan should be developed, starting with an assessment of the right-of-way. Ask some simple questions during the assessment, such as the following:

Will matting be required? If so, what type (e.g., heavy timber, wood laminate, composite)?
What equipment will be required to handle the mats? Will there be a risk of encroaching on the minimum approach distance?
What load capacity is required for the matted surfaces, particularly if the mats will bridge streams or irregular terrain?
Will there be railroad crossings? Will there be underground facilities such as gas transmission, petroleum pipelines or oil static cables?
Are there water crossings or bodies of water that we will need to deal with? If so, is there a risk of rising water levels that could cause the mats to float?
Are there wetlands or other environmental considerations?
Have we identified how we will access the right-of-way? Has emergency responder access been considered?
Have we resolved any concerns with landowners?
What permits will we need?

Establishing Controls
Once the assessment is complete, the next step is to dedicate time to establishing controls for the hazards that have been identified. The remainder of this article provides a number of potential hazards and the controls you will want to consider for them.

Mat Handling
Mats are heavy, and it takes heavy equipment – such as log trucks, forwarders, track rigs, diggers and payloaders with forks – to move them. This can create traffic issues at the work site. Controls to consider include travel routes for different equipment, the use of spotters, work planning to reduce conflict between electrical and access crews, and communication between crews on the site.

When planning travel routes on a matted surface, we must consider the fact that our routes only offer one-way traffic flow. Planners must consider egress options for oncoming vehicles. To allow for egress, we must strategically place work pads to the side of the matting so that operators have a place to go when multiple pieces of equipment are using the mats. As we place the matting and work pads, we also must consider the requirements of any environmental permits and place the matting within the permit requirements.

However, placing the work pads at specific locations on the matting route is not enough; for traffic to flow well, a conversation must take place during the job briefing that covers who has priority during travel and how crews will communicate. No one wants to find themselves nose to nose with another piece of equipment, needing to back up a long distance on matting. Deciding who has the right of way is easy – it is often the heavier piece of equipment. To make it clear to the team, discuss how you are making this determination. Talk about what’s heavier, a tandem-axle dump truck loaded with gravel or a fully loaded forwarder. Investing in this conversation will help you develop a good plan.

Guy Wires
Guy wires are a frequently overlooked hazard. They are a normal part of every right-of-way and need specific consideration because guy wires often are a leading cause of events for matting contractors. If a site’s work plan does not view guy wires as a hazard, striking the wires with equipment and booms could become a challenge. To lower the risk of these events, follow the hierarchy of controls and first see if you can remove the hazard. Ask if the guy wire can be moved, and don’t assume the answer is no. Asking requires minimal effort, and the answer may be yes. If you are not able to move the guy wires, make them more visible instead. Normal guy guards are not enough; crews see guys every day and can become blind to them. So, change the visual indicators and hang flagging on the guys like you are trying to sell them on a used car lot. Finally, don’t assume guy wires are a recognized hazard. Talk about them as part of your daily job briefing, including where they’re located and how they need to be managed.

Spotters
Spotters will likely need to be used at some point, whether it’s during the work of placing mats, moving equipment or operating equipment near guy guards. Using spotters adds complexity to the job, putting people on the ground near heavy equipment that has blind spots.

For one of your safety meetings, have spotters sit in the operator’s seat to help them fully understand the equipment’s blind spots. When a spotter is used, the crew needs to spend time discussing equipment movement, blind spots and communication methods. This conversation should include an agreement on safe working distances, especially the safe distance the spotter needs between their body and the equipment.

It is also recommended that spotters have two-way radios for communication with the equipment operator. However, even when radios are used, the spotter and the equipment operator need to agree – before work begins – on the hand signals they will use to communicate. Radios are a great tool, but they don’t always work when you need them.

The daily safety briefing should include some basic information about the spotters as well as any other people who may walk on the matting when equipment is operating. Where vehicles and equipment are traveling on mats, people should not be on those same mats because the matting can shift or move, potentially injuring a person on foot. If you are the one operating the equipment and you lose sight of the spotter or another pedestrian, stop operation immediately.

Matting by Design
Matting by design provides additional support for the work area. It is intended to support the weight of the equipment, bridge gaps and protect the ground underneath it. Mats can be slippery, uneven, and have gaps and pockets that present hazards. Some matting is so high off the ground that it becomes a fall hazard. If matting is not level, vehicles and equipment could slide off it and roll over.

Hazard reduction starts with building a level matting base. A qualified person should design installations for steep inclines and other high-risk locations. When installing matting, follow the design, inspect the matting before installation to make sure it is in good shape, use runner mats when needed to make the work surface level, and inspect for gaps after installation.

Once working from the mats, plan for and conduct maintenance. In colder climates, there will be snow and ice during winter. All areas will have rain. Snow, ice and rain make mats slippery, but the use of sand or salt may not be an option due to environmental considerations. To reduce slippery conditions, provide stone dust on the job site. Mats can also serve as elevated walking/working surfaces and expose people to fall hazards, so guardrails may need to be installed. For those same areas, devise a plan for equipment movement that limits exposure to the fall area.

Last but certainly not least, include the matting in your daily inspection. Condition the crew to look for, identify and report hazards in the mats as part of their normal work.

Stockpile Hazards
Mat stockpiles have their own hazards. As mats are loaded and unloaded, there are drop zones that need to be identified and managed. Stockpiles are often located in visible areas near public roadways and must be considered in terms of worker and public safety. These storage locations should be flagged or fenced, and they should have some type of barricading and signage that tells the general public to stay out and who to contact with questions. Mats must be properly piled, placed and inspected. When inspecting the matting stockpile, make sure that mats are not leaning, piles have not shifted or become unstable, and rotten mats are identified and removed from service.

Communication
Communication is a common theme in this article. Great communication starts long before the job begins, and it must be reinforced at the job site during the job briefing. Remember, a great briefing is like well-built matting – it is the foundation for a successful job.

During the job briefing, in addition to the discussion topics already covered in this article, include a conversation about the importance of asking questions if anyone is unsure about their role or the work to be done. Verify that the entire team knows your commitment to being able to stop the work if anyone is unsure. Often, multiple teams are working on matted jobs, so don’t assume that everyone knows the plan. Use the job briefing to ask questions, clarify expectations and support the idea of a questioning attitude.

About the Authors: Nathan Boutwell, M.Eng., CSP, SMS, CIT, CUSP, is the business unit manager for Northeast Live Line LLC.

Nick Powers is the vice president of strategic growth for BluRoc.

Bill Hinrichs, CUSP, is the director of environmental health and safety for Northline Utilities LLC.

Women in Utility Fleet: Lissa Brady

Written by Sean M. Lyden on November 22, 2023. Posted in Fleet Profiles.

Lissa Brady arrived at the University of Washington as an English major and graduated with an international studies degree.

She served in various sales roles for nearly 25 years with GE Capital (now Element Financial Corp.), PACCAR Financial and Terex Utilities, earning her MBA along the way.

Sales is definitely not the traditional road to fleet management. But it was the right path for Brady.

After an entire career on the seller’s side of the table, she has found a home on the buyer’s side, joining San Diego Gas & Electric as the fleet asset manager in 2020. And earlier this year, Brady became a director on the Electric Utility Fleet Managers Conference (EUFMC) board.

What exactly was Brady’s path to fleet management? What valuable insights has she gained throughout her career? And what advice does she have for women considering a career in fleet?

I recently sat down with Brady to delve deeper into her story. Here is an edited version of our conversation.

UFP: I find it fascinating that your degree is in international studies. What interests led you onto that path?

Lissa Brady: I went to college back in the late ’80s. That was when there was so much international investment in the United States. Many of our big companies were being bought by Asian corporations. It seemed smart to me to understand international business a little bit more.

I had started my academic career as an English major – I’ve always been a literature geek. But I realized an English degree basically qualified me to be a secretary at that time. It occurred to me that I would be better prepared for the business world if I learned about the international approach to business.

So, your degree took you to your first job out of college in international shipping?

Yes. My first job was working for Hyundai Shipping. And that set the tone for my career.

I then took on a sales position at CAI International, a shipping container leasing and sales company in San Francisco. I really wanted to travel and was super excited to have the opportunity to be in sales for that company, where I called on ocean carriers from Texas to the West Coast. It was an interesting job, and I loved it. And I loved living in San Francisco.

What led you to leave CAI and move to GE Capital in 1998?

I got engaged to a Seattle native and wanted to move back up there. I was looking around and found an opportunity with GE Capital. I worked for a trailer leasing company there and then moved to GE Fleet – into the equipment side of the business.

While at GE Capital, I pursued my Master of Business Administration because, of course, international studies is a liberal arts degree. I thought I needed a bit more sophistication on the business side of things to continue to grow.

What was the immediate impact of the MBA on your career?

With my MBA, I got a fantastic opportunity in 2004 to go to PACCAR, the parent company of Kenworth and Peterbilt trucks, and go into their leadership development program. I worked with their internal finance company that provides financing to PACCAR customers who buy their equipment. Ultimately, I worked for PACCAR Financial for four years. The leadership development program was a one-year rotation program where I got to do short stints all over the companies that make up PACCAR, including working in the Denton Peterbilt plant and helping with an operational audit at the PACCAR Financial office in Milan.

How did you make the shift back from finance to equipment?

In 2010, I left PACCAR for Terex, starting with their finance company and then moving to equipment services.

At the time, Tim Ford was the president of Genie [a Terex brand that manufactures work lifts and platforms]. He basically said to me, “If you can sell financial services, you can sell any service – including equipment service.” I gave it a shot and stayed on the equipment side of the business until I joined SDG&E in 2020.

How did the opportunity at SDG&E arise?

The previous fleet asset manager was promoted into another area of SDG&E. And, of course, SDG&E was one of my customers when I was a regional manager for Terex Utilities. So I knew the team. They asked me, “Would you be interested in talking about this?”

Truthfully, as women on this side of the fleet industry, we get a lot of recruiting calls. And, generally, I would say, “Oh, I’m fine. I’m good where I am.”

But the combination of them being such a great team – I always loved working with them – and having the opportunity to come back to California, where I was born and raised, made it appealing. Our daughter was in college, and I told my husband, “You know, let’s do this. Let’s take this meeting. You got the first 30 years here in Seattle. Maybe I’ll get the next 30 years in California.”

It was great timing, and I’m thrilled to be working with SDG&E.

How would you describe your role as fleet asset manager?

SDG&E divides the fleet department into the maintenance team and the asset team. My team works with the user groups to spec the vehicles to go out to bid, works with our supply chain team to get the vehicles on order, works with the vendors throughout the build process, and inspects the vehicles before we release them for delivery. The maintenance team manages the vehicles over their useful life. And then, the vehicles come back to my team for removal from service and send them out to auction.

How has your sales background helped you on the “buyer side” as a fleet manager?

One thing that helped at SDG&E is that my predecessor was also in sales. He came from Altec. The leadership team here saw that a skill set in sales could be a benefit for someone in my role.

I believe many people think of sales as, “Oh, you go golf and buy lunches.” But that’s not really what sales is about.

Sales is about communicating. And that’s a skill that absolutely serves every businessperson in every capacity, including fleet. You have to connect with people and share your priorities in a way that engages your listener – the person with the power to help you achieve those goals. You have to engage them in your viewpoints and persuade them that your priorities are serving the company as a whole, to help the company make better business decisions.

Everybody is here at SDG&E to serve our community. And that means we must all get out of our silos and come together. And communication – in other words, sales – is such a huge part of that.

What challenges have you encountered in your fleet career?

Fleet hasn’t historically been an easy place for a woman to make a career. And it definitely wasn’t in the ’90s when I started.

Although we have so many fantastic women CEOs and CFOs in the utility industry, there are just not as many women on the ground in fleet as there should be. And I would love to see that change. Certainly, I hope to help be a part of that change. And it’s something that we talk about at SDG&E, and we talk about it at the EUFMC board meetings. How do we help support the industry, our specific side of the industry, in making that change so that women are not just comfortable when they get here but attracted to come here and build a career in fleet the way that I have?

The world certainly has changed. And transportation is the next big hurdle that we have to jump to create the kind of world that we want to leave for the next generation.

What advice do you have for other women considering a career in fleet?

It’s the same advice I would give anyone starting out: Really think about what you want. And understand that you have to navigate a path to that goal. How will I educate myself? What experiences will I pursue? What will I cultivate about myself that will allow me to get where I want?

There can be a tendency among a lot of young people to allow themselves to be pushed or pulled rather than navigating to where they want to go. But if you want to get to a goal or particular place in life, you have to think about the steps you need to take to get there and not wait for somebody to come and put it into your lap.

When Will Drunk-Driving Detection Be Mandated on Light Vehicles?

Written by David Cullen on November 22, 2023. Posted in Management.

Mandatory technology that promises to curtail the carnage on the highway wrought by drunk and otherwise impaired drivers is on its way. Advanced drunk driving prevention technology (ADDPT) is the umbrella term that covers the work that’s been going on for years to leverage advanced technologies to develop devices designed to stop drunk drivers in their tracks.

This effort is now expected to pick up steam thanks to legislation passed by the U.S. Congress that will require light-vehicle manufacturers to develop and factory-install passive ADDPT devices in new passenger vehicles. The facilitating legislation for this rulemaking is a provision – Section 24220 – within the trillion-dollar Infrastructure Investment and Jobs Act, which was signed into law by President Biden in November 2021.

However, how quickly that comes to pass will depend on how quickly the wheels of the federal rulemaking machine turn. On paper at least, the congressional mandate requires the National Highway Traffic Safety Administration (NHTSA) to issue a final rule prescribing a new Federal Motor Vehicle Safety Standard (FMVSS) that will require passenger motor vehicles to be equipped with advanced drunk- and impaired-driving prevention technology by a certain date.

The Timeline
Specifically, Congress wants that final rule issued by November 15, 2024, with installation of such prevention systems in new light vehicles to begin two to three years later. That means mandated ADDPT systems won’t be seen in cars and SUVs – or, presumably, light-duty pickups and vans – until at least 2026 or 2027.

But the mandate could kick in much later. The legislation allows NHTSA to extend its deadline by three years, but it must provide an annual status report to Congress during that period. And if a standard is not finalized within 10 years, NHTSA must file a report with Congress.

Regardless of the final timeline, per the infrastructure legislation, the resulting new FMVSS will spell out that the devices must “passively monitor a motor vehicle driver’s performance to accurately detect if the driver may be impaired.” The mandate also states that these devices should deter drivers whether they are impaired by alcohol, inattention or drowsiness.

The Driving Factor
Why this rule now? The answer is simple: It appears that the decades-long push by safety advocates – especially Mothers Against Drunk Driving – and ordinary citizens to curb impaired driving is now lining up with technological advances capable of preventing impaired drivers from even starting their vehicles.

Consider that in 2019, the total economic cost of motor vehicle crashes in the U.S. was $340 billion. This represents the economic costs for 36,500 fatalities, 4.5 million nonfatal injuries and 23 million damaged vehicles, according to a report issued by NHTSA in February (see https://crashstats.nhtsa.dot.gov/api/public/viewpublication/813403).

What’s more, the agency found that drunk driving alone was responsible for nearly 40% of the crash fatalities that year: “Alcohol-involved crashes resulted in 14,219 fatalities, 497,000 nonfatal injuries, and $68.9 billion in economic costs in 2019, accounting for 20 percent of all crash costs.”

Source: NHTSA. Figure 7-E Crashes by BAC Level from “The Economic and Societal Impact of Motor Vehicle Crashes, 2019 (Revised),” issued Feb. 2023.

Some Painful Facts
Among other findings, the report also states that:

1. Drinking more alcohol makes matters worse. “Crashes involving drivers or nonoccupants with blood alcohol concentrations (BAC) of .08 grams per deciliter (g/dL) or higher (the legal definition of impairment in all States except Utah, which is .05 g/dL) accounted for 84 percent of the total economic cost of all alcohol-involved crashes.”

2. The worse the accident, the more likely alcohol was the cause. “The impact of alcohol involvement increases with injury severity. Alcohol-involved crashes accounted for 14 percent of property-damage-only crash costs, 18 percent of nonfatal injury crash costs, and 39 percent of fatal injury crash costs.”

3. The statistics are grim. “Crashes in which alcohol was the cause resulted in 11,921 fatalities, 378,000 nonfatal injuries, and $57 billion in economic costs. This is approximately 84 percent of the alcohol-related fatalities and 82 percent of alcohol-related economic costs. It represents 33 percent of all fatalities and 17 percent of all costs from motor vehicle crashes.”

The agency’s separate progress report to Congress (see www.nhtsa.gov/sites/nhtsa.gov/files/2023-07/Report-to-Congress-Advanced-Impaired-Driving-Prevention-Technology_07-17-23.pdf), filed in July, relays the current status of the rulemaking. NHTSA stated that it is “working to publish an Advance Notice of Proposed Rulemaking (ANPRM) by the end of 2023.” The agency also stated that it “plans to determine next steps after reviewing the public comments received to the ANPRM.”

As to staying ahead of any issues that could lead to delays, NHTSA said it is working “expeditiously to gather data and information related to the mandated requirement … and will rely on robust public input and close stakeholder engagement to identify and/or validate the underlying factors associated with open questions.”

Until this mandate is in place and enforced, and likely even after the technology is operational, the statistics clearly display that fleet operators must be hypervigilant, put in place anti-impairment company safety policies, and be willing to contact law enforcement and to take away the keys.

Per NHTSA, additional information regarding the ADDPT rulemaking (RIN: 2127-AM50) is available at www.reginfo.gov.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

The Evolving Fleet Professional for an Electrified Future

Written by Shelley Mika on November 22, 2023. Posted in Smart Fleets.

Over the last decade, technology has emerged that can make fleet management a little easier – think telematics, dashcams and integrated fleet management platforms. Electrification is a different story. The next 10 years will likely make a fleet manager’s job more complex, and that means fleet managers will need to develop new skills and approaches to navigate the electric era.

“A fleet manager’s job is already complex. Introducing a completely different propulsion system magnifies the difficulty,” said Maria Neve, a senior fleet electrification and sustainability executive and NAFA senior vice president. “It’s not just replacing vehicles on a one-to-one basis – introducing EVs requires a robust change management program with rock-solid support from the top down.”

What will it take to navigate the electrified future of fleet? Neve recently shared some of the biggest changes to be prepared for, the skills needed to succeed and how to develop them.

Establishing a Charging Infrastructure
“Charging infrastructure is one of the biggest changes for fleet managers, especially for on-site charging,” Neve said. “Utilities need to be brought into the discussion at the beginning when a fleet is looking to transition to EVs. The last thing anyone wants is for EVs to sit in the parking lot waiting for the infrastructure to be completed.”

Here’s an infrastructure crash course:

Bring the utility into the discussion early on.
When selecting a charging infrastructure provider, be aware of their capabilities for charger management, reporting and servicing.
Make sure charging information can be transferred to a fleet management company or fleet management information system so you can accurately calculate total cost of ownership (TCO).
Determine who is responsible for charger uptime and servicing.

Training and TCO Calculations
Charging vehicles is new territory that will require fleet managers to teach operators how to drive and charge EVs and to become knowledgeable about home, public and workplace charging.

Neve said charging makes calculating TCO for EVs more challenging.

“Calculating vehicle costs on a [cost per mile] basis becomes an exercise in research, especially if home charging is part of the equation,” Neve explained. “Employee 1 may pay $0.09 per kWh of electricity while Employee 2 pays $0.12 per kWh. How does an organization capture the information to reimburse for home charging? If they don’t capture that info, then fleet managers can’t properly account for operating costs, and employees are paying out of pocket when they didn’t previously with internal combustion engine vehicles.”

Here’s a crash course on charging:

Take time to teach operators how to drive and charge EVs.
Become knowledgeable about and understand the differences between home, public and workplace charging.
Determine how to calculate TCO for EVs.

Vehicle Maintenance
Internal combustion engine vehicles have approximately 2,000 moving parts in their drivetrains. EVs only have around 20. While performing maintenance may be simpler on EVs, finding maintenance providers could be difficult.

“Not all dealers will be certified to work on EVs initially. Fleet managers should be prepared for the possibility that their preferred dealers aren’t EV service centers,” Neve said. “If we’re talking about medium- and heavy-duty vehicles, the choices are even more limited.”

Here’s a maintenance crash course:

Ask your preferred maintenance provider about their EV capabilities.
Research maintenance providers who are trained to work on the specific vehicles in your fleet.
Don’t forget to involve upfitters in discussions about electrification and maintenance.

Managing Up and Down
The shift to electrification puts fleet managers square in the middle of leadership, who are eager to convert to EVs but may not understand the complexity involved, and drivers who don’t want things to change at all.

“Senior management will wonder why the whole fleet hasn’t been converted to EVs in six months, while drivers may be incredibly resistant to give up what they are familiar with,” Neve said. “The ability to handle rapidly changing circumstances is key, as is the ability to communicate those changes.”

Strategic Vision
Fleet managers must be even more strategic as they conduct EV assessments and plan their replacement cycles.

“Looking out five to 10 years is now common, and understanding what EVs will be available and when is vital to fleet electrification,” Neve said. “Light-duty fleets have more EV options available than medium- and heavy-duty fleets right now, which makes electrification difficult for fleets that can make the biggest difference in CO2 reduction.”

Honesty, Enthusiasm and Advocacy
Neve said fleet managers must be the biggest advocates of change and demonstrate that attitude to drivers. “An electrification program is destined to fail if fleet managers don’t proactively address how much EVs will change the work lives of drivers. They must be champions, cheerleaders, therapists and educators to ensure a successful transition.”

Developing EV Fleet Management Skills
Neve said one of NAFA’s key initiatives is providing education on the latest advancements and best practices in fleet management, including fleet electrification.

Fleet managers can develop skills to manage EVs through NAFA’s educational offerings and annual Institute & Expo. NAFA’s Professional Certificate in Sustainable Fleet Management is an excellent example of available education that covers overall fleet sustainability, not just electrification.

“Fleet managers should take advantage of all methods of education: webinars, conferences, community forums, their fleet management companies and consultants,” Neve said.

Back to Basics
For fleet managers who feel ill equipped to take on fleet electrification, Neve has good news.

“It all comes back to Fleet Management 101,” she said. “If a fleet manager understands the basics, they have the proper foundation to cope with the changes that alternative powertrains are bringing to the industry. Things are changing very quickly – what we knew about vehicle electrification six months ago is likely outdated now. Being a part of an association like NAFA helps fleet managers to stay on top of things.”

About the Author: Shelley Mika is the CEO of Mika Ink, an Omaha, Nebraska-based communications, branding and content strategy firm. She has been writing about the fleet industry since 2006.

Truck-Mounted vs. Towed Impact Attenuators

Written by David Cullen on November 22, 2023. Posted in Equipment.

Mobile impact attenuators, be they truck-mounted or towed, are designed to protect utility crews and their equipment by absorbing the kinetic energy released when a vehicle crashes into their work zone.

In simple terms, an attenuator is a cushion fitted to the rear of a truck or trailer. These devices are engineered to improve roadside safety. According to Pennsylvania-based attenuator upfitter Royal Truck & Equipment in a blog post (see https://royaltruckandequipment.com/blog/tma-trucks-explained/), “highway construction zones have become increasingly dangerous for the men and women who work in them.” The company noted that with the frequency of nighttime operations rising, “drivers falling asleep is also becoming a major cause of work zone crashes. … Without [an attenuator vehicle] protecting the workers, a distracted driver could enter a work zone, putting the crew in the direct line of fire of the errant vehicle.”

In the U.S., impact attenuators are tested and classified according to the AASHTO Manual for Assessing Safety Hardware, which sets classification based on the maximum speed of a vehicle during a collision for which the attenuator is designed.

What’s the Difference?
In terms of their basic functions, attenuator suppliers indicate there is no significant difference between a truck-mounted attenuator (TMA) and a trailer truck mounted attenuator (TTMA).

TrafFix Scorpion II — Image Courtesy of TrafFix Devices, Inc.

“Truck-mounted attenuators are securely mounted to the host truck frame,” said Geoff Maus, vice president of engineering for California-based attenuator manufacturer TrafFix Devices Inc. (www.traffixdevices.com). “They can articulate between stored and deployed positions and are moved to the stored position for transport to and from the work zone.” On the other hand, he said, TTMAs “have an axle and wheels and are connected to the host truck by a trailer hitch, a pintle hook and a Lunette eye.”

Jeff Grover, vice president of Ohio-based attenuator manufacturer Gregory Industries (www.gregorycorp.com), concurs on the functional equivalency of truck-mounted and towed devices. “Both are tested to the exact same crash criteria, and both provide the same level of safety upon an impacting vehicle,” he said.

However, Grover also said that from a practical and economic perspective, TMAs and TTMAs do differ. “The TMA is locked to a single vehicle whereas the TTMA can be utilized with almost any vehicle in the users’ fleet on an interchangeable basis.

“In addition, the TTMA frees up its tow vehicle to provide other services once its tour of duty has been performed,” Grover continued. “The user simply disconnects it. However, the TMA remains locked onto its tow vehicle, and that truck can’t provide any other services. Should the TMA’s tow vehicle go down due to a maintenance issue or otherwise, it’s no longer able to provide safety for the people in the work zone. Conversely, TTMAs can be easily moved to any vehicle that’s operational.”

Grover added that federal and state compliance regulations are the same for both types of attenuators.

Operational Costs
What about operational costs?

“Operationally, the costs are relatively the same,” said Kevin Mally, Gregory Industries’ national marketing manager. “There might be some minor savings when operating a TTMA where lighter tow vehicles could be used in certain circumstances, to use less fuel.”

But from a maintenance standpoint, the TTMA “requires far less maintenance – typically just tires – versus the TMA, which will require maintenance on other components, like the hydraulic system,” Mally said. “A TMA has more moving parts, so there is a likelihood more stuff could go wrong.”

Maus pointed out that, “in some locations, towable attenuators must be registered as a trailer. As truck-mounted units are attached to the host truck, they’re covered by the host vehicle’s registration. Both versions require basic maintenance to keep them in optimal, safe working condition. And in some instances, a towable attenuator can be used with a slightly lighter-duty host truck, which could lower operating costs.”

Turning to specific use cases in which one attenuator type is preferable to the other, Mally said that the TMA has an advantage “if the work zone traffic pattern is categorized as ‘must be picked up in reverse.’” That calls for the operator of the host vehicle to drive backward on the highway. However, this operation is illegal for any other vehicle operator on the road.

“On the other hand,” he said, “TTMAs have an advantage in that they can be put on almost any vehicle in the fleet that meets the minimum weight requirements for the host vehicle. In addition, roll-ahead distances are sometimes tailored to the work zone of a specific project, and for individual workdays, a project can call for longer or shorter roll-aheads. In this case, use of TTMAs would allow a simple selection of a heavier or lighter tow vehicle that same day.”

Maus pointed to how experience can be the driving factor when selecting an attenuator type. “Drivers with less experience may find that a TMA is easier to back up, especially in operations that require extended backing, like cone retrieval,” he said. “But towable attenuators are more forgiving when driven across center median ditches. Also, towable attenuators are always in the deployed, ready-to-be-impacted position. But truck-mounted attenuators must be deployed to be in their safest position.”

