UFP Magazine

“Mind your lengths and weights” could be the mantra for any utility spec’ing a new utility pole trailer. Pole lengths and weights, as well as the operating terrain and tie-down options, are some of the safety-related factors to consider when ordering a new trailer, industry experts said.

At the top of the safety spec’ing list is determining the length of the longest pole that will be transported and how much overhang is considered safe, said Mark Rapp, utility/telecom product manager with