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

6 Factors to Consider When Spec’ing Onboard Cameras

Written by Sean M. Lyden on November 22, 2023. Posted in Technology.

Onboard cameras can help utility fleets lower litigation risks and offer an extra set of eyes to coach drivers and improve safety.

But they can also be a hard sell to many operators – and their unions – who may feel that constant video surveillance infringes on their privacy rights, especially with cab-facing cameras.

How do you spec an onboard camera system that balances the need for greater safety and risk reduction while keeping privacy in mind?

UFP recently spoke with Austin Schmidt, director of performance marketing at Netradyne Inc. (www.netradyne.com), a San Diego-based Software-as-a-Service company that integrates camera systems, telematics and artificial intelligence to improve fleet safety. Schmidt provided the following six factors to consider when spec’ing onboard camera systems.

1. Privacy
It’s essential to address potential driver privacy concerns and establish clear policies on how the footage will be used. This will help protect the company’s and drivers’ rights and interests.

Schmidt said that two approaches to privacy have worked well for Netradyne customers.

The first is being completely transparent. “You can’t let that camera be a black box where operators don’t know what your fleet and safety managers are viewing,” Schmidt said. “It’s important to walk your drivers through what you see when looking at the video and for what purpose. It’s also important to have a driver app where operators can review their data and videos.”

The second approach is to give users more control. “We call it ‘Enhanced Privacy Mode,’” Schmidt said. “It analyzes any risk factors in the cab – things like distracted driving. It can be set up where it sends an audio alert to the driver without actually recording that video and sending it back to the fleet manager. It’s completely optional, but it allows users to take control of their privacy and make their own privacy decisions.”

2. View
What do you want the camera to see? Will it be front-facing only? Will cab-facing capabilities be acceptable to operators if appropriate privacy measures are agreed upon? Should you consider 360-degree visibility around the entire vehicle?

Some of the advantages of getting a 360-degree view:

Damage reporting: Cameras can help document when and how damage occurred to a vehicle, ensuring it gets reported and repaired promptly.
False claim defense: There are instances when drivers or pedestrians may make false claims against a company’s vehicle. Having footage can defend against such fraudulent claims.
Collision avoidance: The camera system can alert drivers about nearby objects, pedestrians and other vehicles, reducing the likelihood of accidents.

The 360-degree view requires installing multiple cameras and integrating the footage from them. Schmidt said Netradyne has a system with 270-degree visibility, including seeing both sides of the vehicle with a single camera.

3. Recording
There are two primary recording options to consider:

Trigger-based: This system initiates recording based on specific events or triggers. Common triggers include hard braking, rapid acceleration, sharp turns and impact. Some systems also allow custom triggers, like entering/exiting specific geofenced areas. Since it records only around the trigger event, you might miss some context leading up to or after the event.
100% drive-time: This system records continuously while the vehicle is in operation, capturing everything that happens from the moment the engine starts to when it’s turned off. It provides a complete record of the entire trip without any gaps. Because it captures everything, the amount of data generated can be significant, leading to larger storage needs.

“I can’t tell you how many people we’ve spoken with who did the right thing by implementing cameras. But when they really needed the trigger-based camera to turn on, it didn’t pick up the specific footage they needed, and that caused some problems for them,” Schmidt said.

4. Quality
“Lower-quality [versus high-definition] cameras might capture a license plate when your vehicle is sitting in a parking lot,” Schmidt said. “But they can’t do it very well when the vehicle moves 65 miles per hour.”

High-definition or HD recording offers higher resolution, which provides clearer details in the footage. This clarity can be crucial when identifying license plate numbers, faces or other specific details that may be significant in the event of an incident. If the footage is to be used as evidence in court or for insurance claims, HD video is more likely to be considered credible due to its clarity and the ability to discern details. Grainy or pixelated footage can be dismissed or may not offer the needed evidence.

Netradyne-156 — Image Courtesy of Netradyne

5. Filtering
One challenge with 100% drive-time camera systems is filtering through the massive volume of footage they record to find the relevant clips you need.

This is where artificial intelligence capabilities become essential. Instead of manually sifting through hours of footage, AI can automatically tag and categorize events – like near-misses or hard brakes – making it easier for fleet managers to review incidents.

“That’s why it’s crucial to have accurate AI, so you’re able to make those differentiations and make those coaching and safety decisions without literally having to go through hundreds of hours of video,” Schmidt said.

6. Safety
“Ultimately, you want to spec a camera capable of helping change driver behavior,” Schmidt said. “And you change driver behavior by giving them the tools they need to understand how they’re doing, what they need to do better and how they’re tracking towards those goals, and give them that feedback as much as you can in real time.”

OEM vs. Aftermarket Parts: What’s Best for Your Operation?

Written by Grace Suizo on November 22, 2023. Posted in Maintenance.

When it comes to purchasing parts, how do fleet professionals decide whether to take the OEM route or explore aftermarket options?

UFP recently spoke with Alan Cunningham, superintendent of fleet maintenance for Ameren Illinois, and James Kuha, transportation operations supervisor for Central Hudson Gas & Electric, to gain some insight on how they make these decisions.

Involve the Experts
According to Cunningham, relying on your frontline team is critical when making parts purchasing decisions.

“Our fleet technicians and frontline supervisors are the best resources for knowing which part works best, how best to source those parts, and how to get the job done in a safe and timely manner,” he said.

The Ameren Illinois fleet consists of approximately 3,700 assets, ranging from small pickups and SUVs to large digger derricks and aerial units, trailers and off-road construction equipment, and a growing number of hybrid and fully electric vehicles.

The supervision team meets virtually every week. These meetings provide a forum for team members to bring up issues related to parts availability that may also affect their peers. Shop visits are conducted throughout the week, and the team usually meets in person every one to two months.

“We will always review the data and compare costs, but it’s equally important to create and maintain open two-way communication with our fleet technicians and supervisors,” Cunningham said.

Central Hudson shares the same perspective. The utility’s fleet consists of 1,089 assets, including tracked equipment, bucket trucks, digger derricks, dump trucks, light-duty vehicles and pickups, and a variety of off-road equipment.

“The employees performing the work should be involved in the discussions surrounding these decisions,” Kuha said. “They will be able to tell you about the quality of the materials/parts they are using, as well as offer insight into the durability of the parts over lengths of time. Additionally, first-line supervisors should be engaged in these decisions.”

He suggested reviewing analytics as well. “Having a better understanding of your fleet, how the equipment is used and the ramifications of not having that equipment available will allow fleet managers to make more informed decisions.”

It’s also helpful to have employees who are well-versed in fleet maintenance and aware of aftermarket options.

“We do have a parts person who orders parts needed for our technicians,” Kuha said. “This person is aware of the parts that should be bought as aftermarket, such as preventive maintenance items. She will look at availability when making larger decisions. Since she deals with vendors and parts daily, she is acutely aware of the offerings.”

Shop Around
Both Ameren and Central Hudson have a mix of OEM and aftermarket parts in stock.

One of the most important drivers for Ameren is getting the correct part for the job at hand. Price, availability and turnaround time are other factors taken into consideration.

“Ensuring our fleet equipment is safe and ready to use when needed are our primary goals,” Cunningham said.

Quality and availability are the most important factors for Central Hudson. In addition, the utility looks at the ease of obtaining the part and the associated costs.

According to Cunningham, the main advantage of stocking OEM parts is knowing they will work correctly as designed. However, cost and availability do come into play.

“Over the past two to three years, we’ve seen an increase in back-ordered parts, with some OEM electronic modules having lead times approaching a year or even more,” he said. “In these cases, we’ll work with our suppliers in finding alternatives and purchase aftermarket parts when those are an option. Early on we had problems sourcing some fairly common filters and tires, but for the most part, those have been resolved now.”

Central Hudson has been impacted by the focus on warranty work provided by OEMs.

“Since OEMS won’t use aftermarket parts, in most cases, this has extended the wait for some warranty repairs,” Kuha said. “For example, we have had several units waiting on rear differentials. Some wait times have exceeded several months.”

Finding Workable Solutions
Cunningham said that service after a sale plays a part in Ameren’s decision on whether to use OEM or aftermarket parts. While OEM is the preferred choice, aftermarket parts can also help fill in the gaps.

“If we run into an availability problem, we’ll first contact the supplier and request they work to find a part elsewhere in their system, although that may take somewhat longer,” he said. “In some cases, if a unit is out of service awaiting a part, our technicians will work with their supervisor to research possible alternate parts available from an online supplier.”

However, Cunningham emphasized the importance of sticking with only high-quality parts from a reputable source.

“There are many look-alikes of lower quality that equate to a shorter life span that should be avoided,” he said. “On occasion, we’ve had quality issues with some aftermarket parts that were marketed and sold as replicas of the OEM part but then failed early. When this happens, we’re often stuck with no recourse for service. Using trusted OEM suppliers that we’ve built relationships with over the years has greatly helped alleviate this challenge for us.”

For remanufactured driveline parts including engines, transmissions and third members, Ameren tries to purchase from the equipment manufacturer as much as possible.

“This helps ensure the rebuilt part contains any revised or updated components, meets the latest industry standards and generally includes a more robust warranty,” Cunningham said. “Normally, aftermarket and OEM warranty coverages will be similar, but working through some aftermarket return/credit processes can take more time and cost more than the potential savings.”

Lighting products and filters are some of the aftermarket parts that the utility sources.

Kuha said that for Central Hudson, OEM-specific parts work best for aerial devices and digger derricks since the utility has not found good aftermarket support for those products.

The utility does buy many of its preventive maintenance parts from aftermarket suppliers, including brakes, brake components, filters, oil, lighting and wipers.

“We have been doing this for many years now,” Kuha said. “These parts are cost effective and offer good quality.”

But while costs are important, Cunningham and Kuha both advised against looking only at costs when choosing a vendor.

“Avoid the temptation to go with the lowest-cost item or an unknown supplier,” Cunningham said. “Quality parts from a reputable source that provides personal service is still your best bet. It may take time to develop those supplier relationships, but the payoff is well worth it.”

Kuha agreed, noting that buying aftermarket parts doesn’t always translate to lower prices.

“Be careful of costs,” he said. “In some instances, you could be paying more for aftermarket parts than you are paying for OEM.”

Kuha noted that the utility recently discovered an aftermarket vendor was charging double for heavy-duty brake parts. “When we did a comparison to our local dealer, we found we could get these parts directly for 40% to 50% less than what our aftermarket supplier was charging.”

Exhibits and Education Headline the 54th Annual ATSSA Expo

Written by Kate Wade on November 22, 2023. Posted in Event Coverage.

Exhibits and Education Headline the 54th Annual ATSSA Expo
Discover the latest roadway safety solutions and trends at the February 2024 event.

The 54th Annual ATSSA Convention & Traffic Expo will take place February 2-6, 2024, at the San Diego Convention Center. Produced by the American Traffic Safety Services Association, the event is expected to draw approximately 3,700 roadway safety industry professionals from across the globe.

Attendees will have access to the expo’s exhibit hall, featuring the latest industry products and services from over 200 exhibitors. These are expected to include a wide variety of cutting-edge traffic safety solutions and state-of-the-art roadway safety vehicles and heavy equipment, from striping trucks to truck-mounted attenuators. A new products rollout will also be hosted live February 5.

Beyond exhibits, the 2024 expo will offer more than 40 educational sessions designed to inform attendees about the latest roadway safety infrastructure trends. These will be a mix of concurrent sessions and micro sessions; concurrent education is presented by industry professionals and experts outside of trade show hours, while the micro sessions will be presented on the show floor for quick bursts of education. For a listing of all educational offerings at the expo, visit https://expo.atssa.com/education.html.

A full listing of all expo events can be found at https://expo.atssa.com/program.html

The Impact of AI and Machine Learning on Telematics

Written by Gary L. Wollenhaupt on September 21, 2023. Posted in Smart Fleets.

While the flying automated cars of “The Jetsons” cartoon are still to come, the growing power of artificial intelligence is moving fleet telematics into the future.

Smart telematics systems are already in use by many fleets, but the technology is moving to the next level with the integration of artificial intelligence and machine learning to analyze data and predict trends.

Terms like “artificial intelligence” and “machine learning” get thrown into the conversation as innovations like ChatGPT grab headlines. But what do they really mean? Artificial intelligence is software that can make decisions on its own. Machine learning is a specific technique that helps AI become smarter and more accurate through analyzing and testing mountains of data.

“Think of AI as the brain and machine learning as the method used to improve that brain,” said Kevin Aries, associate director at Verizon Connect (www.verizonconnect.com), a fleet telematics provider.

Verizon dashcam 3 — Photo Credit: Verizon

Verizon dashcam 4 — Photo Credit: Verizon

Verizon dashcam 1 — Photo Credit: Verizon

Changing the Way Fleets are Managed
So far, most telematics-driven efforts to improve fleet safety and driver performance have been reactive. Systems that incorporate artificial intelligence can help managers be proactive.

“Now, our goal is to prevent an accident before it ever happens,” said Barrett Young, chief marketing officer at Netradyne (www.netradyne.com), a fleet safety technology provider.

Traditional telematics records numerical data, bits of information from the vehicle systems that graph into charts that show speeding or sudden braking. Gathering information from video sources such as dashcams has been challenging, but artificial intelligence makes that possible.

Netradyne Asset 1 — Photo Credit: Netradyne

Netradyne Asset 2@4x — Photo Credit: Netradyne

Netradyne asset 3 — Photo Credit: Netradyne

New technology employs edge computing devices – such as intelligent dashcams – that extract information from video, such as whether a driver is wearing a seat belt, smoking or using a mobile phone. Edge computing is where the software runs on a computer in the vehicle rather than sending data back and forth to a central server. Information can be processed much faster, allowing for near real-time analysis and response.

With in-cab cameras recording driver behavior and traffic activity, artificial intelligence can identify video clips that require management attention.

“AI can escalate the most severe driving behaviors directly to the fleet manager, saving them a lot of time because they’re able to focus on the most dangerous driving behaviors that are relevant to them,” Aries said.

Artificial intelligence can sound real-time driver alerts with faster computers and always-connected vehicles. Dashcams equipped with AI can sense when a driver is distracted and sound a tone and verbal warning in the cab.

The more fleets that use AI-driven tools, the better they become for everyone. By observing thousands of drivers over thousands of miles, artificial intelligence improves accuracy in interpreting what it sees.

“Theoretically, we’ve now prevented an accident from happening that had a high probability of happening,” Young said.

At the same time, fleet managers can track good driving and compliment drivers on the 90% of driving that’s compliant with safety standards.

“You can flip the script on the conversation with the driver so you’re not just punishing the 10% of the driving that needs correcting,” Young said.

Predictive modeling can spot driver behavior that could add up to an accident. A manager’s dashboard spotlights drivers with a score over a specified level at which the probability of an accident skyrockets, based not only on an individual driver’s behavior but also on the aggregated history of thousands of drivers.

“We’re not only going to prevent the bad things, but we’re also going to increase the good things,” Young said.

Linking Roads and Vehicles
One of the reasons the commercial aviation industry has such a stellar safety record is that systems on the aircraft link to systems on the ground, including radar as well as fleet management tools, said Jamie Sullivan, vice president of business development for Derq (https://en.derq.com).

derq final highr rez2 — Photo Credit: Derq

Soon, technology will link vehicles and roadway infrastructure in a similar way. Telematics and traffic monitoring systems will talk to each other to bring the same level of safety to the roadways. Companies like Derq are working with municipalities and transportation agencies to gather and communicate real-time information to improve traffic flow and provide routing information to avoid problem areas, using technology installed in roadways and traffic lights.

“Right now, everything is done from the vehicle perspective, but once the technology gets there, a host of things will open up,” Sullivan said.

Dynamic messaging signs alerting road traffic of an accident or slowdown use crowdsourced data. Eventually, that information could flow to vehicles.

“Governments are starting to get more involved in delivering that messaging, which will ultimately feed into the telematics systems and help with rerouting vehicles,” Sullivan said.

Real-time routing updates could pay off, particularly in congested cities. Utility fleets could speed up emergency response with traffic light privileges.

“If you have real-time traffic data, you can still accomplish the operational plan for the day, reduce fuel consumption and reduce overtime for drivers,” Young said. “There are these compounding effects by using advanced artificial intelligence with real-time reporting.”

As more data becomes available from advanced telematics and connected electric vehicles, what seems like science fiction today will become commonplace.

“Eventually, we won’t talk about artificial intelligence and machine learning because it will become synonymous with great tech that enables our business,” Aries said.

About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

How to Spec All-Terrain Tracked Carriers for Aerials and Derricks

Written by Sean M. Lyden on September 21, 2023. Posted in Equipment.

How can your line crews safely get to power lines and poles that trucks can’t reach?

That’s where all-terrain tracked carriers with aerial platforms and digger derricks come in. A tracked carrier is a heavy-duty off-road vehicle – with continuous tracks instead of wheels – that transports equipment, materials or personnel across challenging terrain. Its design assures stability and minimal ground pressure, making the vehicle ideal for soft, uneven or rugged landscapes without tearing up the surfaces it crosses.

But when you consider that these machines can cost anywhere from $250,000 to $750,000 or more, how do you ensure you select the right carrier for the job? Use this 10-point checklist as a guide.

1. Total Payload
“Choosing the right chassis for your payload is the starting point,” said Scott Merrill, vice president at PowerBully (www.powerbully.com). “You don’t want to overspend on a 36,000-pound-capacity chassis when your equipment only requires half of that. Likewise, an 18,000-pound chassis won’t suffice for a 100-foot aerial. Match the chassis weight capacity to your actual needs, even if it comes at a higher cost – it’s a necessary investment for safe and efficient operation.”

SEC in March 2020 — Photo Credit: PowerBully

Altec DT 80 on 18T for CHGE — Photo Credit: PowerBully

Photo from PowerBully — Photo Credit: PowerBully

2. Aerial Platform Capacity and Capabilities
“When it comes to the aerial aspect, the key considerations are the working height and whether the basket needs to accommodate one or two people and additional materials and tools,” said Tavis Renglich, sales manager at UTV International (www.utvint.com).

Working height refers to the maximum height that the platform can safely reach.

DPM_52_boom_over_cab — Photo Credit: UTV International

DPM_52_front — Photo Credit: UTV International

RT-02-DD-boom-extended — Photo Credit: UTV International

RT-02-DD — Photo Credit: UTV International

Side-view_boom_extended — Photo Credit: UTV International

3. Digger Derrick Capacity and Capabilities
“The first consideration when spec’ing derricks is the size of the poles you’re working on, which determines the working height you need,” Renglich said. Other factors include weight capacity – the maximum weight the digger derrick can safely handle – and jib capacity, which dictates how much weight the derrick’s extendable arm can lift when extended to its maximum reach.

4. Tracks
“Track selection depends on terrain,” Renglich said. “A one-piece rubber track might do if the machine operates on mostly smooth and level terrain. But if you find that it needs to operate on rough terrain with ditches, rocks, steep inclines, water, and heavy-duty mud and snow, you need more robust tracks that offer the maximum traction and durability.”

5. Climate Conditions
For colder climates, consider options like winterized tracks and extreme cold packages. Winterized tracks are designed to maintain traction and durability in icy or snowy conditions, which are crucial for safety and functionality. Extreme cold packages may include features like engine block heaters, specialized lubricants, and insulation materials designed to keep the machine running smoothly even when temperatures drop to extremely low levels.

What about extreme hot temperatures? Add an enclosed air-conditioned cab to ensure operator comfort and safety.

6. Controls
Should you spec a steering wheel or dual stick controls?

“The steering wheel controls are more intuitive and easier to operate for crews not familiar with operating heavy equipment,” said Brett Barlow, engineering lead at PowerBully. “But some fleets have operators who prefer the precision and control they can get with the stick. So, operator preference and ability are some things the fleet manager will need to factor into their decision.”

7. Overhang
Overhang refers to the tracked carrier’s parts or equipment that extend beyond the main body. Excessive overhang can be a limitation when maneuvering through narrow environments or deep ditches. “You need a lot more space to turn the machine around [with an excessive overhang],” Renglich said. “You also need to be careful if you’re crossing ditches where you might end up with the boom hitting the ground before the rest of the carrier does.”

One way to reduce the overhang is to spec a telescopic boom whenever possible.

8. Lighting
“If you have to operate in low light conditions or at night, make sure your carrier is equipped with sufficient lighting options to ensure a safe and effective work environment,” Barlow said.

9. Fording Depth
Fording depth refers to the maximum water depth that the carrier can safely cross. This is critical if the carrier trudges through streams or flood conditions of 3 to 4 feet.

10. Telematics
Telematics systems offer in-depth, component-level insights into the carrier. “It’s not just about finding out where the machine is but understanding how it’s operating,” Merrill said. “When problems arise, [the telematics system] generates diagnostic codes, enabling more precise and, in some cases, remote problem-solving. Telematics has become essential for fleet managers who want to improve their machines’ operational efficiency and uptime.”

The Bottom Line
Selecting the right all-terrain tracked carrier isn’t just about cost; it’s about investing in the safety, efficiency and longevity of your equipment – and your line crews. So, whether it’s an aerial platform or a digging application, use this 10-point checklist to help ensure you’re investing in a machine best suited for the job.

Using Power Tools in the Bucket

Written by Ryan Berg and Jim Olson on September 21, 2023. Posted in Special Focus.

Lineworkers rely on a variety of tools when working from the bucket of an aerial device. Safe work practices require that these tools not create additional exposure to electrocution. Hand tools – such as bolt cutters, knives, pliers and wire strippers – are often made of metal. So, when employees are working in aerial devices, employers typically require hand tools to be insulated with layers of nonconductive material, such as plastic or nylon.

Greenlee Hydraulic Impact Wrench and Utility Auger Bit — Photo Credit: Emerson Electric

Greenlee Battery Powered Cable Crimper — Photo Credit: Emerson Electric

Greenlee Hydraulic Long Reach Chainsaw — Photo Credit: Emerson Electric

Power tools (e.g., drills, impact wrenches, circle saws, chainsaws, crimpers, cutters) are also used in the bucket. Historically, hydraulically powered tools were the only option available, but trends are changing and options for battery-powered equipment are expanding. The remainder of this article offers discussion on the pros and cons of each type, plus tips for the safe use of hydraulic power tools.

Hydraulic vs. Battery Power
Whether to choose hydraulic or battery power for your tools will be determined by your employer’s practices and preferences. Today, some companies are moving away from low-pressure hydraulic systems in trucks and do not require hydraulic tool circuits; they instead favor using battery-powered tools, although there are still some instances in which hydraulic tools are more suitable for the task. For example, tools including long-reach chainsaws, tampers, ground-rod drivers and pole pullers work best on a hydraulic system as the amount of overall energy needed to use these tools is not available from a battery.

Hydraulic tools have other benefits as well, including ruggedness and durability. Not only that, but you cannot replace insulating saws commonly used today with battery-operated or gas-powered tools; that’s because hydraulic is the only option that delivers the power as well as the long runtime needed while also keeping the cutting tool insulated from the operator, which is critical to safety.

There are some downsides to using hydraulic tools when a battery-powered option is available. A hydraulic tool is often more cumbersome compared to its battery-powered counterpart. The weight of a hydraulic tool and hoses – plus an intensifier if needed – can mean more weight in the platform than what a battery-powered tool weighs.

Greenlee Battery Powered Remote Cable Cutter — Photo Credit: Emerson Electric

Battery-powered tools are quickly advancing with new technology that allows users to operate the tools remotely and more ergonomically. Aside from those advantages, battery tools also offer other benefits compared to hydraulic tools. Removing the need for a hydraulic hose or cord can make tools more maneuverable, especially in a small space like a bucket. Additionally, new advancements have led to the development of hydraulic battery-powered tools that offer 1,000 volts of insulation. So, in combination with insulating PPE worn by the operator, these tools can help utility workers achieve another layer of insulation.

The remote tool operation feature now available in some battery-powered tools can help reduce potential risk to the operator when compared to historic work practices and tools. Operating a tool remotely allows the user to put more distance between themselves and potentially energized lines. For example, tool operators can attach a remote cutter or crimper to an insulating hot stick to reach the line instead of having to reach directly from the bucket. Depending on the situation, the work may even be able to be performed from the ground using an extendable hot stick.

Tool intelligence features available in enabled battery tools can provide operators with more insight into the tools’ performance by providing, for instance, crimp force confirmation and cycle counts information. The crimp force confirmation can be used to provide quality assurance so that the operator has little doubt that a termination was done properly. Cycle counts information provides insight into tool usage, which can aid in ensuring proper tool maintenance, potentially reducing downtime caused by a tool failing to perform on the job.

In many applications, battery-powered tools are delivering power comparable to hydraulic tools in a lighter package with smart technology and intelligence for aerial work practices. A key item to keep in mind when using battery tools is that you must monitor battery life and keep the tool charged; having extra batteries on hand can help to eliminate the risk of downtime.

Whether you opt for hydraulic tools or the battery-powered variety, all tools and accessories must be inspected, maintained and operated in accordance with manufacturer instruction manuals and the safety rules that apply to all aerial device applications.

As a reminder, workers should be aware of the dangers of cross-phasing at the boom tip and never bring any conductive object from outside the platform to the inside of the platform. This includes extension cords, guy wires, conductors and power tools; they will eliminate the insulating benefits of the machine. Tool holders and tool trays must also be made of nonconductive material.

Tips for Using Hydraulic Power Tools
Hydraulic power tools must be equipped with orange nonconductive hoses to prevent cross-phase creation. In the bucket, hydraulic couplers must not be exposed where they can make contact. Some tools have fiberglass extensions to increase reach and help reduce the chance of electrical injury. Users should be aware that hydraulic oil is flammable and can catch fire if an arc occurs.

It’s possible to use hydraulically powered tools on the ground if the truck is equipped for it. The same precautions are critical to prevent electrocution. Most trucks are equipped with wire-reinforced hoses on reels for use on the ground because this type of hose is more durable. For this reason, there must be an insulating section – often called a whip hose – between the tool and the wire braid hose from the truck to keep the worker isolated and to reduce the chance of tool operator electrocution should the vehicle or boom become energized.

There are two types of hydraulic systems: open center and closed center. The type of hydraulic system used by the tool must match that of the truck; otherwise, the hydraulic system and tool will overheat. Most hydraulic tools can be switched for use on either system, but workers should verify with the tool manufacturer and their employer how to do so properly. Likewise, the type of oil used in the tool and on the truck must be compatible because the tool is run by the truck’s hydraulic oil supply. Hydraulic hoses rated less than the operating pressure should never be used. In addition, do not operate hydraulic tools on high speed for an extended period without stopping. Continuous operation can cause overheating and possible damage to the hydraulic system. The tools and tool hoses, like all other components of an aerial device, must be inspected before each use for leaks and damage and to ensure proper operation.

Conclusion
Hydraulic tools in combination with battery-powered tools may be the best of both worlds. There are more people in buckets today than ever, and both types of tools can provide reliable solutions that, when properly applied, can efficiently accomplish the work required.

About the Authors: Ryan Berg is the director of product management – utility for Emerson’s Greenlee and RIDGID brands. In coordination with engineering and manufacturing, he leads the development of new products as well as improvements in current products.

Jim Olson is senior product engineer at Terex. He has been working with aerial devices and digger derricks for more than 39 years, and with mobile hydraulic equipment for much longer.

How to Best Deliver In-House Technician Training

Written by David Cullen on September 21, 2023. Posted in Maintenance.

Top-notch technicians who are kept up to date on effective maintenance practices and compliance with safety and environmental requirements are the beating heart of any successful truck fleet. That’s even more so with electric utilities, which operate an array of specialized equipment.

Finding the best techs to do the best work begins with a fleet’s recruitment approach. But once qualified techs are hired, their knowledge and high skill levels are just the starting point.

While the basics of truck and trailer maintenance are well-established, the rapid clip at which trucking equipment is changing – as more onboard technologies, including electric drivetrains, proliferate and evolve – means that continuous training is becoming more critical for techs. What’s more, both techs and the fleet will be better served if regular in-house training is coupled with showing technicians a clear path to career advancement.

Train and Certify
Utility fleets can raise their tech retention levels by investing in training as well as providing techs with access to third-party certifications, such as those offered by ASE. Integrating these approaches presents techs with smooth stepping-stones to career advancement within their chosen profession, a recognized driver of retention in any field.

There are a lot of moving pieces to setting up, monitoring and updating an effective and comprehensive in-house training program. The first step is determining what essential information must be communicated to reduce equipment downtime and ensure its safe operation.

From there, decide whether the content should be presented by on-site instructors, via online programs or some combination of both. Bear in mind that in-house training can be amplified or expanded by requesting that equipment suppliers and vehicle OEMs send in their experts to conduct customized training on new developments or to resolve specific issues.

This aspect is growing in importance given the speed-up in the adoption of electric trucks and the service expertise and charging infrastructure they require. In this case, it may be one or several types of suppliers that can provide needed training.

Apprenticeship Angle
Another option is to train technicians through an apprenticeship program, according to Thomas Bray, senior industry business adviser at J. J. Keller & Associates. “The key to success is having a regimented program with in-house and external training benchmarks,” Bray explained in a blog post (see https://eld.kellerencompass.com/resource/blog/is-your-fleet-technician-qualified). He stated that the goal should be to “ensure that your company and technicians exceed basic requirements. Doing quality-control checks and insisting on ongoing training are standard methods used by fleet professionals to make sure their technicians are exceeding the requirements.”

As for the whys and wherefores of a solid in-house training program, perhaps the most respected source for designing a program unique to your fleet can be found within several of the Recommended Practices (RPs) issued by the American Trucking Associations’ Technology & Maintenance Council (TMC). Developed over decades by expert fleet managers, these detailed best practices are devoted to the training and development of truck techs.

Instructor-with-tech-students-Credit-Mack-Trucks — Photo Credit: Mack Trucks

International eMV Charging Credit Navistar — Photo Credit: Navistar

Tech Focus
Here is a primer on some of the eye-opening elements of the TMC training recommendations (note: full access to the RP manual can be purchased from TMC at www.atabusinesssolutions.com/Shopping/Product/viewproduct/8529202/). For starters, the TMC contends that a training program should focus on the performance of the tech. “A fleet’s goal should be to have an ongoing, systematic program that furnishes the technician with training that delivers all the necessary technical information and hands-on skills needed to maintain and improve the competency of the technician during employment.”

To that end, the program must be written to deliver the objective of training, define expectations and allow for measuring for improvement: “Once the manager determines the desired outcome, then the objective becomes easy to write.”

Factors that the TMC lists as essential to a performance-based training program include the following:

Set expectations for training.
Identify, analyze and sequence job tasks the tech must carry out to meet objectives.
The program must focus on need-to-know content (i.e., the knowledge and skills required for the job).
Tech participation should be encouraged via demonstration activities, worksheets, homework, training aids and so forth to ensure goals and objectives are met.
After training, content should be reviewed in light of the objectives and outcomes.
Support of techs should continue beyond completing coursework. “It is important to develop post-training support materials to act as ongoing reinforcement of the training.”

The TMC manual also offers guidance on how to assess training needs, including by drawing from employment screening tests, OEM direct-warranty training requirements and the ASE detailed score reports given to certification candidates after each test. Also suggested is considering the “organization, culture, and other unique requirements of the shop.”

Blended Learning
Ryder System, a provider of supply chain and fleet management solutions, is another top resource for tech training tips. The company’s operations include its massive fleet of lease/rental trucks and trailers. Ryder recently expanded its diesel technician training to further enhance the recruitment and training of techs, including student trainees, early career professionals and military veterans.

Given that diversity, it’s not surprising that Ryder offers what it calls a “blended-learning curriculum that begins with training on how to engage with customers, conduct multi-point vehicle inspections, and fuel vehicles.” Tech trainees complete a range of assignments, from navigating one-on-one interactions with employees in various operational roles to taking technical instructor-led classes on foundational topics, such as air-conditioning, heavy-duty electrical systems and preventive maintenance.

According to Bryce Kinsley, Ryder’s vice president of maintenance operations, “Our technician trainee program takes a holistic approach in the overall training and development of new Ryder technicians. We not only focus on the technical skills necessary to be a professional technician, but we also ensure the trainee’s performance meets our standards on safety, quality, and providing a positive customer experience.”

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

How to Best Interview Fleet Personnel

Written by David Cullen on September 21, 2023. Posted in Management.

The hiring process for any job involves some dancing on the part of the employer and the applicant. Depending on the savvy and experience of the job seeker, the footwork gets most intense when the discussion moves to compensation, which covers everything from wages to health benefits to overtime rates and paid time off.

The dance is more subtle at the start of the hiring process; it’s akin to two chess players taking stock of each other in their early moves. Of course, the goal for the employer should be to hire the best person for the job within the budget set for filling that position. But all the while, the employer should also ensure that the applicant knows that they are not getting into the ring for nine rounds but rather being invited to try out to join a winning team.

Navigating this fraught process requires a road map. And that is what well-thought-out, tailored-to-the-job interview questions are meant to provide. Couple those with a professional, respectful demeanor toward applicants, and it’s far more likely a fleet will hire personnel who fit well within the organization and will become successful long-term employees.

The Greatest Challenge
Most of the critical fleet positions that utilities seek candidates to fill fall into the realm of shop operations. Given the technician shortage across all of trucking and many other industries, it is securing new mechanical/technical talent that looms largest for fleets of all types. On the other hand, the general principles of effectively interviewing techs also apply to hiring other staff, from administrative to executive. After all, whether the employee works in the office or the shop, their mission is to help operate the safest, most efficient fleet possible.

When talking to techs or other workers, you need to know what you are looking for before you can ask candidates how they will fit that bill. To get there, AssetWorks (www.assetworks.com), a Wayne, Pennsylvania-based provider of fleet management solutions, recommends using the interview process to zero in on who has the six key traits of a high-quality technician (i.e., diagnostic skills, experience, desire to learn, resourcefulness, work ethic and tech savvy).

A utility fleet manager could put this approach to work by developing questions that will shine a light on how closely candidates mirror these top-notch traits. Following are some examples.

1. Diagnostic Skills
Mechanics must be able to quickly diagnose the root cause of a problem. To enable that, techs should have access to fleet software on the shop floor. Therefore, a key question for applicants is to ask them to discuss their expertise in diagnostics and their experience working with shop software and other technology.

2. Experience
Exactly how experienced is the applicant? Have they worked on the types of specialized truck and trailer equipment used by electric utilities? How many vehicle systems are they already trained on, such as electrical, fuel, braking and powertrain (including electric)?

3. Desire to Learn
What is the technician’s thinking on continuing their education? With the rapid advancements in truck technology, including the advent of electric drive and automated systems, techs who are not open to further developing their skills are at great risk of falling behind their peers.

Also be sure to inquire about any professional certifications they have earned, such as through ASE. According to AssetWorks, “Not all technicians will be certified, but those who are offer security by ensuring they are qualified to complete repairs correctly. Technicians can receive an ASE [certification] every five years to keep their knowledge up to date.”

4. Resourcefulness
Even experienced technicians can get stumped by service requests now and then. The question here is, what steps would they take if they were at a loss about how to move forward? Who would they reach out to for assistance? If their response includes asking you about the shop hierarchy and whether the fleet has a formal mentorship program, that’s likely a clue to their resourcefulness.

5. Work Ethic
In many ways, techs are the tip of the spear. They are charged with the responsibility of releasing service equipment only when it has been properly maintained and repaired so that it operates correctly and safely. Techs must also be productive to keep downtime to a minimum. During the interview, ask them how they respond to pressure without losing their edge. When needed, can they multitask to keep the flow going? Are they passionate about maintenance – or about any other type of job the applicant may be seeking, from shop to office?

6. Tech Savvy 
The best techs are smart and savvy. Given that, does the applicant grasp the importance of implementing new vehicle and service technology? Can they leverage technology to cut downtime while also ensuring quality repairs are done and maintenance schedules are adhered to? You might also ask what technology they would like to see in your shops.

Just as there are no right or wrong answers to questions designed to elicit information, there isn’t one set of interview questions that will give managers all the answers they seek to make the best hiring decisions possible. Write the questions you want for the answers you need.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

What’s New in Aerial Lift Equipment in 2023?

Written by Sean M. Lyden on September 21, 2023. Posted in Special Focus.

When repairing power lines, inspecting high and hard-to-reach areas, or lifting transformers and other heavy equipment, the objective is clear: How can line crews do their jobs safer and faster?

That goal has driven the development of several new products and upgrades released by top aerial platform and crane manufacturers in the past few months.

So, what new aerial lift products have come to market recently? How can they equip utility companies and contractors to improve crew safety and productivity? Here are six new developments to keep your eye on.

Elliott Equipment Co.
What’s New: V63 HiReach material-handling aerial platform

Designed for a 19,500-pound chassis, the V63 HiReach offers a 40-inch-by-60-inch rotating aerial work platform, suitable for two workers and their tools, with a lifting capacity of up to 1,000 pounds.

The V63’s 38-foot-wide side reach combined with zero tail swing optimizes the platform’s operation within a single setup. Its 8-foot outrigger spread also allows for setting up the machine in tighter spaces.

The onboard remote diagnostics system provides real-time performance monitoring.

Terex Utilities
What’s New: Z-60 Substation Utility Boom

At the 70th Anniversary Electric Utility Fleet Managers Conference in June, Terex Utilities introduced the Terex Z-60 Substation Utility Boom (SUB), which followed the earlier release of the Z-45 SUB in 2021.

The Z-60 SUB is designed for substation work and other applications where an insulated device is needed and an articulating z-boom is a more practical option than a bucket truck. Examples include working in tight areas where a truck’s footprint is too large or applications that require a higher level of boom articulation. Its dielectric features isolate the boom tip from the chassis ground, reducing the need for boom-tip bonding.

The Z-60 SUB offers two operational modes. The unit can work a complete shift on a single battery charge in all-electric mode. And in hybrid mode, it has more than a week’s worth of run time with a single diesel tank. The hybrid system automatically senses if the batteries need to be charged and will use the 24-horsepower diesel engine and the onboard generator to recharge the batteries.

Altec
What’s New: AC65E telescopic boom crane truck

Altec has introduced the AC65E, a telescopic boom crane truck with a six-section main boom that offers 155 feet of maximum extended length and a lifting capacity of up to 130,000 pounds. The unit can reach a platform working height of 216 feet when configured as an ANSI A92.2-compliant aerial device.

A two-stage hydraulic jib can be articulated from zero to -80 degrees with a rated load on the hook. The main boom features two selectable extension modes to maximize capacity close to the machine and farther away.

The machine also features a 12,500-pound hydraulically removable counterweight that increases load capacity at high-radius picks and allows for an easy, one-person installation and removal from inside the cab.

The 22-inch outrigger penetration and four-span options provide the flexibility to set up the machine on the most challenging terrain.

According to Altec, the AC65E is the only machine in its class under 40 feet long. It can be configured to comply with federal bridge laws so that it can travel without additional permits.

Manitex International
What’s New: ECSY-Electric Crane System

Manitex International introduced its ECSY-Electric Crane System as a new module option for the Manitex TC series cranes. The system is designed for job sites that require reduced noise and emissions.

Designed with a 480-volt electric motor and a variable displacement hydraulic pump, the ECSY allows for prolonged on-site use, drawing from local power sources. The system also offers a self-contained pin-on configuration, ensuring easy transitions between cranes in “ECSY Ready” fleets.

Manitex_Electric Crane System — Photo Credit: Manitex

DICA
What’s New: ProStack Slot Lock Interlocking Cribbing Blocks patent

DICA recently received a patent for its ProStack Slot Lock Interlocking Cribbing Blocks.

The patent (U.S. Patent 11,479,939) is for the slot and flange interlocking system. Each block has a flat lower surface with downward extending lips positioned at opposing ends of the lower surface. When the blocks are stacked and pressure is applied, the blocks lock together, allowing users to safely gain cribbing height in unlevel conditions.

“Slot Lock Cribbing Blocks can be used under medium-sized equipment with stabilizer or outrigger reaction forces up to 100,000 pounds, such as aerial lifts, digger derricks, concrete pump trucks and knuckle boom cranes,” said Kris Koberg, DICA’s CEO.

The interlocking system can be used independently or integrated with slotted SafetyTech Outrigger Pads to increase bearing area and decrease ground-bearing pressures. Each layer increases the cribbing height by 5 inches.

The cribbing blocks are composed of a blend of post-consumer and post-industrial recycled material. According to DICA, this material mixture provides users with an eco-friendlier, longer-lasting solution that won’t splinter, crack or rot.

DICA_ProStack SlotLock — Photo Credit: DICA

Manitex International
What’s New: TC850 Series truck-mounted crane

Manitex International introduced the all-new TC850 Series truck-mounted crane at CONEXPO-CON/AGG earlier this year.

The TC85159 features an 85-ton base rating at a 10-foot radius and a five-section, 159-foot, full-power, proportionally extended boom with a 168-foot tip height. The machine also offers a 228-foot tip height with an optional two-piece, 30-foot to 60-foot bifold offset lattice jib.

With a 360-degree area of operation without needing a front (fifth) outrigger, the machine’s all-new outrigger design allows the operator to set up quickly in confined spaces and on uneven terrain.

New 2023 Products to Watch

Written by Kate Wade on September 21, 2023. Posted in Event Coverage, Industry Events.

Sherman+Reilly PLW-200E+ (Booth E1047)
www.sherman-reilly.com
The Sherman+Reilly PLW-200E+ four-drum electric pilot line winder delivers all-electric operation with The Onboard Rapid Recharge System by S+R, providing superior performance and automatic battery management so the operator can focus on the job at hand. With all the capabilities of our standard PLW-200H, the E+ has an all-electric drivetrain designed to exceed all-day use. The Onboard Rapid Recharge System responds automatically, without input from the operator, until the work is done, no matter how tough the job gets. The PLW-200E+ has a pulling capacity of 2,000 pounds and a single-drum capacity of 6,000 feet of 7/16 rope. In addition, S+R Telematics comes standard at no cost, providing industry-leading support in real time. Plus, a 10-inch touchscreen located on the dashboard incorporates how-to videos and the operator’s manual from the safety of the Safe-Zone enclosure with Ocu-View.

Elliott Material Handling Aerial Work Platform (Booths E1436, N553)
https://elliottequip.com
Elliott Equipment Co.’s latest product, the M87 Material Handling Aerial Work Platform, has an 87-foot working height and 77-foot side reach. The M87 provides unmatched access for utility, construction and maintenance professionals. Key features include 2,000 pounds of lifting capacity from its main boom winch and 500 pounds from its platform jib winch. The hydraulically self-leveling platform with 180-degree rotation ensures optimal positioning, reducing setups and strain on operators. The M87 stands out as it can be mounted on a 25,999-pound chassis. No CDL is required, saving costs and increasing operational flexibility. The M87 is certified to ANSI A92.2 in all modes of operation. It is also backed by a lifetime structural warranty.

UTV International Achiever RT-02 Digger Derrick (Booth E1015)
www.utvint.com
Starting from the ground up, the RT-02 is designed with a lower center of gravity, wider tracks and deeper treads. As a result, they balance perfectly, attack harsh terrain with ease and keep ground pressure at an all-time low; the Achiever RT-02 will never surpass a ground pressure of 3 psi when loaded. Additionally, the track height offers a 3-foot fording depth. The 134 horsepower of turbocharged diesel engine, when combined with its lighter weight, pumps out about 15 horsepower per ton for one of the highest power-to-weight ratios in the industry. What’s more, it can conquer steep slopes, hills and small mountains with ease, plus it is light enough to be towed on a 12-ton trailer behind a single-axle line truck.

Felling Drill Series Trailer (Booth K125)
www.felling.com
Operators work safer and faster when they trust their equipment and its capabilities. Felling’s Low Pro Drill Series provides that confidence with the double incline beavertail that reduces the top break over in half. The trailer is the ideal unit for transporting directional boring machines (horizontal directional drills). The Drill Series is equipped standard with 25K heavy-duty three-leaf springs and 9700 Hutch 49-inch spread spring suspension. Felling offers Low Pro Drill Series deck-over flatbed tag trailers with 30K-50K capacities.

Stellar Single- and Multi-Reel Trailers (Booth N111)
www.stellarindustries.com
Hauling, removing and laying wire and cable is quick, easy and convenient with Stellar Utility and Telecom Single-Reel and Multi-Reel Trailers. Perfect for transporting conduit, capillary tubing, inner duct and many other types of reel-mounted material, Stellar Reel Trailers keep cables neatly contained and organized so they don’t get tangled or damaged. They’re designed for one-person operation, and no forklift or crane is needed to load and unload a reel on self-loading single- and multi-reel models. Drop-on multi-reel trailers are also available. All Stellar Reel Trailers feature DOT-approved LED lighting and heavy-duty construction for durability. Other available features, depending on the model, include 360-degree hydraulic rotation, electric brakes, locking collars, grounding lugs and drop-leg rear-stabilizer jacks.

Altec Sentry Operator Training (Booth E134)
www.altec.com/safety
For nearly 20 years, Altec Sentry has helped employers train and certify Altec equipment operators on safe and proper operation. We are committed to your safety and believe that industry-leading equipment deserves industry-leading training. Altec Sentry offers a variety of instructor-led and online training courses for aerials, derricks and cranes. These OSHA- and ANSI-compliant courses aid in the fulfillment of employer training requirements. General training courses help employers meet the requirements for operator qualification when paired with familiarization and hands-on training. Altec Sentry also offers numerous familiarization courses covering basic safety and operation procedures for specific Altec units. Each course provides a record of training upon completion. For customers looking to take ownership of their safety program, Altec Sentry offers a train-the-trainer program. We will instruct a customer’s safety liaison through training that they can then administer themselves to their organization’s operators. Altec Sentry will also assist customers in documenting and maintaining records of employees who have completed training.

Mobile Desk Utility Truck Consoles (Booth S3758)
https://mobiledesk.com
Mobile Desk/Mobile Office Solutions is recognized as the world’s leading manufacturer of electronic utility truck consoles for America’s biggest and best electric utilities. Our electronic control center (ECC) units provide a simple, consolidated solution for almost any type of company looking to streamline and simplify their electronic needs. Our full-size electronic consoles consolidate all of the included features of our ECC units with the added value of full storage; magnetic cup holders; power distribution; adjustable armrests; hanging file support; magnetic accessories; 12-volt and USB C and C+A power; and laptop and tablet mounting solutions.

Andax Transformer Containment Bag (Booth S2819)
www.andax.com
Andax Industries is proud to announce a new addition to the Transformer Containment Bag product line: the Pad Mount Transformer Containment Bag 095-BC (TCB-095-BC). The TCB-095-BC is a containment solution for leaking and non-leaking electric utility pad-mount transformers. It is an extremely strong, puncture-resistant containment solution for the prevention of leaks and spills during changeouts and transportation and can help prevent electric utility employee accidents and environmental damage caused by leaks and/or contamination. The TCB-095-BC includes a clear outdoor weather cap to allow for simple, safe, outdoor weather-resistant storage while also providing Department of Transportation compliance while transporting transformers. The TCB-095-BC is designed to provide complete access to the transformer manufacturer’s lifting lugs, allowing for 100% OSHA compliance while lifting, moving and storing the transformer, thereby helping keep the line crew members safe. The standard Transformer Containment Bag sizes accommodate transformers of various sizes by use of adjustable height caps with straps and buckles. For example, the TCB-095-BC is 46 inches long by 36 inches wide with a variable height from 30 to 36 inches. Fast turnaround and custom sizes are also available to meet customers’ exact needs for any size transformer.

Hannay Reels Industry Essentials (Booth N962)
www.hannay.com
When it’s your job to maintain essential services, it’s vital to work with safe, durable and dependable equipment. The spring rewind grounding reel by Hannay Reels supports safe operations on utility and maintenance vehicles. The reel is used by professionals in the telecommunications, water, electric and natural gas industries. It can stand up to the toughest road conditions and is designed to respond quickly with an easy cable payout. The automatic rewind keeps job sites organized, helping prevent accidents and getting crews back in service fast. The reel has been independently tested to 43 kA for 30 cycles and helps meet OSHA requirements for vehicle grounding.

BedLock Dump Bed Safety Device System
https://bedlocksafety.com
BedLock Safety Products LLC is working hard to make your dump truck repair shops safer when doing routine maintenance or cylinder and hose change-outs. Our BedLock dump bed safety device system secures the raised dump box with two chains, two hooks and our exclusive double key slot retention plate. This system allows numerous ways to secure the bed in an upright position, eliminating the threat of a falling dump bed causing serious injury or death.

The Utility Expo Returns to Louisville

Written by Kate Wade on September 21, 2023. Posted in Event Coverage, Industry Events.

More than 850 exhibitors will showcase their equipment, products and services at this year’s Utility Expo, a biennial event produced by the Association of Equipment Managers and held at the Kentucky Exposition Center in Louisville. The 2023 event – which takes place September 26-28 – is currently on track to become the largest Utility Expo to date.

Featured exhibitors include Altec; Caterpillar; Custom Truck One Source; Ditch Witch; Elliott Equipment; Fat Truck; Greenlee; John Deere; LineWise; Milwaukee Tool; Prinoth; Sherman+Reilly; Terex; Vermeer; and Volvo Construction Equipment.

“Whether this is your first Utility Expo or you’ve been to the show before, I can guarantee you will find something new at the show that you’ll want to incorporate into your business practices,” said John Rozum, show director.

In addition to the 1.4 million square feet of indoor and outdoor exhibit space that attendees will have access to, this year’s show will feature a lineup of more than 50 educational sessions. These will be a mix of field classrooms, educational workshops and free sessions covering a variety of topics, from new technologies to traffic safety, locating and more.

“Our education offerings at the show range from peer-to-peer demos to professional instruction,” Rozum said. “Whether you prefer to learn in the classroom or in the driver’s seat, The Utility Expo has you covered.”

The show is also launching several new offerings for 2023. For example, the Community Zone experience, located in the North Lobby, will offer daily events, including presentations, live music and local product samples. The new “Utility Rocks” street party – featuring a local rock band at the Fourth Street Live! outdoor stage – takes place September 27 at 8 p.m. Another opportunity not to be missed is the new Safety Symposium, which offers 10 sessions and two different certifications from the American Traffic Safety Services Association.

“The education programs ATSSA will present at The Utility Expo can help participants expand their knowledge about traffic safety while on the job,” Rozum said. “This is a great opportunity for contractors to bring their crew to hear about emerging safety technologies or to become a traffic control technician and earning an ATSSA Flagger Certification, while also checking out the latest equipment on the show floor.”

Tire Procurement Strategies for Utility Fleets

Written by Grace Suizo on September 21, 2023. Posted in Technology.

Con Edison, headquartered in New York, operates a fleet of approximately 8,100 active assets ranging from light- to heavy-duty vehicles, including digger derricks, flush trucks, bucket trucks, tankers, tow trucks, buses and trailers.

The utility’s tire procurement decisions are made by an internal tire committee, whose members include engineers from the transportation department as well as garage supervisors and purchasing department employees. The group meets periodically to discuss tire issues and any new updates.

Con Edison engages in various purchasing strategies, such as bulk buying, establishing long-term contracts and forging partnerships with tire manufacturers.

According to Peter Matsis, a senior specialist in transportation, work management, for the utility, tires are ordered as needed to keep inventory quantities comfortable in the company’s 14 active garages. Excluding blowouts, Con Edison follows manufacturer-expected mileage and meets New York State inspection requirements. The company typically purchases about 600 tires a year.

The Best Starting Point
The best starting point for optimal tire procurement is to review what is currently being done, the frequency of tire purchases and replacements, and what the annual spend is, Matsis said.

“Be consistent with tire sizing for vehicle types to allow for smaller tire inventory in the shops,” he said.

Garrison Jelley, account executive, government and metro, for Michelin North America Inc., agreed with Matsis’ guidance. He also recommended creating a list of fleet vehicles and tire sizes, as well as having a designated fleet manager/tire technician on staff.

Con Edison has been buying tires in bulk for over 15 years. Long-term contracts usually last three years.

“Bulk buying allows us to get better pricing, achieve competitive pricing and to apply across [Con Edison and Orange & Rockland Utilities],” explained Larry Jacobsen, who works for the utility as a senior specialist in transportation, IT systems and parts. “Long-term contracts are always helpful with continuity with vendor relationships, and competitive pricing and service.”

Selecting the Right Tires
Utility truck tires are made for specific needs, such as certain applications, traction, wear life and fuel efficiency.

When spec’ing tires, a utility fleet should consider all their needs in terms of how the tires will be used. For a fleet that is fuel conscious, rolling resistance is one of those considerations, Jelley said.

“Start with the type of driving your fleet does, then pick the low rolling resistance version of that tire,” he said. “These often have a special designation within their names. Michelin, for example, designates these product lines with the word ‘energy.’ These tires have been specifically designed to break the compromises that can come with just using low rolling resistance rubber compounds – traction and wear.”

Based on research, testing and personal experience, Jacobsen suggested looking for a high tread wear rating number on the tires being purchased. “This helps with the life and number of miles on the tire.”

Product claims and reviews can be other helpful tools when looking for fuel-efficient products.

Partnering with Manufacturers
A fleet can also consult their tire dealer or manufacturer for assistance in choosing the right tires, Jelley said. It is common for fleets to seek guidance from manufacturers and dealers that can offer expert advice and suggestions.

Con Edison has had positive experiences partnering with tire manufacturers.

“It’s always helpful with continuity, pricing and service, and mutual aid support. Better service, better pricing,” Jacobsen said.

According to Jelley, “The advantages of working with a tire manufacturer allow fleets to stay up to date with the latest versions of tires, as well as work with the tire designers for specific needs. Our engineers and dealers work closely with fleet managers to find alternative solutions if a certain tread or tire does not suit their current job.”

After a fleet is partnered with a local tire dealer, Jelley said they should be able to access a rolling stock of the most common tires and sizes they use. This will allow for faster deliveries by the dealer to the fleet.

According to Con Edison, the typical time frame from order to delivery could be the same day or up to a week, depending on the tire. Matsis noted that limited supply availability is one disadvantage fleets may face if they work with just one vendor.

Jelley echoed that statement. “Supply chain has an impact on all elements, from the raw materials to movement of semi-finished product, all the way to the final delivery to the end user. This is across the industry. These delays impact the ability to be efficient in maximizing plan production and meeting the needs of customers,” he said.

The Utility Expo - image courtesy of The Utility Expo

The Utility Expo 2023: A Preview

Written by Kate Wade on July 17, 2023. Posted in Event Coverage, Industry Events.

This year’s Utility Expo – produced by the Association of Equipment Manufacturers – is expected to be the biggest show yet for utility industry professionals, exceeding the size and scope of the last expo held in 2021.

The event, which runs September 26-28 at the Kentucky Exposition Center in Louisville, will feature more than 850 exhibitors and over 50 educational sessions. New data from The Utility Expo indicates that this year’s show will have 6% more exhibit space than the record-breaking 2021 show.

“Our team worked to create additional space this year while grouping similar product types together better, making it even easier for everyone to find what they’re looking for,” said John Rozum, show director. “That’s important given the show covers more than 1.4 million square feet of indoor and outdoor exhibits.”

Attendees will have access to several new features at the 2023 Utility Expo. For example, the Community Zone experience, located in the North Lobby, will offer daily events, including presentations, live music and local product samples. The new “Utility Rocks” street party – featuring a local rock band at the Fourth Street Live! outdoor stage – takes place September 27 at 8 p.m. Another opportunity not to be missed is the new Safety Symposium, which offers 10 sessions and two different certifications from the American Traffic Safety Services Association.

Overall, The Utility Expo will offer an educational lineup that provides a mix of field classrooms, educational workshops and free sessions covering new technologies, traffic safety, locating and more. Visit www.theutilityexpo.com/show-experience/education for additional information.

When: September 26-28, 2023

Where: Kentucky Exposition Center in Louisville

Web: www.theutilityexpo.com

Snapshot: The Utility Expo is a biennial trade show known for equipment test drives and interactive product demonstrations. It is the largest event for utility professionals and construction contractors seeking comprehensive insights into the latest industry technologies, innovations and trends.

How to Make the Right Choice: Gas vs. Diesel for Medium-Duty Trucks

Written by David Cullen on July 17, 2023. Posted in Technology.

Weighing whether to select gasoline versus diesel power for work trucks is enough to make your head spin into another dimension – of choice, that is. Thanks to advances in engine designs and greater availability of gasoline power, there is more than ever to think about when picking a gasoline or diesel option, including deciding whether having some of each is the best choice for your truck applications.

So, what to pick? As with most truck equipment questions, “It depends on your operation” is the usual answer. Fair enough, but to fit the engine to the job, you need yardsticks for comparison. Most experts start by pointing out the key operational aspects of each fuel type.

On one hand, diesel engines compared to gasoline engines pump out significantly more torque, provide greater towing capacity, operate more fuel efficiently and, with proper maintenance, deliver significantly longer life.

On the other hand, gasoline engines outshine diesel in their horsepower and acceleration performance, especially on hills; may have lower maintenance costs because parts are easier to locate; and are the easiest to fuel up as not all service stations carry diesel fuel.

Fuel cost alone is a big consideration, too, given that diesel fuel is now more expensive than gasoline in most locales. And then there’s the matter of diesel technology developments, many of which are driven by emission regulations.

Evolving Technology
Current tech includes variable geometry turbochargers, diesel exhaust fluid and particulate filter aftertreatment exhaust systems. To be sure, today’s EPA-compliant diesels are not simple, yet they are engineered to be quieter and more powerful.

Of course, gasoline power has been evolving, too, especially to deliver higher power performance. That’s a major selling point for OEMs that have jumped back into the gasoline pool. The same goes for the Big Three, which have never strayed from having gas on the menu. Ford, General Motors and Ram offer both diesel and gasoline power plants in their heaviest medium-duty trucks, such as Ford Super Duty and Chevy Silverado/GMC Sierra HD models.

“Although your fuel choice will largely depend on your application requirements, there are many factors when comparing the two, including longevity, service/maintenance, towing, total cost of ownership, and more,” Joe Birren, fleet operations manager of truck and upfit engineering for Merchants Fleet, a provider of fleet management solutions, pointed out in a blog post (see www.merchantsfleet.com/industry-insights/diesel-vs-gas-trucks/).

Total Cost of Ownership
In Birren’s view, while diesel trucks have a higher initial acquisition cost, you should also consider the total cost of ownership to operate them, including fuel spend over time, preventive maintenance costs, depreciation impact, and other financial costs over the truck’s expected or planned life cycle.

“Diesel engines, when properly maintained, typically have a longer service life compared to their gasoline counterpart,” he noted. “Advances in metallurgy, fuel, and engine management technology have greatly improved durability over the last decade.

“One key consideration is the service, maintenance, and warranty perspective regardless of OEM or truck class,” Birren continued. “Do you have a local repair facility or dealership with trained, certified technicians who can handle late model diesel engine repairs and maintenance? Will you need to travel further out to a dealership if warranty issues arise and your regular service center is unable to handle your service needs?”

As to factoring an mpg benefit, he advised that 30,000 to 35,000 annual miles is a good baseline to realizing the fuel economy advantages of a diesel. “However, this depends on your application, such as the average payload weight, aftermarket body or equipment requirements, towing, and operating conditions.” Birren added that when it comes to payload capacity, gasoline holds the advantage. He noted that a diesel engine could add approximately 800 pounds over a gas engine on the same chassis model.

Too Little or Too Much
Then there’s the crucial matter of going with too little or too much, as laid out in a blog post by specialized body builder Knapheide (see www.knapheide.com/blog/gas-vs-diesel-which-to-spec/). “While the vast engine choices create additional value, it can also create a dilemma when it comes to properly spec’ing the engine for the intended application of the vehicle. … Over spec’ing and under spec’ing are common mistakes, leading to lost efficiency, productivity or a longer return on investment period.”

With truck makers widening engine choices lately, including bringing gasoline back to several model lineups, the company pointed out that “while gasoline engines still dominate Class 1 and diesel engines make up the majority of Class 6 and Class 7, these new engine choices make the decision much more analytical than ever before.”

Given this, key selection considerations should include higher acquisition costs for diesel, which Knapheide said can stretch “from $8,000 more in light duty commercial vehicles up to $12,000 in heavy duty commercial trucks.”

Another top factor should be power-takeoff units, where needed. “To avoid potential compatibility issues, ensure the engine (and transmission) you select will allow for PTO installation,” the company advised. “At one time, your only choice for PTO compatible engines were diesels. Today, many manufacturers offer gas engines that can easily accommodate a PTO unit for auxiliary equipment.” Also keep in mind that “diesel engines idle at a lower speed and are engineered for severe duty cycles, making them the more popular choice within high-idle applications.”

Clearly, despite the ramp-up in gasoline engines, medium-duty diesel isn’t going anywhere. But just how hot is gasoline in medium-duty? Here’s one solid yardstick: Isuzu Commercial Truck of America recently reported that its gasoline-powered N-Series truck has made significant inroads since it was rolled out fewer than five years ago. Backing that up, in June the OEM stated it had produced its 100,000th such model for the U.S. and Canadian work truck markets.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

Best Practices for Managing a Shared Vehicle Pool

Written by Grace Suizo on July 17, 2023. Posted in Smart Fleets.

How many vehicles does your organization use every day? What about weekly? Monthly?

According to Mike Hicks, vice president of marketing for Agile Fleet (www.agilefleet.com), these can be challenging questions for prospective clients to answer.

“For many organizations, it can be difficult to track what vehicles are owned, where they are, their condition and mileage, whether or not they’ve been maintained, and so on,” he said.

In terms of solutions, managing a shared vehicle pool – a group of centrally controlled vehicles dispatched for use when needed – through a fleet management information system can help to provide these insights, in addition to cost savings, timely maintenance, reduced downtime, vehicle flexibility, minimized risk and fuel reporting.

So, how can fleets effectively run a shared vehicle pool? Hicks shared the following pointers in a recent interview with UFP.

Get the Most Out of Your Fleet
The more vehicles you have, the more money you typically spend. “Every vehicle in your lot comes with carrying costs, and if you can encapsulate the savings to be realized through eliminating vehicles, you can quantify the short- and long-term benefits of a motor pool,” Hicks explained.

A fleet’s utilization rate represents vehicle demand relative to capacity – that is, how many vehicles are being used relative to how many are owned. Many organizations strive for an 80% utilization rate, Hicks said.

The best way to determine the optimal number, types and locations of vehicles in a motor pool is through reviewing vehicle utilization data, ideally over a period long enough to notice seasonal patterns and changes among different groups.

“Based on this information, you might change the composition of your fleet, move different classes of vehicles to locations with peak demand, or set preferences for different vehicle types to different departments,” Hicks said.

Make it Easy for Drivers
Drivers may be concerned that vehicles readily available to them now will be made less available if they are required to access them through a motor pool.

Hicks advised that fleets should provide “a frictionless experience” when drivers are attempting to access vehicles, with vehicle reservation and key dispatch processes similar to the ease of printing a boarding pass in an airport.

“When users log in, they can simply select a vehicle, set a pickup time, confirm a couple of options, and grab a key through an automated kiosk or dispatch desk,” he explained. “Ideally, users would also have the ability to grab and go, wherein they can log in without a reservation, select a vehicle and walk away with a vehicle key.”

In either case, confirming their options should take less than a minute, and with the appropriate credentials, the whole process is secure with a full audit trail.

An effective vehicle reservation platform will also build company policy communication and acceptance into the reservation and key dispatch processes. Users will be prompted to read and accept the policy before completing the processes.

Minimize Maintenance Interruptions
Taking vehicles out of rotation for maintenance or repairs can interrupt a fleet’s ability to provide vehicles to its customers. If there are a limited number of available vehicles, maintenance may mean a work stoppage.

“When we share vehicles, fleet management staff assume responsibility for all elements of vehicle maintenance and repair,” Hicks said. “Fleet managers own the preventive maintenance schedule, coordinate work with the garage, handle payment for services, document work performed and all other items related to maintenance. Most importantly, a shared motor pool means that drivers never have to stop working when maintenance comes due.”

To manage the inspection, maintenance and cleaning of pool vehicles, organizations are best served by using a maintenance management software tool. When used well, maintenance events can be triggered both by time, as with inspections, or by use, as with preventive maintenance like oil changes.

“An effective system will leverage data recorded through trip logging to automatically trigger maintenance events to occur,” Hicks said. “These triggered events can then send automated emails to fleet management staff, drivers and other stakeholders so that vehicles are brought in for work on time. A good system will also allow fleet maintenance staff to check vehicles out of rotation in the motor pool for work and then check them back in as work is completed.”

Ensure Policies are Enforced
Establishing, communicating and enforcing motor pool policy can go a long way toward assuring safety, mitigating risk and running your fleet operation in a cost-effective manner.

“A well-crafted policy will establish boundaries for acceptable behavior and guidelines for best practices with respect to the use of fleet vehicles,” Hicks said. “A policy will define drivers’ required licensure and insurance as well as any safety training requirements for use of specific classes of vehicles. By ensuring that only trained, licensed and insured drivers get behind the wheel, organizations can mitigate their risk and provide documentation of compliance should accidents occur.”

From a cost-efficiency perspective, an organization’s policy can serve to set guidelines for the selection of vehicles. These may include limits on the use of personal vehicles; a requirement that the lowest-cost vehicle available for a given job is selected; minimum mileage requirements for the assignment of vehicles to a person or department; and limits on the use of vehicles through the end of their economic life.
Hicks said it’s important that the policy remains a living document. “It must evolve alongside the needs and makeup of the organization. A good vehicle-sharing platform will force drivers to regularly review and accept policy as part of the vehicle dispatch process. This ensures that drivers have accepted the most recent version of the policy.”

Keeping current with policy communication and enforcement – as well as regularly checking drivers’ motor vehicle records, insurance and licensure with the means to interrupt the dispatch of keys – will serve to mitigate risk. And with a software tool in place, interrupting key dispatch and communicating policy can happen automatically.

About the Author: Grace Suizo has been covering the automotive fleet industry since 2007. She spent six years as an editor for five fleet publications and has written more than 100 articles geared toward both commercial and public sector fleets.

Establishing and Managing Service-Level Agreements

Written by Gary L. Wollenhaupt on July 17, 2023. Posted in Maintenance.

Service-level agreements (SLAs) are a powerful tool in managing vendor performance for outsourced fleet maintenance.

An SLA is a contract that describes expectations for service quality. It may include, for example, guaranteed turnaround time for preventive vehicle maintenance. The fleet manager can bank on an oil change being completed in 72 hours and plan the truck’s work schedule accordingly.

Outsourcing fleet maintenance has become more critical as utilities reduce the scope and expense of their in-house service facilities.

Nebraska Public Power District, which serves 84 of Nebraska’s 93 counties, streamlined its fleet management organization several years ago using SLAs with external service providers. Now, the internal team focuses on new equipment preparation as well as compliance inspections and repairs on mounted equipment. The outsourced service providers take care of all preventive maintenance and emergency repairs.

With fleet vehicles working from over 30 locations across Nebraska, it didn’t make sense to drive a truck six hours each way for an oil change, according to Rob Barbur, NPPD’s fleet superintendent.

“It just made sense logistically to move service to an outside vendor,” he said. “Now we do all of the chassis service outside of our facility, and we have agreements signed with what we call preferred providers.”

An SLA should detail the utility’s priorities, such as prices and turnaround times for standard services, including parts and labor. Priority service is typically even more important than price, especially for after-hours and weekend repairs, which may come at an additional cost beyond standard services.

NPPD is willing to pay for priority service with a vendor that meets their standards, such as following a detailed preventive maintenance checklist.

“We’re not looking for the Jiffy Lube service; we’re looking for the complete service,” Barbur said. “We want everything looked at, corrected and marked on the sheet.”

Flexibility is Key
However, given labor and materials shortages among qualified service shops, even the best-laid plans can go astray. Many shops have been hit hard by labor turnover. One of NPPD’s preferred shops lost five technicians in a single day.

SLA terms and penalties must be flexible in light of the current realities of labor and inflation. With NPPD’s vendors, emergency repairs that used to be done overnight are now waiting a week or more for a service technician to have time to roll the truck into the bay. And that’s with a preferred vendor.

“We go to a shop outside our network, and they say they can look at it in three to four weeks,” Barbur said. “That’s not counting the time for the actual repair.”

While enforcing SLA terms may seem like the right thing to do, consider the possible backlash. For a utility with a large, rural operating territory, there may not be many other options. In NPPD’s area, many towns have only one or two vendors that work on commercial vehicles.

“The shop owners talk to each other, so you have to be realistic about enforcement because you could wind up without a provider,” Barbur said.

It’s essential to have a system for drivers and local managers to report problems with the service shops. NPPD keeps a running log of complaints and concerns and phones the service shop to discuss the issues. If necessary, someone from the fleet maintenance staff will visit on-site. When possible, they bring a driver with firsthand knowledge of any issues.

“Generally, that corrects the problem, but if it continues, we will select another vendor in the area,” Barbur said.

Sometimes problems are due to a simple lack of communication. Perhaps a new service writer has started at the shop and wasn’t informed of the agreement with the utility.

SLAs are critical to managing fleet maintenance and repairs with outside vendors. They hold both sides accountable with expectations in black and white.

“You have to have an agreement because it’s worth its weight in gold when things start to go bad,” Barbur said. “It’s good to have the SLA to fall back on, not just a conversation you had.”

About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

6 Tips for Establishing and Managing SLAs

1. Formally evaluate candidates. NPPD uses a matrix to assess shops, gathering information about facility size, capabilities, number of technicians and technician certifications. Visit or have local employees inspect shops in person to verify information. “A shop may say they have 25 bays, but half of them are in a building across the street where they store spare parts,” said Rob Barbur, NPPD’s fleet superintendent.

2. Communicate priorities. Be clear if you care more about responsiveness and thoroughness than the lowest price. “We’re not looking for the cheapest down and dirty price; we’re looking for a vendor that will do everything we want,” said Travis Schweer, NPPD fleet coordinator.

3. Ask local employees. Talk with drivers and superintendents, who can recommend shops in their areas.

4. Work with small businesses. Talk with the shop before inviting them to bid. NPPD uses a 14-page SLA document, which could be overwhelming for a shop owner to read and fill out. The document should be detailed but as brief as possible. “If a small shop is overloaded with work, they’re not going to be interested in taking on a huge challenge,” Barbur said.

5. Allow for pricing changes. Shop owners don’t want to get locked into pricing over a multiyear agreement, so allow for price increases as costs rise. However, falling costs should also be reflected in the contract.

6. Have an easy exit clause. Allow either side to exit the agreement without penalty at any time. “If we’re not happy, we can leave, and if they’re not happy, they can leave, so they are not locked into the commitment forever,” Barbur said.

The Best Specs for Cable Reel Trailers

Written by David Cullen on July 17, 2023. Posted in Equipment.

Cable reel trailers are bread-and-butter equipment for electric utility fleets. But that doesn’t mean they come in one size that fits all. Far from it. For one thing, there are at least a half dozen manufacturers producing these trailers. What’s more, these companies produce multiple models of cable reel trailers, with all being customizable to fit the exact capacity, productivity and safety requirements of individual utilities and contractors.

The right matchup between a trailer and the job at hand enables cable crews to get more done more safely in less time for a lower cost of operation. And pay strict attention to acquisition cost, which matters tremendously because cable reel trailers typically last at least 10 years; properly maintained ones have been known to roll for 20 years.

The upshot is that the “pay me now or pay me more later” principle is in play: Not weighing specs thoughtfully means the difference between spending thousands of dollars now or forking over tens of thousands of dollars later.

Manufacturer Suggestions
Given all that, let’s look at what items manufacturers recommend putting on your checklist to ensure your cable reel trailers are spec’d for your application, maintenance program and budget.

“Reel trailers can be a large investment,” said Mark Rapp, product manager for utility and telecom products at Felling Trailers Inc. (www.felling.com). “To ensure a long life, make sure you’re getting one that’s rated properly for the job. If the reels you’re hauling now are getting close to the rated payload capacity of the trailer being offered, step up to the next heaviest model.”

Given their complexity, considering every detail is critical. Greg Markert, business development manager for the Utility Group at Dejana Truck and Utility Equipment (https://dejana.com) provided this advice: “One should consider all of the work intended for the reel trailer and compare actual specifications and features, and capacities for lifting and pulling.” For example, he noted that when “using wooden reels for smaller cable operations, having wood reel adapters is a necessity.”

Markert also said that “for a cable puller, usually one empty reel for reclaiming old underground cable is generally used while one full reel is used for installing new cable. This is based more on the design of the machines than what can or will be hauled.”

Felling’s Rapp said that the reel diameter will determine the length of the trailer. Meanwhile, the reel weight will determine the axle package needed as well as the frame requirements. Reel width will determine the type of trailer needed. “Reel widths up to 64 inches in diameter can generally be hauled on a drop-deck trailer. Anything wider than that will need to be moved up to a deck-over-style trailer.”

Rapp also stressed that there are different options that enhance operability. For instance, tensioning brakes can be installed to tension the conductor as it’s being pulled off in overhead stringing applications.

He also pointed to the productivity boost from self-loading reel trailers that can be loaded by a single worker without the need for another piece of equipment. “When spec’d correctly, single-reel self-loading trailers can have payload capacities over 13,000 pounds. Multireel self-loading trailers generally have a much lower payload capacity per reel.”

According to Dejana’s Markert, cable puller trailers have self-contained hydraulic systems and rotate clockwise or counterclockwise to rewind. “Just as important is the pulling power of the pulling motors or rim drives in both directions,” he said. “Hydraulic motors will have the higher pulling power in both directions. Type of cable and length of pulls should determine needed pulling power. Trailers capable of a minimum of up to 40,000 pounds of pulling force can fill any application.”

Enhancing Use and Reliability
Markert offered a list of considerations to enhance trailer use and reliability. “Stabilizers are a safety must. Lifting heavy reels onto or off a pulling trailer can make the unit unstable. Stabilizers should always be used when loading, unloading or performing any pulling operation.

“A trailer’s maneuverability should also be considered when purchasing a trailer,” he continued. “Can the rear carriage be adjusted to be lined up with the manhole? Can the trailer turn in its own radius? What is the trailer’s ability to operate in tight spaces or substations?”

Markert noted that a “trailer with a high-torque drive motor and larger drive wheel will perform best on multiple surfaces and grades. And the use of air brakes in self-propelled mode should be considered for the safest trailer braking with loaded reels.”

Rapp pointed to rotating turret assemblies as an “extremely beneficial” enhancement. “A rotating turret allows parking the trailer parallel with the right-of-way. The turrets can then be turned to line up with the pull. This avoids having to jackknife the trailer to get properly lined up while keeping the right-of-way clear.”

He also advised that 12-volt DC is “more operator-friendly while hand pumps may be better where the trailer is only loading reels once or twice a day. If sitting unused for a long time, the hydraulic power unit’s battery could run down, but there are solar chargers that can keep the battery topped off.”

As for what’s coming down the road, Markert had this to say: “Working on lighter and stronger materials to manufacture trailers without sacrificing capacities and strength is something being looked at.”

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

What’s New in Utility Construction Equipment in 2023?

Written by Sean M. Lyden on July 17, 2023. Posted in Special Focus.

When digging trenches, lifting materials or drilling in tight spaces, how can utility crews get more work done in less time at a lower operational cost and with a smaller carbon footprint?

Those are the primary factors heavy-equipment manufacturers consider as they design and develop new utility construction equipment.

What new products have emerged this year to help utility companies and contractors cut time, costs and emissions? Here are eight new developments to keep your eye on.

Caterpillar
What’s New: Redesigned 926, 930 and 938 wheel loaders

Caterpillar has released its latest Cat 926, 930 and 938 wheel loaders. The machines offer an adaptive engine RPM, four powertrain modes and auto wheel torque control for improved durability.

The loaders include a real-time payload system and a bucket shake feature to enhance precision. And the new machines provide improved operator comfort with revamped cabs offering better visibility, automatic temperature control and a new joystick steering system.

Volvo CE
What’s New: First North American pilot program for the EC230 Electric excavator

Volvo Construction Equipment and WM (formerly Waste Management) are partnering to pilot the 23-ton Volvo EC230 Electric excavator, set for commercial launch in North America in 2024.

The pilot will be carried out at a WM East Coast facility, where the electric excavator will undertake the typical duties of diesel machines in waste applications. The project aligns with WM’s commitment to reducing emissions by 42% by 2032.

“This is the first pilot in North America, but the EC230 Electric excavator has been thoroughly tested by customers overseas, and in each case, it has offered the same performance as its diesel equivalent with the added benefit of no direct emissions,” said Stephen Roy, president of Region North America for Volvo CE.

The EC230 Electric excavator, part of a six-machine electric lineup from Volvo CE, made its North American debut at CONEXPO-CON/AGG earlier this year.

CASE CE
What’s New: TL100 mini track loader

CASE Construction Equipment has entered the growing mini track loader (MTL) market with its TL100, scheduled for release in late 2023.

The machine offers a 1,000-pound operating capacity, hydraulic pilot controls and a robust standard auxiliary hydraulic setup. And it’s compatible with a wider range of attachments to ensure your crews have the right tool for the job.

The TL100 includes a five-year subscription to CASE’s SiteWatch telematics. It also features a Common Industry Interface, ensuring compatibility with most major MTL attachment manufacturers.

Vermeer
What’s New: GPS-enabled Verifier G3+ utility locator

Vermeer has introduced the GPS-enabled Verifier G3+ utility locator. The device offers optimized connectivity, easy-to-use controls and the ability to pair with smartphones through the G3+ Map mobile app. The app facilitates real-time mapping of utility data, such as location, depth and operator details, which contractors and utility owners can use for better project tracking and customer service.

The locator can distinguish individual utilities, detect ambient noise and enable frequency adjustments from up to 500 feet away via a wireless connection. Data captured is transferred via Bluetooth 5.0 to the G3+ Map app and can be incorporated into the Vermeer Projects bore planning tool for further use.

Ditch Witch
What’s New: AT120 directional drill

Ditch Witch has unveiled the AT120, its most advanced all-terrain directional drill, to increase productivity in challenging underground conditions for fiber, pipeline and utility installations through hard rock.

The AT120 delivers a 50% performance boost compared to its predecessor, the AT100. And it includes a 20-foot end-to-end drill pipe and a Virtually Assisted Makeup and Breakout system, automating drill pipe adjustments during operations.

CASE CE
What’s New: CL36EV electrified compact wheel loader

CASE Construction Equipment introduced the CL36EV, an electrified compact wheel loader, at CONEXPO-CON/AGG 2023.

The CL36EV is a 3.6-metric-ton machine with a hinge pin height of over 10 feet. The company said it would release additional product information and commercial availability at CASE dealers in North America at a later date.

“A loader of this footprint, especially one used in yard applications where it stays there and has regular access to primary power, is the perfect application for electrification,” said Andrew Dargatz, product manager at CASE. “The CL36EV delivers the same power and performance as comparably sized diesel-powered loaders and can be matched with a full range of attachments for additional versatility.”

Elliott Equipment
What’s New: M87 material handling aerial work platform

Elliott Equipment Co. has launched the M87 Material Handling Aerial Work Platform, a new offering designed to enhance operational efficiency in the construction, maintenance and utility sectors. The M87 offers an 87-foot working height and a 77-foot side reach, with the main boom winch able to lift 2,000 pounds. An additional platform jib winch has a 500-pound capacity.

The M87 can be mounted on a non-CDL chassis, simplifying the process for operators and offering savings in fuel and maintenance costs. Further, its hydraulically self-leveling platform and 180-degree rotation capability facilitate an efficient and safer working posture.

Ditch Witch
What’s New: PT37 ride-on plow/trencher

The PT37 primarily serves as a plow but comes with additional options – such as a trencher, a reel carrier and a hydra-bore configuration – making it adaptable to various work site requirements. It features a side-facing seat that adjusts to give operators an unhindered view of the machine’s tires and plow box.

Ditch Witch’s PT37 can be reduced to 36 inches in width, granting access through standard gates and into tight workspaces. And the machine offers a foldable design, enabling it to be kept on a trailer and conveniently stowed in garages. Maintenance is minimal due to an efficient exhaust cleaning system and fewer grease points.

Using Supporting Materials with Stabilizers and Outriggers

Written by Kris Koberg on July 17, 2023. Posted in Fleet Profiles.

When utility workers are tasked with setting up equipment, oftentimes it’s along roadsides with slopes, ditches or unstable surfaces. Unfortunately, equipment tip-overs continue to be one of the most common job site accidents, but they are generally preventable with proper planning, training and the use of outrigger pads, cribbing or blocking. Knowing when and how to use these types of products is essential in avoiding these types of accidents.

Truck-mounted equipment frequently used in utility applications – such as aerial devices and digger derricks – will usually be equipped with one of two types of stabilization gear: stabilizers or outriggers. Compact crawler lifts, which can be found in vegetation management applications, are not truck-mounted, but they also have outriggers that must be deployed correctly.

Utility companies should develop a comprehensive plan that establishes procedures for equipment setup. Product selection should be based on the loads and pressures generated by the equipment, the allowable ground-bearing pressure, and other common field needs, such as setting up on slopes or hillsides.

When selecting an outrigger pad, several criteria should be considered, including strength and stiffness of the pad’s material; its size, shape and features; and total cost of ownership.

An outrigger pad size and type can be determined once the minimum required bearing area is established. To establish the bearing area, outrigger or stabilizer loads must be known and the allowable ground-bearing pressure must be determined. The minimum bearing area required can be calculated by dividing the outrigger or stabilizer load by the allowable ground-bearing pressure.

Lastly, to support crews working in unlevel areas, cribbing products can be identified based on height requirements and other potential features, such as interlocking functionality.

Following is a short case study on the process one company followed to develop their equipment setup policy and procedures.

Case Study: Establishing a Safe Setup Policy
Over 20 years ago, EnergyUnited, an electric cooperative in North Carolina serving 19 counties across the state, realized that the wooden timbers they were using for outrigger pads created productivity and safety concerns.

Jimmy Brown, director of fleet services for the cooperative, said that for many years, electric utilities cut sections from wood timbers and bolted them together, then drilled a hole and used rope for a handle. The technique worked, but the final product was cumbersome to handle and transport.

“Pads were hard to keep clean, the edges would wear, and they’d get heavy when they got in the mud,” Brown said. “The wood also degrades when exposed to water and delivered inconsistent performance.”

So, Brown led an initiative to create a company policy that guides equipment purchases so they meet the needs of the crews and the applications. This initiative provided an opportunity for field personnel to provide input while standard specification requirements were being established. Creating standard spec documents for aerial devices and digger derricks is recommended by ANSI to streamline spec’ing and quoting.

Today, EnergyUnited has a policy that all of their bucket trucks, digger derricks and small crane trucks must be set up using outriggers pads. The cooperative specs their trucks to be upfitted with storage bins that accommodate the outrigger pads they want to store on each truck.

After researching various manufactured outrigger pads, EnergyUnited has standardized their trucks with DICA’s SafetyTech Outrigger Pads, Cavity Pads and SlotLock Cribbing Blocks.

“We worked with DICA to complete an assessment of our outrigger requirements, which included the weight of the trucks, boom and brand information, lift capacity and reach,” Brown explained. “We used the standard outrigger pads from DICA for years until the development of the cavity pads. These cavity pads work great to keep the outriggers from sliding off the pad, and they are lighter, which makes handling easier.”

Brown noted that cribbing blocks are used when additional height is needed due to unlevel terrain. When working on such terrain, crews will typically use cribbing blocks on one side of their truck to keep the truck stable.

“Safety is such a key issue for us, our employees, members and for the general public,” he said. “There is no shortage of outrigger pads or cribbing blocks available on the market, but we wanted to align with someone who builds a reliable product and who would be available to answer our questions. DICA was the answer to all those questions.”

Useful Reminders
There are a number of items to keep in mind when working with equipment that uses stabilizers or outriggers. For instance, pieces of equipment that have stabilizers do not lift themselves off the ground; the tires on the chassis are the main support for the equipment. Stabilizers, which extend from the chassis at an angle, provide balance and exert significantly less force on the ground because the tires remain in contact with the ground. Stabilizers are typically found on aerial devices and smaller digger derricks. In some cases, there will be only one set of stabilizers behind the truck cab; in other cases, there may be two sets: behind the cab and at the rear of the chassis.

Equipment that lifts itself off the ground, such as boom trucks and larger-capacity digger derricks, is equipped with outriggers. The outriggers extend out and down from the chassis and provide the only points of contact with the ground during operation. Outriggers will exert more ground-bearing pressure than stabilizers, and the amount of ground-bearing pressure may change as the boom of the aerial device or digger derrick rotates through its working range.

Both stabilizer- and outrigger-enabled equipment may also have an extra bumper outrigger, which is a hydraulic cylinder or manual jack located on the front bumper of the truck.

Regardless of the type of stabilization system a piece of equipment is fitted with, it is highly recommended to always use some kind of supporting materials between the equipment float, foot or pontoon and the ground.

The purpose of supporting materials is to spread concentrated pressures from equipment over a large enough area to levels the ground can withstand, specific requirements, or specified levels based on allowable ground-bearing pressure. Selection of supporting materials should be based on two primary criteria: They should be strong enough to withstand the exerted loads, and they should be stiff enough to distribute the loads over the intended area. The larger the load distribution area needed, the more rigid the supporting materials must be.

Operating within level tolerances is critical. If a slope is unavoidable, the bank of the slope may need to be cut away to establish a flat area, and cribbing should be used to fill the gap to help level the equipment. Keep in mind that when operating on a slope, there is always the potential for equipment to move.

Finally, additional products to help provide safety and support to your crews include wheel chocks and ground protection mats or temporary roads. A good safety and operational plan should include guidance about how to safely, quickly and easily maneuver in and out of job sites without leaving any indication you were there.

About the Author: Kris Koberg is the CEO of DICA (https://dicausa.com).

Tap into ‘The Wisdom of the Bullfrog’ for Career Growth

Written by Sean M. Lyden on July 17, 2023. Posted in Management.

As a fleet manager, you don’t just manage assets; you also lead people. And your career success hinges on how well your office staff, shop supervisors and technicians perform.

So, how can you become a more effective leader poised to move up the ranks in your company?

Check out Admiral William H. McRaven’s new book, “The Wisdom of the Bullfrog: Leadership Made Simple (But Not Easy).”

The title “Bullfrog” is given to the Navy SEAL who has served the longest on active duty. Admiral McRaven received this honor in 2011 when he took charge of the U.S. Special Operations Command.

During his 37 years as a Navy SEAL, Admiral McRaven dealt with every conceivable leadership challenge by commanding combat operations that included the capture of Saddam Hussein, the rescue of Captain Phillips and the raid for Osama bin Laden.

Here are six lessons with key quotes from “The Wisdom of the Bullfrog” to help you become a more influential and impactful leader in your fleet department.

Lesson 1: When in command, command.
Key quote: “As a leader you must always appear in command, even on those days when you struggle with the pressures of the job … As a leader you can’t have a bad day. You must never look beaten, no matter the circumstance. If you sulk, if you hang your head, if you whine or complain about the leaders above you or the followers below you, then you will lose the respect of your men and women, and the attitude of despair will spread like wildfire.”

When making decisions about fleet purchases, maintenance schedules or personnel, do so with authority and decisiveness. Even when things get challenging – whether it’s a budget crunch, vehicle downtime or staff issues – maintain a positive and confident demeanor. Your team looks to you for guidance, so your attitude will influence theirs.

Lesson 2: The only easy day was yesterday.
Key quote: “The words were a cautionary tale to every SEAL trainee. They said, ‘If you think the hard part is over, you’re mistaken.’ Tomorrow will be just as difficult as today, maybe more so. But the words carried great weight outside training as well. To me the words were a clarion call, a reminder that every day required my full effort. They reminded me that no day was going to be easy and that as a leader I must be prepared to give it my all. Every. Single. Day.”

There will always be new vehicles, technologies, regulations and challenges. Don’t expect things to get easier, but embrace each day as an opportunity to learn, grow and improve. This mindset will help you adapt to changes, solve problems and lead your team more effectively.

Lesson 3: Run to the sound of guns.
Key quote: “When things go bad, that is the time for the leader to be aggressive, to move to where the problem is and address the crisis head-on.”

Vehicles break down, specification mistakes happen, and deadlines get missed. When issues arise, confront them head-on. Your team and boss will appreciate your directness and initiative.

Lesson 4: Troop the line.
Key quote: “In every command tour I had, trooping the line – those daily walks around the building, the base, or the camp – always yielded great insights into how well the organization was doing and how well I was leading.”

Regularly check in with your team, whether it’s the office staff, maintenance shop supervisors or technicians. This personal connection will give you a deeper understanding of your team, help you identify potential issues before they become big problems, and show your team that you care about them and their work.

Lesson 5: Expect what you inspect.
Key quote: “Inspections are not just about ensuring compliance; inspections force a level of discipline into the corporate system, and when discipline is applied, the rank and file know they are in an organization that cares about quality, that cares about results, that cares about hard work. No one loves to be inspected. But every professional appreciates knowing that someone above them cares about the details, because it is in the details that businesses succeed or fail.”

Regular inspections drive a sense of discipline and quality throughout your team. Examples might include spot-checking maintenance work, reviewing purchase orders or evaluating staff performance. When your team knows that quality and results matter to you, they’ll strive to meet those standards.

Lesson 6: Hope is not a strategy.
Key quote: “Never underestimate the power of hope. Hope is what inspires, hope is what encourages, hope is what empowers, and without hope, nothing worthwhile can be accomplished. But hope alone is wishful thinking. Pair hope with a sound strategy, a detailed plan, and a lot of hard work, and nothing is out of reach.”

Hope alone won’t reduce costs, improve efficiency or ensure safety. You need solid, realistic strategies to achieve those goals. So, invest the time to develop comprehensive plans for vehicle procurement, proactive maintenance, effective staff training, robust safety protocols and any other aspect of your job.

EUFMC Celebrates 70 Years

Written by Kate Wade on May 18, 2023. Posted in Event Coverage.

This year marks the 70th anniversary of the Electric Utility Fleet Managers Conference, which brings together fleet professionals, manufacturers and suppliers to network, discuss fleet-related challenges and find solutions through various educational and technical events.

Plans for the special anniversary include a drive-through utility equipment demonstration and an equipment show featuring more than 60 displays, activities for attendees and their spouses, and live music.

James Lawrence, also known as the Iron Cowboy, will share his inspiring message as EUFMC’s dinner speaker. Known for the signature cowboy hat he wears while running races, Lawrence is an ultra-endurance athlete who has pushed himself beyond what many doctors previously believed to be physiologically possible. In addition to speaking at the conference dinner, he will lead the annual guided run and guided walk for EUFMC attendees and their spouses through the Colonial Williamsburg historic area.

This year’s conference will also introduce the first Women in Utility Fleet gathering June 6. The event has been coordinated in response to attendee requests for a networking opportunity for female fleet professionals attending EUFMC.

Following the Women in Utility Fleet breakfast will be the first day of EUFMC’s two-day General Session. This year’s education program – Driving Safety, Sustainability & Technical Expertise – focuses on finding solutions to fleet management challenges. Brian L. Wolff, chief strategy officer and executive vice president of public policy and external affairs for Edison Electric Institute, will deliver the keynote address. Topics to be addressed during the General Session include:

Fleet Safety
ZEV Design, Acquisition, Planning and Testing
Fleet Regulatory Update
Fleet Charger Construction Updates and Mobile Fleet Charger Developments
Legal Perspectives
Navigating Supply Chain Disruptions
PHEV Medium-Duty Vehicles
Telematics Strategies
Tire Considerations and Benchmarking

To learn more about EUFMC, including a history of the event since its inception in 1953, visit https://eufmc.com.

Women in Utility Fleet: Julie Gomez

Written by Sean M. Lyden on May 18, 2023. Posted in Fleet Profiles.

In the past, a passion for cars and mechanical expertise marked the starting point for a career in fleet management. Today, there are many roads to fleet success.

Take Julie Gomez as an example. Her journey began in 2003 with a customer service role at Tucson Electric Power (TEP). Within a year, she transitioned to office support in the fleet department, steadily ascending the ranks over 12 years before taking charge of TEP’s fleet in 2015.

Now, as the T&D Supervisor II of Fleet Services, Gomez oversees TEP’s extensive fleet operations, including about 1,000 assets, 24 employees and one garage. She also serves on the Electric Utility Fleet Managers Conference board of directors.

What sparked Gomez’s interest in fleet management? What valuable insights has she gained throughout her career? And what guidance does she offer to women contemplating a career in fleet management?

I recently sat down with Gomez to delve deeper into her inspiring journey. Here is an edited version of our conversation.

UFP: Many fleet professionals didn’t initially envision this career but became captivated once they entered it. Did you always dream of working in the fleet industry, or did it find you?

Julie Gomez: Fleet found me. My career path started when I got a job at Tucson Electric, working in customer service. While I appreciated the opportunity, I knew customer service wasn’t my end goal. So, about a year later, I thought I’d try my hand at a different role, not realizing I’d land in the fleet department.

Then things progressed quickly. I went from being the newest employee in fleet services to becoming the senior office support person within just three years. I felt like I was constantly drinking from a fire hose because I had to learn tons of fleet information just to do my part in keeping the fleet rolling.

What skills did you learn during that year in customer service that continue to serve you well in your current role?

I learned a lot about the company. The customer service department teaches you everything about the company because you never know what the customer will ask. Gaining knowledge about the company’s operations – from understanding how to read a meter to recognizing the responsibilities of various roles – has definitely benefited me.

What was the most significant adjustment you faced when transitioning from a fleet support supervisor to overseeing the entire fleet as a T&D supervisor?

Before the promotion, the shop supervisor and I were peer supervisors. Now, I was his boss. That took some adjusting.

What made the transition easier for us is that we had established a great relationship during the years we worked together. So, when I became the primary supervisor, it took some getting used to at first. But there was no conflict.

We both understood our strengths. We both understood our roles and that we were a team. I knew I could not do my job well without him, his expertise and what he did every day. And he leaned on me to take care of things that I was good at, like the budget, so he could focus on the shop and the mechanics.

What actions did you take to foster a smooth transition and cultivate that strong relationship with the shop supervisor?

One thing I didn’t do was assume I knew his job. I didn’t act as if I had as much technical knowledge as he did. He knew I wouldn’t try to speak to and explain things I didn’t know about. And he knew I wasn’t trying to prove to anyone that I ran it all alone. We were a team.

Having spent 12 years in fleet services administrative support, what was the most significant learning curve you faced when becoming the supervisor of the entire department?

It was learning about shop operations and culture.

I had never worked in a mechanic’s shop. And it’s very different from working in an office. I needed to become familiar with the processes – like how the mechanics are assigned work, where they work on the vehicles and how they communicate.

I understood the roles of my office employees, but I needed to learn how the shop employees worked together as a team.

During my first days on the job, I thought, “OK, who does what? Why does he do that? Where is he going to work? Why does he have to work outside?”

It was all new to me.

Despite not initially dreaming of a career in fleet management, you’ve spent 20 years in the industry. What aspects of fleet have inspired you to continue in this field?

I like how fleet affects the entire company doing business. For our crews to build, maintain and repair infrastructure – or even to visit customers – they need to drive something.

And we have the privilege of interacting with representatives, managers, supervisors and other employees across all departments. Our responsibility is to support them. And we take that very seriously.

We’re not stuck in our little silo, even if we’re on a different part of the property. We impact the entire company, where our role is critical for ensuring customers consistently get excellent service.

If you could give advice to your younger self from 20 years ago, or to women today considering a career in fleet, what would you tell them?

My advice is to understand that you have the strengths necessary to succeed in fleet. I wasn’t a mechanic. I barely knew how to check my tire pressure.

But [a lack of technical expertise] should not deter someone from being interested in a profession that focuses on vehicles. There’s this whole world related to fleet. Whether you’re good at analyzing information, providing customer service or leading people, all those skills are necessary for fleet.

Sure, technical skills are important. But if that’s not your background or skill set, look beyond that. There are tons of opportunities to impact a fleet department with the skills you have.

Accelerated Development: What’s New in All-Electric Medium- and Heavy-Duty Trucks

Written by Sean M. Lyden on May 18, 2023. Posted in Technology, Special Focus.

As you navigate the opportunities and challenges brought about by fleet electrification, it’s crucial to stay informed about the latest product news.

This roundup delves into the latest news in the heavier all-electric truck segment from industry leaders Mack Trucks, Isuzu, Hino, Nikola and Tesla. Consider the impact these electric vehicles might have on your fleet.

Mack Trucks: MD Electric
Availability: End of 2023
Range: Up to 230 miles

Mack Trucks unveiled its first electric medium-duty truck, the Mack MD Electric, at the 2023 Work Truck Week held in Indianapolis.

The MD Electric is the second electric vehicle in Mack’s lineup, following the Mack LR Electric refuse vehicle. The MD Electric will be available in Class 6 and 7 models, with respective GVWRs of 25,995 pounds and 33,000 pounds. Both models will be produced at Roanoke Valley Operations in Virginia.

The MD Electric is designed to support various applications, such as dry van/refrigerated, stake/flatbed and dump vocations. The electric truck is powered by nickel manganese cobalt oxide lithium-ion batteries – available in 150-kWh and 240-kWH configurations – and supports AC and DC charging. Its regenerative braking system helps capture energy during the vehicle’s multiple daily stops.

Designed for reliability and durability, the MD Electric features a three-phase permanent magnet synchronous motor and shares the same styling as its diesel counterpart, the Mack Anthem.

Mack dealers, many of which are already Mack Certified Electric Vehicle dealers, will provide support for the MD Electric.

Isuzu: N-Series EV
Availability: Early 2024
Range: Up to 235 miles

Isuzu Commercial Truck of America has announced its first all-electric production model, the N-Series EV, to be available in the first half of 2024.

Key features of the 2025 NRR EV include a 19,500-pound GVWR; wheelbases from 132.5 to 176 inches; a standard cab design; four battery-capacity options with a range of up to 235 miles; DC fast-charging and AC (Level 2) charging capability; and an optional advanced driver assistance system package for increased safety.

The N-Series EV will be powered by lithium-ion battery packs, offering a choice of three, five, seven or nine packs to suit various driving range needs. Charging ports will accommodate popular connectors in the U.S. and Canada, with charging times ranging from one to 2.5 hours for DC fast charging and 5.5 to 10 hours for AC Level 2.

The optional advanced driver assistance system package on the N-Series EV includes automatic emergency braking, lane departure warning systems, full-range adaptive cruise control and other safety measures.

Hino: M5e and L6e
Availability: Early 2024
Range: TBD

At the 2023 Work Truck Week, Hino Trucks announced that in 2024, the company will release electric versions of their M and L Series medium-duty trucks – named the Me Series and the Le Series – powered by SEA Electric’s SEA-Drive system.

The Class 5 M5e (19,500-pound GVWR) cabover and Class 6 L6e (25,950-pound GVWR) conventional models will offer battery capacities of 138 kWh and 220 kWh, respectively.

Hino Trucks’ President Glenn Ellis stated that the collaboration with SEA Electric is a strategic move to provide powertrain options that meet customer needs across the U.S. Hino’s national dealer network is equipped for the shift to EVs, with high-voltage training from previous hybrid products.

To facilitate the EV transition, Hino is developing charging infrastructure through Hino INCLUSEV, an end-to-end EV enablement solution exclusively available through the company’s nationwide dealer network. INCLUSEV will offer consulting, sales, infrastructure, single-source financing, support and service to customers.

With Hino Edge telematics metrics and driver behavior data, the company has developed its strategy for initial EV vocational offerings, focusing on delivery and final mile applications.

Nikola: Tre BEV
Availability: Now
Range: Up to 330 miles

Nikola’s Tre BEV 6×2 offers up to 733 kWh of energy with an estimated 330 miles of range. The 13-foot-tall short-haul/regional BEV semi is based on an Iveco cabover chassis, featuring a 733-kWh battery pack and twin motors with 645 horsepower and 1,327 pound-feet of torque.

Although charging takes some time, with an 80% charge achievable in 90 minutes using a 350-kW DC charger, the company anticipates technology improvements will reduce this time.

The U.S. versions of the BEV are for day use, with European models including sleeping quarters. The truck’s interior features a 17-inch touchscreen, exceptional visibility and quiet operation. Nikola plans to deliver up to 350 Tre BEVs to dealers in 2023 and 125-150 Tre fuel-cell trucks in Q4.

The digital cockpit includes a wraparound dash and minimal mechanical controls. Drivers can access important information on the dash A-panel, while the 17-inch B-panel touchscreen allows them to control functions like headlights, climate control and radio. The Tre’s chassis houses nine modular battery packs, air disc brakes at all wheel positions, and a dampened air spring suspension for stability and comfort.

Nikola aims to offer a full sleeper cab for the long-haul fuel-cell version of the Tre.

Tesla: Semi
Availability: Now
Range: Up to 500 miles

PepsiCo recently unveiled a new fleet of 18 Tesla Semi trucks at its Sacramento, California, facility, one of the first metropolitan areas in the U.S. to integrate these electric trucks into operations. A Sacramento Metropolitan Air Quality Management District grant made the partnership with Tesla possible. PepsiCo said that a single Tesla Semi can travel 400 miles on a one-hour charge and reduce greenhouse gas emissions equivalent to 302 passenger cars annually. The company aims for a 75% reduction in emissions by 2030 and to achieve net-zero emissions by 2040.

Tesla’s Master Plan Part 3 describes two battery-size options for the Tesla Semi: Semi Light and Semi Heavy. Lithium iron phosphate (LFP) batteries will be used for standard-range vehicles, while higher energy-density batteries with high-nickel cathodes will be used for larger, longer-range vehicles like trucks and buses. The Semi Light will use a 500-kWh LFP battery pack, while the Semi Heavy will use an 800-kWh high-nickel battery.

A Roadmap to Autonomous Trucks

Written by David Cullen on May 18, 2023. Posted in Technology.

A Roadmap to Autonomous Trucks

The technology and steps to regulate fully autonomous trucks will evolve bit by bit over the coming years.

By David Cullen

The road to autonomous trucks is a long and winding one. How it’s navigated will ride on everything from how rapidly the technology advances and how quickly it is embraced by truck operators and other motorists to how it will work in practical terms and how many regulations will impact its adoption.

The general media is wont to drum up the coming of “self-driving” or “driverless” trucks. Those adjectives make for grabby headlines that stir fears of “robot trucks.” The real goal is quite different: to deploy rationally based, highly engineered and integrated systems and software on trucks and roadways that will vastly increase safety, greatly increase delivery efficiency, and even cut fuel costs as well as greenhouse gas emissions.

A Constellation of Systems

It’s best to think of all this not as the development of a single new vehicle archetype but as a constellation of advanced systems that will automate one or more aspects of driving a truck. Even once full vehicle automation – picture a truck without a cab – is practically attained and legally allowed on roadways, many trucks will only be partially automated due to cost and/or operational factors.

This is why the truck builders and suppliers now engaged in this work, as well as the federal government, don’t talk about trucks without drivers; they talk about developing and releasing an array of advanced driver assistance systems (ADAS).

Some ADAS technology is already on many heavy-duty trucks, such as collision mitigation systems that take control of braking and steering as needed when system software determines the truck driver is not reacting quickly enough to a potential crash on the highway.

The federal government recognizes the importance of ADAS development to the point that it is actively promoting adoption of this technology as it stands now, even as it works to formulate policies for how the eventual full automaton of commercial vehicles will be regulated.

Performance Categories with Potential

According to the U.S. Department of Transportation, there are four general performance categories of ADAS that have the most potential to prevent crashes, injuries and fatalities.

Braking. This includes automatic emergency braking (AEB) and adaptive cruise control (ACC) systems. “AEB systems detect when a truck is in danger of striking the vehicle in front of it and braking automatically if needed. ACC helps with acceleration and/or braking to maintain a prescribed distance between it and the vehicle in front. Some systems can come to a stop and continue.”

Steering. Includes lane-keep assist, lane centering and adaptive steering control, “all of which help drivers maintain proper vehicle control and traffic spacing.”

Warning. Includes lane departure warning, forward collision warning and blind spot warning. “These systems help drivers by warning them of encroaching vehicles, unintentional moves or lane drifting.”

Monitoring. Includes driver-facing and road-facing cameras for training, and camera-based mirror systems for enhancing a driver’s field of view. “These systems help industry stakeholders provide driver feedback and improve driver performance.”

All of these systems are now available for spec’ing on new trucks, so think of them as building blocks toward higher levels of autonomous truck operation.

Levels of Automation

Further out, much is already in play. That’s why manufacturers and industry groups often refer to the Society of Automotive Engineers (SAE) Levels of Driving Automation Recommended Practice J3016 to describe where they are now and where they plan to get to with this technology. The levels were first laid out in 2014 and have been updated since.

The SAE levels are usually presented visually (see chart), but here is the gist:

Level 0 means no driving automation.
Levels 1 and 2 cover the presence of “driver support features” deployed while a person is driving.
With Levels 3 through 5, no one is driving when automated driving features are engaged.
And, specific to Level 5, the technology can drive the vehicle on all road types under all conditions. In other words, full automation is achieved.

As for the regulatory environment that will eventually rule all driverless truck development in the U.S., some states now have laws on the books that enable limited use of even fully autonomous trucks on certain highways, primarily to enable research and development as well as road testing. While that patchwork of rules will grow, ultimately it will become secondary to yet-to-be-promulgated federal rules and regulations regarding the design and operation of autonomous trucks and the roadways on which they will operate.

Rules of the Road Ahead

So, at some point, the National Highway Traffic Safety Administration will mandate standards that truck builders will have to follow; the Federal Highway Administration will formulate rules on roadway design and technology to accommodate autonomous trucks; and the Federal Motor Carrier Safety Administration (FMCSA) will issue rules to update federal safety standards to cover autonomous trucks and the CDL drivers operating them, to one degree or another.

The FMCSA is already engaged in the rulemaking process for its purview over autonomous truck development. For example, in May 2019, the agency issued an Advance Notice of Proposed Rulemaking – also known as a “pre-rule” – that requested public comment about motor carrier safety regulations that “may need to be updated, modified, or eliminated to facilitate the safe introduction of automated driving systems equipped commercial motor vehicles onto our nation’s roadways.”

Another Step

Earlier this year, the FMCSA took another step forward, announcing it would soon issue a Notice of Proposed Rulemaking to amend certain Federal Motor Carrier Safety Regulations “to ensure the safe introduction of automated driving systems (ADS)-equipped commercial motor vehicles” onto U.S. roadways.

The agency said its proposed changes to truck operation, inspection, repair and maintenance regulations would “prioritize safety and security, promote innovation, foster a consistent regulatory approach to ADS-equipped CMVs, and recognize the difference between human operators and ADS.” The projected publication date for this Notice of Proposed Rulemaking is this November.

In the meantime, major truck builders and their technology partners the world over continue apace to climb that SAE ladder toward a safer and more efficient future for commercial vehicles.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

Sizing Up the Electric Pickup Truck

Written by David Cullen on May 18, 2023. Posted in Smart Fleets.

It seems like every time you turn around these days, there’s a new battery-electric pickup truck being unveiled. Iconic American truck builders Ford, General Motors and Ram have begun building full-size electric pickups, while startup manufacturers – such as Rivian and Canoo – are rolling out EV pickups of varying designs. Meanwhile, Elon Musk, head of the biggest EV maker in North America, keeps promising to soon produce the purpose-built Tesla Cybertruck.

These manufacturers and others are poised to profit from what may go down as the golden age of electric pickups. Truck makers are beginning to ramp up their overall EV production, new tax breaks and other incentives are becoming available to trim high acquisition costs for buyers, and more commercial truck customers are getting better acquainted with the advantages of electric drive that go beyond warding off climate change.

Home vs. Work
Regardless of nameplates new or old, the winners will fall into two application categories: consumer and vocational, with – as is typical with all pickups – some use cases straddling that divide.

Consumers will opt for electric pickups for different reasons than work-truck operators like electric utility fleets. The former may go electric to save on fuel, to help save the environment or just to be trendy. But the latter will go electric with set goals of consuming less fuel, burnishing corporate green credentials, operating a less complex and therefore less expensive powertrain, and – in many cases – gaining a mobile platform to run electric power tools and equipment at work sites. Indeed, several or all of the above may sway fleet pickup buyers to go electric.

The electric pickups are coming, and their numbers will eventually soar. But to be clear, despite all the hype, the floodgates are far from open. That is attested to by the following EV pickup delivery numbers:

Ford sold 15,617 F-150 Lightnings from May through December 2022 (see www.barrons.com/articles/ford-f150-lightning-sales-december-51672932657).
In 2022, Rivian delivered 20,332 electric vehicles; that number reflects delivery of the R1T pickup, R1S SUV and EDV 700 vans (see https://insideevs.com/news/629288/rivian-ev-production-deliveries-2022q4/).
GMC Hummer EV deliveries totaled 854 in 2022 (see https://insideevs.com/news/629601/us-gmc-hummer-ev-pickup-truck-sales-2022q4/).

The Latest on Electric Pickups
As for what’s available now or soon to be, let’s first consider the EV pickups offered by what used to be called the Detroit Big Three: Ford, General Motors and Ram (formerly Dodge). The majority of commercial EV buyers will look here first for the simple reason that their pickup fleets already consist of models bearing one or more of these marques, which were no doubt selected based on their past and continuing performance on the job.

Ford was first out of the full-size electrics gate in the first half of 2022 with its F-150 Lightning and F-150 Lightning Pro 4×4 pickups. Standard range is up to an EPA-estimated 230 miles. Said by Ford to generate 580 horsepower and 775 pound-feet of torque with a standard lithium-ion battery, the base truck boasts a 2,000-pound maximum payload capacity and up to 5,000 pounds of towing capacity. Adding an optional trailer-tow package boosts that up to 10,000 pounds.

Under Where the Engine Was
Lightning models include Ford’s Mega Power Frunk, a waterproof trunk area built into the spot where the internal combustion engine compartment resides on a non-electric F-150. Within it are 14.1 cubic feet of cargo space, plus four 120-volt AC Pro Power Onboard electrical outlets and two USB ports for charging smartphones and tablets. Also available is the 9.6-kilowatt Pro Power Onboard system that adds two more 120-volt outlets plus a 240-volt AC outlet in the bed to power work-site tools and equipment. In addition, parameters can be set for power usage.

Rolled out last year was General Motors’ GMC Hummer EV Edition 1 pickup. This truck is clearly marketed to consumers seeking the ultimate in electric bragging rights. Key features noted by GM: three-motor e4WD propulsion system with GM-estimated best-in-class 1,000 horsepower and GM-estimated 11,500 pound-feet of torque; GM-estimated 329 miles of driving range on a full charge; and 800-volt DC fast-charging capability.

GM’s Twins
Also recently announced were GM’s 2024/2025 twin full-size electric pickup stablemates, the GMC Sierra EV and the Chevrolet Silverado EV. Per usual with these two models, their features vary slightly, primarily in their “road feel” for drivers and some interior fitments.

Consider this take on the two GM models posted at www.thedrive.com/news/gmc-sierra-ev-or-chevy-silverado-ev-truckbuyers-face-old-questions-for-new-trucks: “Both trucks … have identical range estimates and nearly identical power figures (the GMC Sierra EV makes marginally more torque: 785 foot-pounds vs. 780 foot-pounds). GMC touts its Sierra EV will make up to 754 horsepower in ‘Max Power Mode’ while the Silverado EV touts 664 hp in ‘Wide Open Watts’ mode. Chevy says the Silverado EV will tow up to 10,000 pounds in RST Trim, while GMC notes 9,500 pounds of towing capacity for its truck. Both companies have alluded to different towing capacities for different models but haven’t specified those ranges.”

Ram’s REV
Ram just entered the game with its 1500 REV pickup, unveiled April 5 at the New York Auto Show. It is to be equipped with a standard 168-kilowatt-hour battery pack with a targeted range of up to 350 miles or an optional 229-kilowatt-hour large battery pack for a targeted range of up to 500 miles.

Ram said the REV’s towing capacity will be up to 14,000 pounds; the payload capacity will be up to 2,700 pounds. The truck can add up to 110 miles of range in approximately 10 minutes with 800-volt DC fast charging at up to 350 kilowatts, the OEM stated. In addition, a Ram 1500 REV XR version that will deliver “class-shattering range” is to follow.

On the startup side, those gaining the most media play that may eventually hold appeal for commercial fleets look to be the purpose-built Rivian R1T, with off-road capabilities, and the Canoo, with 500-plus targeted horsepower. And don’t forget the truly futuristic Tesla Cybertruck EV pickup, still waiting in the wings.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

5 Mistakes to Avoid When Spec’ing All-Terrain Utility Vehicles

Written by Gary L. Wollenhaupt on May 18, 2023. Posted in Equipment.

All-terrain utility vehicles (ATUVs) are machines that utility fleets use to transport people, materials and equipment across potentially hazardous off-road environments for the purpose of inspecting or repairing power lines or performing other tasks in remote areas.

These vehicles go where four-wheel-drive pickups cannot, navigating steep slopes, trudging through heavy brush, hovering over swamplands, and even floating and powering across creeks and rivers, depending on the make and model of the ATUV.

But with a wide range of capabilities and options available, it can be easy to overlook an important spec, one that may cost your fleet a lot of money to correct after the fact. So, what are the most common mistakes utility fleet professionals should avoid when spec’ing ATUVs? Here are five to watch out for.

1. Selecting the Wrong Tool for the Job
ATUVs come in a variety of flavors and list prices. You may be tempted to buy a consumer-grade ATV to go easy on the budget, but that choice could end up costing more in the long run. Some manufacturers, like Polaris, offer commercial-grade units based on their popular consumer models. For extreme terrain, tracked and large-tire vehicles can go beyond where the road turns to swamp or desert.

Some ATVs for commercial use are delivered as bare-bones chassis and require an upfitter to prepare them with bumpers, doors, winches and other necessities. A consumer-grade vehicle likely won’t have the necessary safety features and may not stand up to daily use and abuse. Diesel engines may only be available in commercial lines. Some extreme conditions might call for a sealed-cab unit with an HVAC system, for example, that is unavailable on consumer units.

Ultimately, the use case and terrain should dictate the type of vehicle selected for the job. Depending on the landscape, a commercial-grade ATV or side-by-side will handle most of the tasks thrown at it. However, in some extreme environments, there is no substitute for tracked and large-tired vehicles that carry hefty price tags.

“If you’re digging holes and setting poles across inhospitable territory, a tracked vehicle may be the only tool that can get the job done,” said Scott Merrill, vice president of PowerBully (www.powerbully.com), a division of Kässbohrer Geländefahrzeug AG that specializes in tracked utility vehicles.

Perhaps the best advice is to seek expert input before making what could be a six-figure investment in a piece of equipment.

“The best place to start is talking with a dealer that has both commercial and consumer lines so they can make sure that they fit you in a vehicle that’s good for the application,” said J.C. Kester, founder of Thumper Fab (https://thumperfab.com), an upfitter in Marshall, Texas. “In many cases, the commercial grade is not much more expensive either.”

2. Shortcutting Safety
One of the most significant differences in consumer-grade ATUVs is the lack of rollover or fall-over protection that a commercial unit offers. Some units might provide a basic roll bar and a thin plastic roof that doesn’t meet commercial standards. Upfitters can add steel bumpers, commercial-grade rollover protection systems and half-doors to keep occupants inside the vehicle.

3. Treads vs. Tracks
For an ATUV with tracks or off-road tires, consider whether the vehicle will have to cross or use paved areas. Merrill said that rubber tracks are the best option for occasional road use, but they are more expensive. Steel treads are cheaper but require resources to lay down mats so the tracked vehicle can cross the road without causing damage.

4. Shiny Object Syndrome
Don’t invest in an extreme off-road vehicle just because it’s awesome. Start with the use case first. Understand whether you need an aerial, a derrick or a crane. Then figure out what type of vehicle and chassis can handle the mission. Upfitters must understand the requirements for the center of gravity, hydraulics and electronics as well as the impact on operations and maintenance.

5. Communication Oversight
Telematics are critical for monitoring and managing vehicles in remote locations. Sophisticated systems can identify the point of failure and send an alert regarding what parts may be needed. A repair team can arrive with the right gear to get the vehicle back in service without an extra trip.

“The chassis manufacturer has to be able to communicate with the rig, so if it throws a fault code, we can see it and try to solve it. If we can’t, we know what to tell the mechanic to bring and what parts they’ll need to ensure the shortest amount of downtime possible,” Merrill said.

When time is money, getting a vehicle back in service quickly can pay off. PistenBully, the snow machine sister division of PowerBully, supplies snow-grooming machines for the Olympics and the X Games, so having the right parts and service is critical. The same is true for utilities and contractors renting machines.

“If a machine goes down, the contractor is still paying the rental fee, and then they get really ticked, so we try and get that machine up and running as fast as possible,” Merrill said.

About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

Retooling Your Shops for EVs

Written by Grace Suizo on May 18, 2023. Posted in Maintenance.

Electric vehicles have been rolling out in more and more utilities as fleets continuously strive to green up their operations. But making the transition from combustion to electric involves more than just getting operators on board. Among other things, it also means making sure shops and technicians are well-equipped to properly service these units.

According to Dave Broadwater, manager of fleet management services for Holman (www.holman.com), the methods by and pace at which organizations are embracing EVs vary greatly from fleet to fleet.

“Generally speaking, some fleet operators are rapidly implementing comprehensive electrification programs to align with their company’s overall sustainability initiatives, while others are merely exploring the feasibility of adding EVs to their fleet mix,” he said.

Whether you’ve decided to go all in or are evaluating your options, Broadwater recently shared some tips with UFP on how to ready your utility fleet and shop technicians for EVs.

A Safe Space
As fleet operators begin to integrate EVs into their fleet mix and prepare their in-house garages accordingly, safety should be the top priority.

“For technicians who are relatively unfamiliar with EVs, they can be extremely hazardous to work on compared to internal combustion engine units,” Broadwater said. “Without the proper training and safety equipment, an electric vehicle’s high-voltage powertrain presents significant risk, and if a technician or other employee comes in direct contact with the system, it can result in serious injury.”

Organizations should engage a wide range of stakeholders – including those from the fleet, operations and safety/risk departments – to ensure their facilities are designed with an emphasis on safety, he advised.

Adequate space and specialized tools are two important items to consider.

Fleet operators must ensure their facilities have adequate room to work on EVs; most OEMs recommend a 6- to 8-foot “safe zone” perimeter around a vehicle, according to Broadwater.

“This is intended to keep others clear of the area and avoid an inadvertent static charge near the high-voltage systems,” he explained.

Additionally, technicians will need specialized tools and personal protective equipment to safely handle high-voltage components.

“For example, your standard tools (e.g., wrenches, screwdrivers, pliers) should all be insulating to further reduce the risk of accidental electrocution,” Broadwater said. “Additionally, you’ll need a nonconductive object – with a minimum of 5 feet in length – specifically designed to dislodge someone from a high-voltage system in case of emergency. You’ll also need fire extinguishers as well as protective barriers to establish a safety perimeter.”

In terms of PPE, he advised that technicians should use rubber raincoat aprons, insulating boots, specialty high-voltage insulating rubber gloves and protective eyewear.

Ease Into It
Utilities should ensure the scope of their EV implementation aligns with fleet objectives.

“We often recommend beginning with an initial phase or portion of your fleet,” Broadwater said. “Then you can build on your success by applying the insight and knowledge you gain to other segments of your fleet, keeping in mind there will be some differences and nuances based on vehicle type, region, operating parameters and so forth.”

Because most EVs are still relatively new to the market and most OEMs offer little to no training on their complex and potentially hazardous systems, ensuring technicians are properly trained can be difficult.

“Technician training is perhaps the biggest challenge currently facing those who operate in-house repair facilities,” Broadwater said. “There are some third-party training programs available, but since the OEM technology is proprietary, this training often lags behind. Additionally, proprietary vehicle software can hinder the ability to complete repairs in-house.”

Fleets operators should also be mindful of cost considerations when preparing shops and technicians for EVs.

“Preventive maintenance in general tends to be slightly less on EVs as compared to equivalent ICE vehicles,” Broadwater said. “However, EVs do have some rather costly components that aren’t found in ICE vehicles: high-capacity batteries, specialized electrical components and so on. These items can be extremely costly to repair because often the unit has to go to an OEM facility for service. The good news is that most EVs come with a powertrain warranty similar to that of a typical ICE model, and fleet operators should take advantage of warranty coverage when available.”

Leverage the Experts
With the appropriate training and safety precautions, many fleet operators can conduct basic preventive maintenance and other non-powertrain EV repairs at their in-house garages. However, most fleet operators are likely best served by leveraging external maintenance partners (i.e., OEM facilities) to conduct any repairs that involve the vehicle’s high-voltage system.

“This is an area where it is extremely beneficial to partner with a fleet management provider who can assist you in developing an EV maintenance strategy that maximizes your internal resources and helps make your transition to EVs as seamless as possible,” Broadwater said. “In most scenarios, it is more efficient – both in terms of cost and time – to have your in-house technicians prioritize PM services for your EV units and other repairs for your ICE vehicles while allowing outside resources to handle specialized EV maintenance.”

New EPA Rules Proposal: How Will You Prepare Your Fleet?

Written by Sean M. Lyden on May 18, 2023. Posted in Management.

In April, the Biden administration raised the stakes on its ambitious emissions targets, proposing new rules affecting all vehicle classes starting from model-year 2027. With the U.S. Environmental Protection Agency projecting significant increases in electric vehicle market share across various categories by 2032, the proposal is seen by many as a faster route to electrification.

But some industry leaders, like Chris Spear of the American Trucking Associations, have voiced concerns about the feasibility of the timelines, mainly for heavy-duty vehicles.

Since tighter restrictions seem likely to proceed despite the concerns, what should you consider as you prepare your fleet to navigate the uncharted waters?

Balancing Pressures and Expectations
As your fleet transitions to EVs, you’ll likely face conflicting pressures from senior management and internal customers. On one hand, executives have committed to ambitious zero-emissions targets for the company and the fleet, which may be challenging to achieve with factors outside your control.

On the other hand, internal customers require the right vehicles to be readily available when needed, especially in emergency response situations. You can’t afford to have vehicles out of service because OEMs can’t supply them in time.

To manage these pressures, focus on setting realistic expectations with senior management and your customers. Be candid about the challenges and potential roadblocks in the transition process, as well as the time and resources required to make the shift.

Navigating Product Gaps
Begin preparing for OEM production gaps if the transition to EVs does not progress smoothly or if sufficient EV products are not readily available as internal combustion engine (ICE) vehicles get gradually phased out.

To mitigate disruption to your fleet, consider reevaluating your vehicle cycling strategy during the EV transition. This may involve:

Extending the life of ICE vehicles to ensure a sufficient number of operational vehicles are available, even as an emergency pool.
Anticipating a potential buy-ahead boom for ICE vehicles before new emissions rules take effect and adjusting procurement strategies accordingly.

Addressing Infrastructure Challenges
Consider these aspects when addressing infrastructure challenges:

Charger build-out plan: Develop a strategic plan for deploying charging infrastructure at key locations, considering factors such as vehicle types, charging speeds and daily usage patterns. This plan should be closely coordinated with your vehicle acquisition schedule to ensure the seamless integration of new EVs into the fleet.

Charging resiliency: Create a mobile charging plan for emergency response. This will involve backup power sources, such as mobile generators or energy storage systems, to ensure continued access to charging facilities in the field during emergencies when there’s no power from the grid.

Addressing Workforce Challenges
As the transition to EVs accelerates, consider the impact on your workforce, specifically with diesel mechanics. With a growing shortage of diesel technicians, maintaining ICE vehicles during the transition period will require a thoughtful approach to staffing.

Here are four strategies for managing your garage staffing effectively during the transition:

1. Retain and train existing diesel mechanics. Focus on keeping your experienced diesel mechanics and providing them with growth and professional development opportunities.

2. Encourage young technicians to enter the field. Despite the perception that diesel technology may have a limited future, there will still be a need for diesel mechanics during the transition period. Promote the value of diesel technician skills and create attractive career paths for young techs.

3. Cross-train technicians in EV maintenance and repair. To ensure a versatile workforce, offer training programs that enable diesel mechanics to develop EV maintenance and repair skills. This approach will create a pool of technicians capable of working on both conventional vehicles and EVs.

4. Partner with educational institutions. Collaborate with local technical schools or colleges to develop training programs and curricula that address the needs of both diesel and electric vehicle maintenance. This partnership can help to create a steady pipeline of qualified technicians entering the workforce.

The Bottom Line
While you may not have control over the upcoming EPA standards or the OEMs’ capacity to meet them, you do have the power to shape your response to these changes. By proactively addressing potential disruptions and adapting your strategies, you can ensure a smooth and successful transition to a cleaner, more efficient fleet without being caught off guard.

EUFMC Celebrates 70 Years: Embracing Change and Shaping the Future of Fleet

Written by Sean M. Lyden on May 18, 2023. Posted in Editor's Perspective, Event Coverage.

This year marks the 70th anniversary of the Electric Utility Fleet Managers Conference, which will feature a powerful lineup of events and speakers in Williamsburg, Virginia, from June 4-7. Since its inception in 1953, the conference has continuously evolved to address the most pressing challenges for utility fleet professionals.

And that’s what makes the networking and education at EUFMC especially important today as the industry undergoes a tectonic shift to all-electric transportation.

The 2023 educational program – Driving Safety, Sustainability & Technical Expertise – will feature presentations by industry experts and fleet professionals that cover crucial topics such as transitioning to EVs, strengthening fleet safety and navigating workforce challenges.

This year’s keynote speaker, Brian L. Wolff, chief strategy officer and executive vice president of public policy and external affairs at Edison Electric Institute, will discuss the importance of staying informed about emerging trends and technologies. EUFMC 2023 will also introduce the first Women in Utility Fleet gathering June 6, providing a valuable networking opportunity for female fleet professionals, with opening remarks by Julie Gomez, EUFMC director and T&D Supervisor II of Fleet Services at Tucson Electric Power. You can read more about Gomez on page 40 of this issue.

Since becoming the editor of UFP in 2015, I’ve had the privilege of attending EUFMC almost every year. It has become my go-to conference for staying up to date with industry trends and connecting with many of you.

Congratulations to Ann Brown-Hailey, the board and everyone involved in organizing this fantastic conference on its 70th anniversary. Thank you for preserving and building upon the extraordinary legacy that began in 1953 as the Public Utility Fleet Managers Conference at the Tides Inn in Irvington, Virginia.

Work Truck Week 2023 Heads Back to Indy

Written by Kate Wade on February 24, 2023. Posted in Event Coverage, Industry Events.

Work Truck Week – North America’s largest work truck event – returns to Indianapolis March 7-10. Education sessions run March 7-9; the exhibit hall will be open March 8-10; and the Ride & Drive is scheduled for March 8 and 9. Also part of Work Truck Week is the Green Truck Summit, which takes place March 7.

Produced by NTEA – The Association for the Work Truck Industry, this year’s Work Truck Week will feature extended exhibit hours, providing attendees additional time to check out the latest commercial vehicles, technology and equipment on display from 500 companies. According to NTEA, the New Exhibitor Pavilion, featuring 25 first-time exhibitors, will also return with an earlier start.

The 2023 educational program includes a variety of targeted sessions during which industry experts and thought leaders will share strategies to help improve efficiency, implement best practices and grow operations. Concurrent sessions address market data and industry trends, vehicle engineering and compliance, government relations, advanced fuels and vehicle technology, workforce development and more.

NTEA has also added exclusive update sessions from five electric vehicle manufacturers to the Work Truck Week educational program. During the sessions, manufacturer representatives will cover important technical information about their vehicle chassis, designs and powertrains. The EV update sessions will be held March 9. Participating manufacturers are Cenntro Automotive Corp., Lion Electric, Lordstown Motors, VIA Motors Inc. and Xos Inc. Other OEM update sessions begin March 7 and run through March 9.

Back again for another year, attendees will have the opportunity to test drive nearly 20 vehicles at the Ride & Drive, including all-electric vans, trucks and unique new zero-emission vehicles, as well as internal combustion trucks. Ride & Drive also features new components and equipment to help boost performance, fuel economy, safety and efficiency.

At this year’s Green Truck Summit – designed to provide insights and resources to support the work truck industry’s drive toward greater sustainability, productivity and efficiency – Cummins Inc. president and CEO Jennifer Rumsey will deliver the keynote address. Her presentation will be followed by a full slate of sessions addressing the evolution of the commercial vehicle landscape as the shift toward zero emissions accelerates. John Davis, creator, host and executive producer of MotorWeek, returns as event emcee.

Robert Herjavec, an entrepreneur, author and star of the TV show “Shark Tank,” will be the keynote speaker at the NTEA Annual Meeting on March 9.

For full details about Work Truck Week 2023, visit www.worktruckweek.com.

The Latest Developments in the Hydrogen Fuel-Cell Truck Market

Written by Gary L. Wollenhaupt on February 24, 2023. Posted in Smart Fleets.

Fuel cells powered by hydrogen have become an attractive technology because hydrogen powers an electric motor – without plugging in, as you do with a battery-electric vehicle – and the only emission out of the tailpipe is water.

Big-name truck makers including Toyota, Kenworth and Navistar have entered the fray. And then there are new entrants like Nikola Motor Co. and Hyzon Motors.

What’s New in Truck and Van Upfits for 2023?

Written by Sean M. Lyden on February 24, 2023. Posted in Special Focus.

As you evaluate your truck and van specs, where do you see the best opportunities for improvement?

Perhaps you could take weight out of the vehicle to reduce fuel costs or increase legal payload. Or upgrade your equipment to be more efficient and ergonomic, improving crew productivity and safety. Or electrify your onboard equipment to cut fuel consumption and carbon emissions.

Whatever your specific goals, here are seven new developments from truck and van equipment manufacturers to help you achieve them.

The State of Fleet Maintenance in 2023

Written by David Cullen on February 24, 2023. Posted in Maintenance.

The outlook for fleet maintenance costs and shop operations in 2023 is again influenced by the state of the economy and the supply chain, as well as by the ongoing nationwide tech shortage. To help pinpoint the leading challenges the year ahead poses to utility fleet managers, UFP spoke with Chris Foster, manager of fleet management services for Holman (www.holman.com), one of North America’s largest providers of fleet management services.

Supply Chain Kinks
Starting out with the remaining kinks bedeviling the supply chain, Foster pointed out that while “the entire automotive supply chain has been severely disrupted the last several years, there’s certainly positive momentum. That comes particularly in terms of new vehicle production, and conditions continue to slowly improve. The key to the supply chain beginning to stabilize has been the OEMs’ ability to steadily increase production capacity.”

Still, the supply chain was severely restricted during the first two to three years of the pandemic, which has prevented most fleet operators from being able to order new units, he pointed out. “As a result, older vehicles had to remain in service much longer than originally anticipated and needed additional repairs, quickly creating a parts shortage. Add to that the long-standing labor shortage and you quickly see the perfect storm of disruptions this creates.

“Today, as a growing number of new vehicles roll off the assembly line, fleets are able to begin replacing these older, high-mileage units, and this is starting to help mitigate parts and labor shortages,” Foster continued. “There are certainly still gaps in the market and lingering challenges, but generally speaking, the supply chain is headed in the right direction and will likely continue to improve throughout 2023.”

Costs: Up or Down?
Turning to which types of maintenance and repair costs are likely to increase or decrease the most in 2023, Foster said that for the last year or so, “supply chain disruptions, labor shortages and inflationary pressures have pushed operating costs significantly higher. In some segments of the industry and certain geographic regions, costs spiked as much as 20%.

“Fortunately, we’re beginning to see the industry stabilize, and price increases are leveling off a bit,” he continued. “As we look ahead, we’re likely to see maintenance and repairs continue to increase slightly in certain areas. Tire prices is one area that comes to mind, but costs are unlikely to climb at the same rate as last year.”

Techs Still Wanted
As for the technician shortage that predates the pandemic and has been growing steadily, Foster stressed that “without question, there is a critical shortage of qualified technicians throughout North America.” He said that puts the onus on utility fleets to recruit, develop and retain technicians to support their in-house maintenance programs.

Foster also observed that hiring skilled technicians is “a competitive process, and keeping them long term is often just as difficult. It is critical that you view your technicians as an integral part of your business and make their satisfaction, training and retention a top priority. Additionally, most utility fleet operators should leverage strong partnerships with their fleet management provider and/or external vendors to help supplement their in-house program and mitigate the risk of prolonged downtime due to technician turnover.”

Jeff Sproat, director of Wheels Donlen’s Maintenance Contact Center, contends that the rising cost of everything from fuel to tires, as well as the impact of widespread parts delays and labor shortages on shop operations, makes a compelling case for being proactive about maintenance.

“The first step in proactive maintenance is to understand the specific needs of your business,” he advised in a 2022 blog post. “You must know what kind of equipment you have and how it operates in order to make informed decisions about when to service or replace a system or part. By focusing on prevention rather than reaction when something goes wrong, you’ll increase uptime while saving money.”

Here is a condensed version of Sproat’s top five tips for leveraging proactive maintenance practices:

1. Assess your fleet. Align vehicle maintenance schedules with OEM guidelines that correspond to how your vehicles are being used. Check the OEM’s schedule recommendations against your usage patterns (e.g., whether a vehicle is being driven more often than average, has a higher number of stops-and-goes than normal, or is driven farther distances each day). In each case, more frequent service intervals may be indicated. Also, evaluate how long you plan to keep your vehicles to determine if any post-100,000-mile services should be scheduled, such as a transmission or coolant flush, or re-evaluated based on OEM recommendations.

2. Follow OEM guidelines. Sticking to OEM guidelines is a good way to reduce costs and keep your fleet running smoothly, especially when it comes to such aspects as routine maintenance schedules and maintaining fluid levels and tire pressures.

3. Check your drivers’ compliance. Are drivers performing their scheduled maintenance? Does it comply with local regulations? Is it in line with your fleet policy? If you find your drivers are continually getting services performed late, this can lead to higher repair costs as vehicles age.

4. Keep maintenance schedules current. Ensure you have the latest version of your vehicles’ maintenance schedules and service information, in addition to receiving any updates issued by manufacturers. The last thing you want is for an emergency to arise when no one knows how to respond.

5. Plan for planning. Fleet maintenance is a task that requires planning. It is important to understand how much maintenance work your fleet needs and when that work must be done. To gain that understanding, set aside time every year to complete an audit of all vehicles in your fleet to build a schedule for minor and major repairs.

“Don’t wait for a problem to occur; work with your drivers to schedule regular maintenance appointments,” Sproat wrote. “This will enable you to address minor issues before they lead to larger ones that could cost thousands of dollars and delay business operations. Not only will this ensure better safety but also lower costs in the long run.”

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

6 Lessons Learned (So Far) on the Fast Track to an All-Electric Fleet

Written by Sean M. Lyden on February 24, 2023. Posted in Fleet Profiles.

Ready or not, EVs are coming to your fleet.

Governments have mandated it. Automakers have committed to it. And recent federal legislation has earmarked billions of dollars for it.

But the colossal changes in vehicle design and “fueling” infrastructure will undoubtedly create numerous potholes on the road to electrification. Will there be enough models available to make the shift in time? Will charging times become faster and more practical? Will utility fleets be able to manage emergency response situations when there is no electricity?

Spec’ing Truck-Mounted Air Compressors

Written by David Cullen on February 24, 2023. Posted in Equipment.

Like most everything else that’s installed in the manufacturing and outfitting of a utility truck, there’s no one-size-fits-all choice when it comes to spec’ing a truck-mounted compressor to best meet the demands of a given application.

There’s a lot to think about, ranging from the compressor’s placement on the chassis to ensuring the correct flow rates. Insights for the following eight-point checklist to help fleet managers spec the right compressor are drawn from information from two leading air compressor manufacturers, Vanair (https://vanair.com) and VMAC (www.vmacair.com):

Pitfalls to Avoid When Transitioning to a Fleet Management Information System

Written by Grace Suizo on February 24, 2023. Posted in Technology.

A fleet management information system (FMIS) is an essential back-office system designed to help fleet managers keep records and generate reports regarding the effective and efficient operation, maintenance, repair and replacement of their fleet assets.

But pulling and integrating data from a wide range of sources into a single system can be a daunting task. So, UFP recently asked industry veteran George Survant, currently vice president of fleet for Revolv Global Inc. (https://revolv.us), to share his expertise about how to smoothly transition to a new FMIS.

‘The Checklist Manifesto’ for High-Performing Fleet Professionals

Written by Sean M. Lyden on February 24, 2023. Posted in Management.

As a fleet manager, ensuring efficiency and safety is paramount in your daily operations. But how can you effectively balance these priorities without sacrificing one for the other?

One solution may lie in an unlikely place: the checklist.

In “The Checklist Manifesto: How to Get Things Right,” surgeon and Harvard Medical School professor Atul Gawande breaks down how checklists can reduce errors and improve outcomes in various industries, including health care, aviation and construction.

4 Safety Tech Options to Consider for Aerial Devices and Digger Derricks

Written by Sean M. Lyden on November 23, 2022. Posted in Technology.

As you spec your next round of bucket trucks and digger derricks, what are some safety technologies that may not have been available for your previous orders but are now?

UFP spoke with Altec’s (www.altec.com) Michael Newman, digger derrick market manager, and Ryan Hulleman, aerial device market manager, to get their advice. They recommended considering the following four safety tech options.

But before we dive in, a quick disclaimer: Although Newman and Hulleman speak specifically about their company’s products, you can look for similar safety systems from other manufacturers. This article aims to build awareness about the latest developments in safety technologies that can save lives, reduce job site injuries and extend the life of your equipment.

1. Lanyard Detection System for Aerial Devices
A lanyard detection system reminds lineworkers to clip in before they work from the platform. Altec’s system is available in two configurations. One provides an audible alert if the lanyard is not attached. The other disables the upper controls in addition to issuing an audible warning.

Why consider a lanyard detection system?

“Job sites are busy,” Hulleman said. “Workers are thinking about what they just talked about in their pre-op meeting or have other things on their mind. And folks can sometimes forget to clip in. So, this solution helps prevent somebody from getting into that scenario where they want to operate the equipment safely, but, for whatever reason, they forget to clip in.”

2. Load Monitoring
A load-monitoring system helps prevent overload incidents, extend equipment life and determine what adjustments need to be made to vehicle specs.

Altec’s system is connected to the company’s telematics offering that sends wireless notifications to fleet owners when a platform or boom overload event occurs.

Hulleman said that Altec’s system issues both visual and audio alerts. The visual warning is a four-color light bar attached to the unit’s turntable that changes color based on the load.

What are the colors?

“The visual indicator has four colors: blue, green, yellow and red,” Hulleman said. “Those colors correspond to a certain percentage of the rated load capacity. If the light is green, you’re in a good position. As you approach the total rated load, that color will change from green to yellow. Once you reach the rated load and slightly exceed it, you’ll see the red indicator on the light bar come on and hear an intermittent chirping alarm. If for some reason you were to worsen the overload, the light would turn blue, and you would hear that chirping sound become a solid tone. That indicates to the operator that the condition has worsened.”

3. Telematics
Telematics is nothing new for trucks. But receiving alerts remotely on the performance of truck-mounted equipment, like aerials and derricks – that’s a more recent development.

“Altec Insights is a digital [telematics] product for our physical products. It takes the raw data our customers may see as noise and processes it into consumable, actionable information,” Newman said.

What’s an example?

“Consider digger derricks with hydraulic overload protection, or HOP – a backstop system to prevent excessive machine overload,” Newman said. “The telematics insights come in to help determine the severity of the overload. This way, we can provide our customers with appropriate recommendations or actions. Depending on this situation, we might recommend the operator re-perform their daily inspection. Or, if they had a severe overload event, that might require a technician to perform a more detailed inspection.”

Telematics can also provide insight into whether to make specification changes. “You can look at this data to help make better decisions on whether a certain region or user group needs a larger machine,” Newman said. “We know the infrastructure is getting taller and heavier. So, our customers have to respond.”

4. Outrigger-Deploying Steps at the Tailshelf for Digger Derricks
This is an option on Altec’s new DT85 model digger derrick. The system enables the steps at the tailshelf to deploy and retract as the outriggers are raised and lowered.

How is it relevant to safety?

“The steps at the tailshelf make ingress and egress to the back of the truck bed much easier and safer for the operator,” Newman said. “If they didn’t have this step at the tailshelf, the operator would have to walk around the outrigger to where there is a dedicated set of steps or a ladder on the side of the bed. So, when you’re working on the derrick and rotated off the back of the truck, the tailshelf steps allow the operator to cut their steps in half to get to the ground. While that doesn’t sound like much, you’ve cut your risk significantly when getting in and out of the riding seat. The fewer steps on the truck mean a lower risk for slip-and-fall accidents.”

Why is it important for the rear steps to deploy automatically?

“It means that nobody has to remember to set up the steps and put them away when the operator is done,” Newman said. “The steps stow automatically at a good departure angle, so you’re not having to worry about someone forgetting that they deployed the step and tearing it off when leaving the job site.”

Looking at Fleet Management Through a Legal Lens

Written by Sean M. Lyden on November 23, 2022. Posted in Special Focus.

Aggressive driver behaviors. Improper use of equipment. Distracted driving. These are just a few issues that increase a utility fleet’s risk of preventable accidents that can lead to multimillion-dollar payouts and ignite a public relations firestorm.

So, what can you do as a fleet manager to help protect drivers, the public and your company’s reputation?

UFP recently spoke with defense attorney John O. Radeck Jr., a partner at Charleston, South Carolina-based Hood Law Firm (www.hoodlaw.com), for his legal perspective on how fleet managers can improve safety and reduce risk exposure for their employers. Here’s an edited version of our conversation.

UFP: What areas do you see where utilities have the most significant risk exposure with their fleets?

John O. Radeck Jr.: The biggest area is technology – the vast quantity of information that can be received through telematics. We see an unwillingness from many companies to fully engage with telematics proactively.

As a result, a lot of information can be weaponized from the plaintiff’s perspective; that’s easy for them to nitpick.

Fleets shouldn’t just be collecting telematics data. They should use that information to correct specific driver behaviors and improve safety. Instead, too many companies just let that data sit there as a vast ocean of information that becomes a vulnerability the plaintiffs could exploit.

What vulnerabilities would plaintiffs be looking to exploit with a fleet’s use – or lack of use – of telematics?

The plaintiffs want to know, does the company use telematics data to enforce the safety policies they have in place? Or do they ignore that data?

One of the critical parts of the fleet manager’s job is to be able to look at that data, identify trends and problem areas, and then fix those issues.

What is that data telling you about the condition of the vehicle? What is it telling you about the driver’s habits? Whatever the case, the question is this: Is the company proactive in enforcing its policies? If your company is not doing that, and you have this telematics system just collecting data, that’s a vulnerable point for you.

There’s this philosophy that collecting data is a vulnerability in itself. What are your thoughts on that?

That’s old-school versus new-school thinking.

The old-school philosophy is the less information, the better. We don’t want to document things.

But that approach makes you vulnerable, especially with plaintiffs’ attorneys, who are much more aggressive nowadays. With the enormous payouts awarded, these attorneys are not worried about costs. They can get funding from third parties to push these cases.

And the last thing you want is your best defense at trial being, “We don’t have information on that.”

Instead, you want to build a good company story by providing the information. Otherwise, you’ll be painted as a bad company at trial.

Suppose a fleet decided not to include all available advanced driver assistance systems on a vehicle. And then that vehicle is involved in a crash that the missing technology might have prevented. Is the utility company exposed to risk for that decision?

That’s not a specific issue I’ve dealt with yet. But my initial reaction goes back to being proactive and aggressive about using all the safety measures you can.

Otherwise, you’re potentially adding another piece of the puzzle that the plaintiffs could weave into an entire patchwork quilt – a larger narrative that strengthens their case.

It’s the Reptile Theory [see www.lexisnexis.com/community/insights/legal/b/thought-leadership/posts/the-reptile-theory-a-game-changing-strategy-in-personal-injury-lawsuits for more] at work. The plaintiffs will say, “Look, you had a choice, and you chose the less safe option.” That will always win.

What if, say, the vehicle is fully equipped with the available safety systems, but the operator has disabled one or more of them? What’s the risk exposure to the employer?

That’s a significant risk. And I would say that falls within the realm of inflammatory conduct – where a driver has chosen to disable the system. Presumably, that would be against company policy.

The company could be on the hook because they chose to hire that individual. But it really boils down to whether there is a culture of safety.

In this case, the company chose to hire a person who thought it was OK to disable this equipment. So, my thought is this: Is there a policy on this issue from the company? What were the instructions from the company to this employee?

If there were no policy, that would be a dangerous fact for a potential nuclear verdict.

When it comes to distracted driving, what’s the vulnerability there?

When you look at the nuclear verdicts, the data shows that phones are involved in most of those cases. Cellphones are obviously an issue, whether it is a primary factor or not.

But there’s only so much a company can do. The key is establishing that the company has made efforts to curb distracted driving with its policy – and the individual chose to violate it.

What are your thoughts about camera systems on vehicles?

Outward-facing cameras can be helpful. But I’m not so sure how necessary inward-facing cameras are.

I have a case with cameras involved. This 18-wheeler was making a turn. The plaintiff had 10 seconds before he impacted the side of the 18-wheeler. The allegations were that the 18-wheeler pulled out in front of the plaintiff.

The plaintiff had 10 seconds to slow down and avoid the accident. Instead, he stayed in the lane and looked like he had never braked. So, in that situation, the cameras were beneficial because they provided us with a comparative negligence argument.

If you were to think of a checklist that every fleet manager should have in mind to help protect their company from a legal perspective, what would be on that list?

In no particular order, I would consider these questions: Are you proactive in using telematics? Are you setting alerts and diving into the data to identify and address potential issues? Is your company enforcing its vehicle safety policies? What are you and the company doing today to build a culture of safety where management and employees are taking ownership of those policies?

It’s one thing to have a policy in place. But if it’s not enforced or people don’t take ownership in following it, that’s just as bad as not having a policy at all.

How Fleet Maintenance Can Advance Driver Safety

Written by David Cullen on November 23, 2022. Posted in Management.

Along with controlling the wide range of equipment costs that come with running a fleet, plus the need to maximize vehicle utilization and drivers’ time behind the wheel, every fleet maintenance program should be geared toward improving safety – to reduce operating costs and, above all, to decrease the risk exposure for fleet drivers and the motoring public.

Even a minor maintenance issue that is deferred or, worse, never noted on an inspection can snowball risk to your drivers and other motorists if left unresolved. Maintenance and safety clearly dovetail in the inspection and care given to a range of systems, starting with brakes, lights, tires, and wheels and axles, as well as electrical system components and any instances of physical damage.

“Committing to a consistent preventive maintenance schedule for all of your fleet’s equipment – tractors and trailers alike – not only maximizes uptime, but can help boost longevity, resale value, and even safety,” contends a blog post written by Carlos Mendiola, group director, finance, for Ryder’s Fleet Maintenance Solutions business unit.

Mendiola lays out PM tips in the post, including two that pack a solid safety punch: leveraging DVIR data and VMRS codes. “The DVIR is your canary in the coal mine,” he said. “Regularly review driver vehicle inspection reports or DVIRs and take action to fix things they note as being out of spec. If drivers see that you are taking their findings seriously, they are more likely to become diligent in their pre- and post-trip inspections. DVIRs also note issues that can lead to tractor-trailers failing roadside inspections too.”

Tapping the Codes
As for the vehicle maintenance reporting standards (VMRS), these codes were developed in 1970 by the American Trucking Associations’ Technology and Maintenance Council to provide a single, concise coding convention for managing fleet assets and analyzing maintenance costs.

“VMRS codes are the ‘universal language’ of the truck and trailer maintenance and repair business,” Mendiola explained. “They define exactly what is wrong with a truck and what was done to repair it.” He said these codes become especially important if outside service providers are used for PM services as “they keep everyone on the same page.”

According to a blog post from Rand McNally, “A fleet safety program isn’t solely about monitoring your drivers. Knowing how to improve your fleet safety program also includes vehicle inspection and maintenance. Regular maintenance helps reduce the costs of unexpected breakdowns and helps prevent accidents caused by damaged parts.”

Each driver should follow an inspection procedure to ensure safe operating conditions, the company recommended. “Regular inspections that are documented and assessed to see if further maintenance is necessary help with early detection of defects or vehicle issues.” Neglecting regular maintenance and inspections can raise repair costs, put drivers at greater risk, and increase the likelihood of violations and fines.

Maintenance and inspections should be scheduled. Rand McNally suggests including oil and filter changes; inspections of belts, brakes, radiators and other critical components; and rotating tires. “Engines, transmissions, and drivetrains require more major work that should be performed when needed.”

Training and Education
Both maintenance managers and drivers should receive safety training. This training can be conducted in phases. For example, Rand McNally advises training your supervisors and core team first. Then they can train other staffers and the drivers. “Mandatory training programs help everyone understand safety policies and procedures. You can also hold regular meetings to discuss company rules, regulations, defensive and backing techniques, adverse weather, maintenance, accident reporting, emergency procedures, and other topics.”

One-on-one training is more hands-on, which is especially helpful when corrective actions need to be taken by a driver. According to Rand McNally, “It’s important to have a predetermined safety threshold and appropriate one-on-one conversations with those who drop below it. Conduct regular coaching sessions in groups and personalized sessions for drivers who go below the safety threshold. Have a standardized script for these instances to eliminate biases.”

Safety Guidance
According to guidance about how maintenance can positively impact safety published by the Federal Motor Carrier Safety Administration, drivers should know how to properly maintain trucks – for their safety and the safety of others. “Employers should ensure that their drivers know that any vehicle malfunction, maintenance problem, or load securement issue must be addressed proactively to prevent crashes,” the agency stated.

Fleets should also “educate drivers about how to properly conduct pre- and post-trip inspections, record vehicle defects on DVIRs, and ensure that any defects which would hinder safe operation of the vehicle are repaired prior to operating the vehicle,” according to the FMCSA. In addition, fleets should train drivers on how to properly load commercial vehicles to prevent shifting of loads, spilling or dropping cargo, and overloading. Drivers’ questions about their role in maintenance efforts to boost safety should be answered, or “direct them to the information they need, including FMCSA’s websites.”

Consider this 360-degree view of safety, courtesy of a statistic from the Harvard Business Review: “Improving employee engagement is not simply about improving productivity … Specifically, high-turnover organizations report 25% lower turnover, and low-turnover organizations report 65% lower turnover. Engagement also improves quality of work and health … higher scoring business units report 48% fewer safety incidents.”

In short, engage your drivers with your maintenance and equipment experts as you train them and track, report and advance their safety performance – on the road and at the job site.

About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

Con Edison: Fleet Safety Performance is a Collaborative Effort

Written by Sean M. Lyden on November 23, 2022. Posted in Fleet Profiles.

A “close call” in late 2020 set things in motion to address a slip-and-fall hazard shortly after New York City’s energy provider, Con Edison, replaced 10 steel trailers with aluminum trailers.

“An employee was trying to secure a load on a very windy day. But the aluminum surface was wet and slick,” Richard Stewart, ConEd’s environmental, health and safety (EHS) manager, recalled. “When this incident was brought to our attention, we had to find a solution.”

In many types of organizations, you’ll see a lot of finger-pointing, blame-shifting and throwing people under the proverbial bus when things go wrong. But the utility industry has become known as a sector that promotes a collaborative culture, especially when solving problems that impact worker safety.

And ConEd’s experience provides a valuable behind-the-scenes view of what a collaborative culture looks like when confronting fleet safety challenges.

Why did ConEd switch from steel to aluminum trailers? What caused the increased slip-and-fall risk with the new aluminum units? How did the fleet, EHS and other departments work together to find a solution?

UFP spoke with Stewart and ConEd’s chief automotive engineer, Fortunato Gulino, to learn more about their story. Here’s an edited version of our conversation.

UFP: What factors led ConEd to change from steel to aluminum trailers?

Fortunato Gulino: At ConEd, we have four pillars to product design, whether a vehicle or trailer. The pillars represent the automotive engineering group, the garage operations maintaining the assets, the safety group and the operator. All four of us get together in a committee meeting to collaborate, whether it’s about a new product, a redesign of an existing product, or just confirming that the old product and specification are acceptable.

In this case, the steel trailers were causing problems – rotting and corrosion to the point where we had to condemn some of our trailers. So, our initial thinking as a group was that aluminum trailers would be the best solution for the corrosion issues.

But the aluminum presented a tradeoff?

Gulino: Yes. The tradeoff was the actual decking. The aluminum deck didn’t have the same anti-slip performance as the hardwood decking on the steel trailer. We learned about the issue shortly after the operators started using the new trailers.

What was the starting point for addressing the issue?

Richard Stewart: We started with administrative measures to mitigate the initial concern. Things like: “Don’t do any cargo load securement in the rain or on a windy day. And let’s move the trailer to inside the distribution bay.”

But then another safety concern arose. We transport pad-mounted transformers on our trailers. And sufficient friction – in addition to proper strapping – is critical to prevent losing loads. Naturally, the last thing you want is to lose a load, like a pad-mounted transformer, on a busy New York street.

With all the safety concerns presented, we needed to do something to improve the anti-slip performance of these new trailers.

What did you do?

Stewart: We had already been engaged with a company called Form-A-Tread (https://form-a-tread.com) on other projects to address slip-and-fall concerns at our warehouses and other facilities at ConEd.

We’ve applied their anti-slip solution to various decline and incline ramp areas throughout the company. And it has proven to be robust in preventing these types of hazards. So, we approached that company to see what solution they could create for our aluminum trailers.

What was the process for developing the requirements for the anti-slip trailer solution?

Stewart: Some of the company’s anti-slip products are rigid, and others are flexible. We needed the flexibility to compensate for the bowing of the load on the trailers. And we needed a product that could handle the robust nature of what Con Edison does to trailers. We don’t transport one universal load. We transport everything on our trailers. So, we had to ensure it could stand up to rigorous use and maintain flexibility.

[The vendor] asked for the specs, which we got from Fortunato’s automotive engineering group. They wanted to know the trailer dimensions, material, weight, load and so forth. And they did the calculations on their end to determine what it would take to properly coat our trailers with a solution that would hold up for us with the bending and flexing and the various weather changes.

Once we had a solution we thought could work, we approached Fortunato’s automotive group and asked them if we would be permitted to proceed with it. That’s the first thing we must ask: “Will you permit us to do it if we can?”

Earlier, you mentioned that the anti-slip solution is a coating on the trailer. What type of coating is it?

Stewart: It’s a two-part epoxy that’s very fast curing for the initial set, and then it requires an overnight cure – about eight hours.

Does the manufacturer install the coating, or is ConEd equipped to do it in-house?

Stewart: They did train us how to do it. However, with the high-profile nature of the project, we wanted to ensure that we got it right.

What advice do you both have for how fleet and safety can collaborate more effectively with each other and across other departments to improve overall safety performance?

Gulino: The first thing is to develop strong relationships and have good communication between the departments.

The second thing is understanding that many things don’t go as planned. You try one thing thinking it’s going to fix a problem, only to find that it has caused another problem to appear. So just be prepared for any aftereffects from any solution.

Stewart: We’re a very safety-focused and collaborative company where we’re meeting consistently for discussions on safety. We think it’s essential to involve all the stakeholders and get everybody’s opinions to ensure we’ve covered all our bases.

The State of EV Wireless Charging

Written by Gary L. Wollenhaupt on November 23, 2022. Posted in Smart Fleets.

As utilities adopt electric vehicles for their fleets, they face a fundamental question: wired or wireless charging? The decision could have long-term effects on the success of EV adoption. Electric utilities will be consulting with their customers on the same question.

While EV plug-in charging stations are familiar sights thanks to Tesla, wireless charging is less well known. But it’s getting ready for its time in the spotlight.

Wireless charging simplifies EV operations. Just park over a charging pad and then drive on – no plugging or unplugging is required. Wireless or inductive charging uses a charging pad embedded in the pavement to create a magnetic field to a receiving charging plate installed on the underside of the vehicle.

Since 2019, Antelope Valley Transit Authority (AVTA) in Southern California has used a wireless inductive charging system from WAVE (https://waveipt.com) for its battery-electric fleet, the largest in the U.S. Transit lines are an ideal situation for wireless charging; the lines have predictable routes and stopping points, so the buses can be recharged throughout their duty cycle. AVTA buses charge about 10 to 15 minutes per stop on their daily 290 miles.

Rethinking Duty Cycles
Pilot projects like the AVTA example have led to insights that will help utilities understand the strategy and benefits behind wireless charging.

Planning a wireless charging network requires thinking about where the vehicles may stop during their duty cycle. If the vehicles can charge incrementally during the shift, they don’t have to be taken out of service to recharge, and they can carry smaller batteries to cover the required range.

“You can change the mentality of how to use wireless versus other kinds of charging where it becomes part of the duty cycle and is almost like a perpetual operation,” said Aaron Gillmore, CEO of WAVE.

In a test of wired and wireless charging in a 200-truck parcel delivery fleet, charging provider WiTricity (https://witricity.com) found that wireless charging could save up to 50% on the total cost of operations. Much of the difference was due to “opportunity charging,” where the vehicles were charged while stopped for operational reasons. Spreading out the charging demand flattened peak loads for significantly lower electric expenses.

Wireless chargers could be installed at substations or frequent work sites. A vehicle can recharge while parked, eliminating the need to plug in. Even if a vehicle stops on a charger for 10 minutes, wireless charging works automatically, so the full 10 minutes is spent charging. The operator doesn’t have to get out of the vehicle, plug in a charging cable or perhaps use an RFID card to authorize the charge.

The utility fleet could plan charging hubs or nodes throughout the service area where vehicles could stop for a quick charge and then keep running throughout the duty cycle. Fleet managers will know how many miles a truck will operate and where it’s likely to travel, so a truck could be routed over wireless charging pads. One option is a charging island, like a fueling island, where vehicles get serviced and charge simultaneously.

“The concept is that you can get quick charges throughout the day on a high-powered charger and are always able to operate,” Gillmore said. “It opens the door to thinking about the economics of it differently.”

Planning for a Plugless Future
Wireless charging simplifies the charging network because there doesn’t have to be a charging dispenser for every vehicle. Even for electric utilities, supplying large amounts of power to their depots can be an expensive and time-consuming infrastructure project. Electric utility customers electrifying their fleets will face similar issues.

“You end up with fewer chargers serving many more trucks every day,” Gillmore said.

Wireless charging could help manage battery life. EV batteries like to operate in the middle of the charging range; charging to 100% frequently can degrade the battery life just as much as letting the charge drop to near zero. Wireless charging is built on the concept of incremental charging to keep the battery level relatively flat or charge neutral. The vehicle can recharge the energy consumed since the previous charge in a brief stop.

Wireless charging reduces charging infrastructure requirements and can improve efficiency and safety as operators don’t have to leave the truck to plug anything in. WiTricity estimated operators spend 12 to 15 minutes per day using plug-in charging systems. Because the wireless system uses magnetism rather than electric current, there’s no chance of shocks or short circuits. The magnetic field utilized for power transfer is not affected by water, snow, mud or other environmental factors.

Which Comes First?
As light-duty electric trucks come to market from Ford, Rivian and others, medium-duty trucks are under development by several manufacturers. Specialized vehicles may take more time to come to market. Due to the complexity of utility vehicles with chassis configured for upfitting, it takes another level of engineering to integrate battery packs along with buckets and outriggers.

Wireless charging could influence EV designs of the future. If vehicles can be charged during their daily duty cycles by wireless chargers in commonly traveled locations, their batteries can be smaller. In comparison, a truck charged by wire at the utility depot must carry a battery with enough capacity for the shift. A smaller battery design means less weight for longer range and a lower acquisition cost.

To some extent, it’s a chicken-and-egg scenario. Gillmore noted that wireless charging for fleet vehicles would be widely available when more fleet EVs are capable of using it.

About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

Top Trends in Utility Fleet Maintenance

Written by Grace Suizo on November 23, 2022. Posted in Maintenance.

Inflation is impacting all areas of the utility fleet industry, with a profound impact on maintenance and operating expenses, according to Amanda Kazemba, senior consulting analyst, business intelligence and analytics, for Holman (www.holman.com).

“Overall, the cost to repair a vehicle is up approximately 20% as compared to 2020, and fleet operators should expect to see an additional 5 to 10% in 2023 as well – and potentially beyond,” she said.

Factor in the increased costs of raw materials, an ongoing labor shortage, repair facilities struggling with their own parts and labor shortages, the general lack of new vehicle inventory, and vehicles remaining in service longer than originally anticipated, and you have the perfect storm, she noted.

While costs are likely to increase as supply constraints continue through 2023, Steve Jastrow, vice president of consulting and analytics for Element Fleet Management (www.elementfleet.com), said there is an opportunity for fleets to overhaul traditional practices to become more dynamic and implement more effective and efficient fleet management.

In recent interviews with UFP, Jastrow and Kazemba also offered the following insights on trends utility fleets can expect to see in the next year to two years.

Maintenance: More Important Than Ever
Utility fleets will want to stay close to their finance and operations teams, as costs will likely stay elevated and there may be an increase in vehicle unavailability, Jastrow advised.

“With the entire automotive supply chain severely disrupted and new vehicles still in short supply – a trend that will likely continue for the foreseeable future – taking care of the fleet vehicles you do have is more important than ever,” Kazemba said.

Keeping vehicles longer is also resulting in more frequent and costly repairs.

“Lead times will drive decisions on whether companies will want to replace vehicles or have maintenance work done to keep vehicles moving,” Jastrow said.

Impacts from the chip shortage and overall material shortages both domestic and abroad are leaving some replacement parts in short supply. The best action to avoid these impacts is to keep fleet vehicles maintained to avoid unexpected failures, he noted.

With that in mind, fleet operators must remain agile and adjust their maintenance strategy – and budget forecast – to account for this additional utilization during the costliest portion of a vehicle’s life cycle, Kazemba said.

“Reexamine your preventive maintenance strategy to better align with the reality that vehicles will be logging more miles, incurring additional wear and stretching their life cycle well beyond their original forecast,” she advised.

Using Data to Guide Decisions
According to Jastrow, fleets are going to become more dependent on data-driven decisions.

“Connected vehicles are here, and the insights can drive safety, fuel economy and maintenance improvements,” he said.

Leveraging maintenance data and analytics tools can help you better understand your fleet’s performance to identify trends and key performance indicators.

“This enhanced insight allows you to evolve your maintenance strategy from a traditional ‘break and fix’ model to a more proactive ‘predict and prevent’ methodology that further minimizes operating costs and downtime, allowing you to keep vehicles on the road longer,” Kazemba explained.

Shifting to Sustainability and Electrification
Shifting to greener operations is another trend that will continue in the coming years.

“Alternative fuel is now a focus in almost every conversation with fleet professionals as companies move to sustainable fleet practices and efforts to reduce their CO2 footprint,” Jastrow said.

He noted that sales of electric vehicles in the U.S. have reached a tipping point observed in other countries, indicating mass adoption is underway. “With corporate sustainability driving businesses to electrify their fleets, a pilot-first approach can inform longer-term decisions and enable a proper electrification scale.”

Larger EVs continue to come to market, providing more opportunities for fleets utilizing light-, medium- and heavy-duty trucks. Confirmed through both OEM predictions and fleet data analysis, the cost to maintain EVs can be as much as 40% lower than their ICE counterparts, Jastrow continued.

However, the transition from ICE vehicles to EVs may take longer than fleets are thinking, so it is important that they begin exploring fleet electrification by mapping out their transition plans and setting up EV pilot projects. Hybrids can be a good steppingstone to EVs, Jastrow said.

In addition to EVs and hybrids, he noted that autonomous vehicle and fuel-cell electric vehicle growth is expected in the truck space.

“While a significantly higher cost to purchase, autonomous vehicles have lower fuel and maintenance costs. Fuel-cell electric vehicle (hydrogen vehicle) rebates and fuel credits are offered by states for infrastructure to support renewable hydrogen. However, keep in mind there is a shortage of fueling locations,” he noted.

10-Point Checklist for Spec’ing Strobe Lights for Utility Fleet Applications

Written by Sean M. Lyden on November 23, 2022. Posted in Equipment.

Most vehicles in a utility fleet have strobe lights to protect workers and the public from a collision with a stationary vehicle. But with numerous strobe options to consider, how do you evaluate what will work best for your fleet?

UFP spoke with Nebraska Public Power District’s fleet superintendent, Rob Barbur, and fleet supervisor, TK Rayburn Jr., to get their advice. They shared these 10 points.

1. Configuration

How do you determine the optimal configuration for installing strobe lights?

It depends on the vehicle type. NPPD, for example, specs different strobe packages for pickups, SUVs, medium-duty trucks, aerial devices, digger derricks, crane trucks and off-road equipment. The primary difference in the packages is where the strobes are mounted on the vehicle.

“On a light-duty pickup, for instance, we mount four strobes on the back rack behind the cab and two strobes in the factory grille,” Barbur said. “But those same locations would not be available with a digger derrick or an aerial device. So, we may have to put the strobes in a poly box or mount them into the truck’s structure, like in the tailshelf.”

2. Vehicle

How do you decide which vehicles get strobes?

“It depends on their usage,” Rayburn said. “Almost everything we have will get strobes unless used for an office application or as a people hauler. But even in those applications, we would consider putting strobes on it if the vehicle might be used during emergencies.”

3. Environment

In what type of environment will the vehicles and equipment be used?

“If the vehicle operates in a brushy area with many tree branches and things of that nature, you should consider how you will guard the strobes, or they’ll get broken. You can purchase brush guards with strobes from the manufacturer,” Rayburn said.

4. Intensity

Strobes come in three classes. So, what’s the difference between the classes?

The difference is based on the strobes’ brightness and intensity. “Class 1 is primarily reserved for emergency and some utility vehicles. Class 2 is primarily for utility-type vehicles. And then Class 3 is more for, perhaps, a state truck picking up trash on the side of the road,” Barbur said.

5. Pattern

You can select the flash pattern you want on most strobes. But what pattern should you choose?

Barbur said that NPPD runs a random flash pattern. “One of the reasons for that is that it breaks up the monotony of a triple flash or quad flash. The unexpected flash keeps people alert to avoid a collision.”

6. Color

What are the considerations for selecting the strobe color?

“We run all amber lights,” Barbur said. “Your reds, blues and whites are reserved for emergency vehicles. But you will want to check your local statute for what you can run.”

7. Visibility

Are the lights visible from all sides of the vehicle?

“Visibility is critical,” Rayburn said. “The purpose of strobe lights is to protect the end user and the public. So, if you can’t see them, they’re not doing their job.”

But ensure the light is not where the operator will be blinded by it at night. “This is why we also have blackouts on the top of the rack-mounted strobes above the cab on our aerials – to protect the operator in the bucket,” Rayburn said.

What is a “blackout”?

“It’s a cover that goes over the strobe so the light does not shine up when the aerial device is in operation. The light only flashes out,” he said.

8. Size

Will the light fit where you want it?

“There are times we’d like to have that 6-inch oval light, but there’s not enough real estate on the truck to mount it. So, we have to adjust a little bit and go with a 4-inch round light,” Barbur said.

9. Availability

What components are available, especially when there’s still a semiconductor supply shortage?

“Right now, the decision between Class 1 and Class 2 strobes is really based on availability,” Barbur said. “If we can get the Class 1’s, we will get it. It’s generally what we do. But you take what you can get right now.”

10. Vendor

What should you look for in a strobe vendor?

“Find a vendor that deals with a strobe manufacturer that has been around for at least five to 10 years,” Barbur said. “If you’ve been to any trade shows, you’ll see many manufacturers, but you’ll rarely see the same ones twice. So, I would stick with a reputable manufacturer and distributor that’s been in the business and been around.”

Could Vehicle-to-Grid Technology Help Smooth the Transition to All-Electric?

Written by Sean M. Lyden on September 22, 2022. Posted in Fleet Profiles.

All major automakers have gone all-in on an all-electric future. But can the U.S.’s aging grid handle the upcoming surge in demand for charging? And what about resiliency during power outages when you have less access to fossil-fueled generators?

Industry experts point to vehicle-to-grid (V2G) technology as a potential solution to help address these concerns and smooth the transition to electrification.

By enabling electric vehicles with V2G capabilities, fleet managers can work with local utilities on demand response and position their EV fleets as a potential backup power source during outages.

Consider these stats:

One V2G-enabled Nissan LEAF can provide enough power for two days’ worth of household electricity, according to a recent report by the Electrification Coalition and SAFE (formerly Securing America’s Future Energy).
One electric school bus can store enough energy to power the equivalent of five operating rooms for more than eight hours, and a single operating room for 43 hours, according to that same report.
V2G could provide $1 billion in annual grid benefits in California alone if the state reaches its goal of 5 million EVs by 2030 and half of the EVs are V2G enabled, according to the Electric Power Research Institute.

What exactly is V2G? The California Joint Agencies Vehicle-Grid Integration Working Group defines V2G as two-way, bidirectional charging and discharging between EVs and the grid. Associated terms include vehicle-to-home (V2H) and vehicle-to-building (V2B), where the EV battery provides power directly to the property. In those cases, the power is “islanded” and not discharged back to the grid.

For simplicity and clarity, this article will use V2G as a catchall term to include V2H and V2B. And we’ll use V2G and “bidirectional charging” interchangeably.

So, what needs to change in EVs and charging stations to make them V2G-enabled? How could V2G improve resiliency in storm response situations? And what will drive mainstream adoption?

UFP recently spoke with Ladeene Freimuth, senior advisor, Grid Security Project at SAFE (https://secureenergy.org), and Katherine Stainken, vice president of policy at the Electrification Coalition (www.electrificationcoalition.org). We talked about the current state of V2G technology and what the future holds. Here is an edited version of our conversation.

UFP: What makes bidirectional charging happen? Does it initiate from the EV itself, or does it depend on the charger?

Katherine Stainken: It depends on where the power conversion and the smart functions occur, which can either be on the vehicle itself, built into the charging station or split between both.

UFP: What do you think will be more common? Will OEMs build more inverters for V2G? Or do you think the charging providers will take on more responsibility?

Stainken: We’ll likely see both happening, at least for now. That’s because it depends on the vehicle and battery size, particularly for the mobile power use case. For example, electric trucks with large batteries, like the Ford F-150 Lightning, offer the option of built-in bidirectional charging, perfect for use as a mobile power unit. But sedans would likely need the power conversion and smart functions built into the charging stations because the batteries on those vehicles are smaller, meaning you would rotate through those vehicles providing power more quickly, so it’s more cost effective to have the bidirectionality functions in the charging stations versus the added cost to each vehicle.

UFP: Is there a minimum charging level – such as Level 2 or Level 3 fast charging – for V2G?

Ladeene Freimuth: Bidirectional charging typically uses direct current charging or converts AC to DC for charging. An inverter also is required.

UFP: How would you envision V2G improving resiliency in storm response situations for utility fleets?

Stainken: Electric school buses have huge batteries that can provide significant backup power. Or it could be an electric concrete mixer or any big truck with large batteries. You could also generate power with a large fleet of electric sedans – say, a municipal fleet of 50 to 100 vehicles just sitting in the parking lot at the facility. You could set up a bank of V2G chargers on-site to send power back to the grid or direct to a building.

UFP: What do you think will drive mainstream adoption of V2G?

Freimuth: Greater awareness of the value and benefits that V2G can create will help. On the policy front, the Bipartisan Infrastructure Law and the recently signed Inflation Reduction Act also should help drive adoption of electric vehicles and V2G. For instance, several programs in the BIL are intended to facilitate the wider and faster adoption of V2G, from the National EV Charging Initiative aimed at expanding charging infrastructure across major highway corridors and in underserved communities, including V2G, to Energy Department grid modernization or smart grid investment grants for which V2G technologies are eligible. The Inflation Reduction Act includes a tax credit for electric vehicle charging infrastructure, known as the Section 30C tax credit, which explicitly makes bidirectional charging equipment eligible for this credit. The IRA also contains credits for light-duty electric vehicles and for medium- and heavy-duty EVs.

Stainken: If California reaches its goal of 5 million EVs by 2030, and half of the EVs are V2G enabled, that could generate a potential $1 billion annual grid benefit. That’s significant money. And as more studies show these economic benefits, that will help drive more and more of the market towards V2G.

Also, in California, a comprehensive working group concluded that there were about 320 different use cases for bidirectional charging. So, it’s up to the state, the utilities commission and other stakeholders to prioritize which use cases to focus on.

We’re shifting towards 100% clean energy. But wind power is intermittent. And solar has peak times. So how do you store that energy for when you need it? Electric vehicles with V2G technology could serve as battery storage.

And there are different business models to consider that could drive adoption. For example, you could imagine that the electric school bus provider would get paid for supplying power back to the grid.

UFP: To clarify, you’re saying that V2G technology could create a potential revenue stream for EV owners who supply power back to the grid?

Freimuth: Yes, it is conceivable – depending on the vehicle ownership model and other factors – that V2G could create a potential revenue stream for the grid services provided by a vehicle.

UFP: I imagine a lack of universal technical standards for bidirectional charging hardware and software would hinder widespread adoption. How far away are we from having a uniform set of standards?

Freimuth: Efforts are under way to establish uniform technical standards so that there are not different sets of technical standards across the states.

What’s New in All-Terrain Utility Vehicles

Written by Sean M. Lyden on September 22, 2022. Posted in Equipment.

All-terrain utility vehicles (ATUVs) enable utility crews to get work done in hard-to-reach areas where four-wheel-drive pickups and other vehicles cannot go. Some ATUV models haul people and heavy equipment across rugged and hilly terrain, while others offer amphibious capabilities to cross deep waters in flooded lowlands.

So, what’s new in the ATUV market to move your crews and equipment across any terrain, at any time, with maximum safety and productivity? Here are six developments to watch.

PowerBully
What’s New: 9-series rubber track carriers
Website: www.powerbully.com

PowerBully will introduce its new 9-series rubber track carriers to the North American market in March at CONEXPO-CON/AGG in Las Vegas. The 9-series includes two models: the 9C chassis for utility aerials and digger derricks (for distribution applications) and the 9D with a dump body.

Both the C and D models can haul up to 18,000 pounds on rough and steep terrain, with gradeability of up to 60% and a maximum travel speed of about 9 mph. Each model also offers telematics with remote diagnostics. That way, if the machine issues a trouble code in the field, PowerBully can assess the issue remotely and walk the operator through the next steps for getting it repaired as quickly as possible.

ARGO
What’s New: Centaur XT amphibious vehicle
Website: https://argoxtv.com

ARGO’s new Centaur XT navigates open water and harsh terrain with configurations for carrying four, six or eight people.

Powered by a Doosan D18 diesel engine, the Centaur XT uses a hydraulic skid-steering system for maneuvering around – and over – huge boulders, steep ridges, fallen trees and deep ravines. The 71-inch tubeless ultra-low-pressure tires are self-inflating and adjustable for optimal traction in snow, water, sand and mud, and on hard surfaces.

Polaris
What’s New: Updated Pro XD lineup
Website: https://commercial.polaris.com

Polaris Commercial, a division of Polaris Inc., has introduced its latest Pro XD lineup with new features to improve vehicle uptime, durability and safety.

The Pro XD Mid-Size model is available in two- to four-person configurations with a gas motor, 1,000-pound payload capacity, 500-pound box capacity and an adjustable top speed up to 40 mph.

The Full-Size model also offers two- to four-person configurations but with a choice of a gas or diesel motor. The total payload capacity is 1,900 pounds with the ability to haul up to 1,250 pounds in the box. The Full-Size model’s top speed is adjustable up to 40 mph for the gas model and 26 mph for the diesel.

Both models offer the optional new extended-life brake pads that can last up to two times longer than the standard pads. Dash-mounted USB ports are now standard on all Pro XD models for charging mobile devices on the job site. And a new battery-charging port makes it easier to plug in a trickle charger to keep the vehicle’s starting battery charged when sitting idle for a significant period or season.

Mattracks
What’s New: 9090-RR telehandler rubber track conversion system
Website: https://mattracks.co

The new Mattracks 9090-RR telehandler rubber track conversion system improves a vehicle’s stability and traction when hauling heavy equipment, such as aerial equipment, on harsh terrain. Each track corner offers over 1,500 square inches of ground contact and is rated to handle 12,500-pound static loads. The recommended maximum speed for the 9090-RR is 15 mph.

Terramac
What’s New: RT7U compact utility crawler carrier with a Versalift VST-7500 aerial lift
Website: https://terramac.com

The all-new Terramac RT7U with the Versalift VST-7500 aerial lift offers a working height of 80 feet and 47 feet of horizontal reach. The RT7U compact carrier’s thick steel frame supports many large attachments. And the compact size means the machine doesn’t require a special transport permit for height or width when hauling it to a job site.

UTV International
What’s New: Kodiak K6 crawler carrier
Website: www.utvint.com

UTV International has unveiled its new Kodiak K6 crawler carrier powered by a Tier 4-compliant 134-horsepower turbocharged diesel engine.

“The most important part of the overhaul was making sure operators could get more track on the ground, regardless of terrain,” said Erik Paldy, technical sales engineer at UTV International. “It features steel bogey wheels with twin rocker arms, something not seen on similar tracked vehicles. This setup makes for a suspension with much better ground contact because the track can better contour to its terrain, thus lowering ground pressure and increasing accessibility to work sites.”

The Kodiak K6 is available with optional hot and cold weather packages; a backup camera; a two-way front plow; electric or hydraulic winches; an open or closed cab; and one- and two-person configurations.

Effective Strategies for Keeping Your Top Technicians

Written by Denise Rondini on September 22, 2022. Posted in Management.

Just how bad is the current technician shortage? According to a 2021 report from the TechForce Foundation, there are five open automotive and diesel jobs for each new technician completing a post-secondary program. The U.S. Bureau of Labor Statistics estimates that each year from now until 2030, the deficit in the number of diesel and automotive technicians will grow by more than 28,000. Even if you manage to hire a technician, the National Institute for Automotive Service Excellence says 41% of technicians who recently graduated from a training program will leave the industry within two years.

Professional Development
In the past, money was likely the main – and sometimes only – motivator that kept people at a job. And while utility fleets need to make sure their wages, benefits and incentive programs are on par with the market, being the highest payer is no longer a guarantee that you will retain your technicians, according to Nebraska Public Power District’s Matt Gilliland.

He explained that one key strategy for technician retention is “the professional development of the technicians to equip the individuals with the skills and experiences needed for upward mobility or more responsibility.” This includes things like offering certifications and training and even focusing on soft skills.

According to Randstad, a staffing agency, 86% of employees leave their jobs because of a lack of career development. Experts expect this situation to worsen because younger workers have higher expectations surrounding career development than their predecessors. When talking about career development and career paths, it is important that you not think of them as the same as the traditional notion of “climbing the company ladder.” A career path could consist of some lateral moves that will allow the employee to gain new skills.

Part of any career path is ongoing training. Gilliland said NPPD pays for all required training, both new and recurring. Other fleets are offering incentives to their technicians who complete training programs.

Quality of Life
The COVID-19 pandemic changed the way people view work, and work-life balance has become more important. Unlike some other jobs, however, fleet technicians cannot do their work from home; they need to be in the shop to perform maintenance and repairs. But there are still things utility fleets can do to enhance the quality of life for their technicians.

Some of it is as basic as making sure their workspace is clean and safe. Also make sure that technicians have the latest tools and equipment they need to complete their tasks efficiently. Today’s younger workers expect to use technology as part of their jobs, so invest in technology tools that allow them to diagnose problems. Additionally, when it comes to tools, some fleets are eschewing the tradition that had technicians paying for their own; instead, they are now offering tool allowances or are outright paying for technician tools.

To address the quality-of-life issue, Gilliland said NPPD recently performed a full analysis of work orders, workdays and so forth. The company included its technicians in the analysis process. “A change to a four-day, 10-hour-per-day week resulted,” he said. “The customers, supervisors and the technicians are much happier, [and there was] no drop in service [levels].”

Communication is Key
Technician retention requires communication with those techs on an ongoing basis and including them in decisions that affect them. “We make sure our technicians have a voice in everything ranging from repair decisions to business unit operations,” Gilliland said.

About the Author: Denise L. Rondini is president of Rondini Communications, a company specializing in researching and writing for a variety of industries, including trucking, industrial pumps, manufacturing, technology and supply chain. Her clients include suppliers, leasing companies, publications, dealers, distributors and nonprofits.

5 Fleet Technology Trends to Watch for 2023

Written by Sean M. Lyden on September 22, 2022. Posted in Special Focus.

Electrification is the most significant fleet technology trend right now. Most major automakers and heavy-equipment manufacturers have made substantial investments to shift their entire product portfolios from internal combustion engines to electric within the next 10 to 15 years.

But what are some emerging technology trends that aren’t making headlines but could significantly impact your fleet operations?

I recently spoke with Shannon Keck and Lindsay Wood, product managers with fleet management services provider Wheels Donlen, to get their outlook. They pointed to these five trends to watch.

1. Mobile Payments
The physical fuel card is going digital. So, watch for more fueling and charging stations to upgrade their point-of-sale systems to accept smartphone-enabled mobile payments.

Why? Besides offering more convenience for drivers, mobile payments eliminate fraud from skimming devices, which thieves attach to a pump’s credit card reader to steal account information.

“The fraud risk is very high when putting any plastic piece in a card reader. So, going mobile makes that process more secure because you bypass the reader,” Wood said. “Mobile payment also adds an extra layer of security because it uses biometrics for the driver to access the payment app on their phone.”

When will mobile payments at public fueling and charging stations become mainstream for fleets?

“We’re likely about five years out from universal acceptance since mobile payment availability is brand-driven and merchant-driven,” Wood said. “The big oil brands are close to 100% across the board with mobile payments because they’re larger and can afford the investment. But there are thousands of smaller franchises and mom-and-pop stations out there that may decide not to invest in that technology. They may think the upgrade costs far outweigh the fraud risk. So, it’s a matter of [the smaller stations’] decision to make that investment or not.”

2. Driver Tracking
Look for an increasing shift in telematics from asset-only tracking to asset-and-driver tracking.

This capability is significant for utility fleets with many pool vehicles. After all, when drivers share vehicles, how do you track who was operating which vehicles and when?

“Many companies are using pool management software, key fobs or barcodes to identify the driver of the vehicle,” Keck said. “If you don’t know who the driver is in that vehicle, at what time, you’re going to see a bunch of events associated with an individual vehicle, but not be able to identify who was driving it.”

Is connecting the driver with the asset a new development?

“The technology itself is not new. But how it’s being used continues to evolve,” Keck said. “In the early days, telematics was more about tracking the asset and understanding the utilization of that asset. But we’re starting to see more integration for capturing more data on the individual drivers of those vehicles. This way, fleets can gain a much better understanding of driver behavior.”

3. Digital Plates
Updating large numbers of tags is getting much easier. At least that’s the promise of digital license plates.

“The big advantage of digital plates is having real-time registration data in front of you,” Wood said. “When you think about it, the vehicle is legal for 11 months out of the year. But it’s that little window of time around the tag’s expiration where you can get concerned. Did I renew them on time? You can update digital tags on the vehicle remotely and in real time. This way, you don’t have to wait for the updated registration cards to be mailed and placed in the appropriate vehicles.”

Reviver (https://reviver.com), a digital plate manufacturer and service provider, said that digital license plates are legal for sale to consumers and fleets in Arizona, California and Michigan. They’re also legal in Texas but only for commercial fleet vehicles.

According to Reviver, its system allows fleets to batch registration renewals in a single transaction. And its digital tags offer integrated telematics with real-time location monitoring, geofencing with alerts, and trip and mileage tracking. The company also said the plates can withstand high-impact collisions and exposure to temperatures between 40 degrees below zero and 176 degrees Fahrenheit.

4. Keyless Entry
Watch for an increasing shift to keyless entry systems.

Why? “You’re not losing keys. You don’t have to manage the fleet pool program manually. And you’re able to associate the correct trips to the correct drivers,” Keck said.

How would the technology work?

“Rather than actively managing the keys through an office manager or key box hardware, you would use your mobile device with a code to access the vehicle. This can reduce the administrative support and cost needed to provide the drivers with access to the vehicle,” Keck said.

5. Video Telematics
As camera prices continue to fall, look for the rise of telematics and cameras being integrated within a single platform.

“Certain third-party telematics providers are doing this today. And we’re also seeing OEMs looking into how they can use the cameras already on the vehicle to start being able to integrate that information into their connected vehicle offering,” Keck said.

Is the Future of Tires Airless?

Written by Gary L. Wollenhaupt on September 22, 2022. Posted in Technology.

Like a lot of technology, airless tires have been two to three years away for the past 15 years. Since 1999, the major tire manufacturers have been developing tires that aren’t inflated with air. At least one of those tires, the Michelin Tweel, has been on the market for some off-road and construction equipment applications.

Ultimately, the goal of an airless tire is to remove the possibility of a flat tire. The common solution right now is a tire-wheel assembly that uses flexible spokes made of rubber and reinforced polyester resin to carry the load of the vehicle to the hub. The outer ring is capped with a rubber tread that can be replaced. The whole tire can be recycled at the end of its life. The airless tire replaces the traditional pneumatic tire and wheel assembly and can be bolted onto existing hubs.

So far, the main difficulty has been engineering a tire that can bear the load of a commercial vehicle and provide grip and durability at highway speeds. That’s why the first commercial offerings were for low-speed, off-road uses.

Michelin has brought its Tweel to market in 10- to 24-inch sizes for commercial lawn mowers, light construction equipment like skid steers, and other off-highway equipment. The tread on the Tweel will last up to three times as long as a pneumatic tire and can be retreaded multiple times.

The U.S. Army tested the Tweel on light tactical all-terrain vehicles during an encampment in the Amazon rainforest. The Army’s engineers valued puncture survivability because the airless tires can keep going for potentially hundreds of miles when compromised. Additionally, units wouldn’t have to carry spare tires, lightening the equipment load.

Michelin has also announced a program with General Motors to offer the Uptis, an updated Tweel design, on GM passenger vehicles in 2024. The air-free tires are being tested on electric vehicles like the MINI and Chevrolet Bolt.

“The vehicles and fleets of tomorrow – whether autonomous, all-electric, shared service or other applications – will demand near-zero maintenance from the tire to maximize their operating capabilities,” said Eric Vinesse, Michelin’s executive vice president, research and development, at the announcement of the GM partnership.

Future Plans
Bridgestone expects to commercialize its advanced air-free concept tire for commercial trucking within the next five years, according to Jon Kimpel, vice president of extended mobility solutions. The company is testing prototypes over hundreds of thousands of miles with specific customers to validate the engineering design and endurance of the concept.

“While air-free tires for passenger vehicles will come to the market eventually, we see more immediate value in bringing this solution to commercial fleets seeking better uptime, sustainability and driver safety,” he said.

The utility and vocational fleet environments are particularly demanding, Kimpel noted. “Any application that has high tire consumption from demanding road conditions and higher operating costs due to punctures and low tire pressure could benefit greatly from the enhanced durability and retreadability of air-free tires,” he said.

Goodyear has tested its airless tires on a Tesla Model 3, with positive results. And there’s a pilot test of the airless tires on driverless grocery delivery robots.

Pros and Cons
Manufacturers expect air-free tires to last longer than conventional tires inflated with high-pressure air. There won’t be a need to repair flat tires or monitor a tire with a slow leak. The airless tires are designed to be retreadable, helping to make them a more sustainable tire solution. Longer service life and the recyclable properties add to the sustainability benefits compared to rubber tires.

However, air-free tires will likely cost more and be heavier than standard tires. The tradeoffs may be worth it for fleets that measure total cost of ownership; there are significant savings to be had from less maintenance and downtime plus the ability to retread repeatedly.

The regulatory barriers may be as challenging as the engineering hurdles. For example, current regulations require manufacturers to note the recommended air pressure on the tire sidewall. With airless tires, that’s a moot point. Commercial launch of highway-capable airless tires may have to wait until the regulatory environment catches up with the technology.

About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

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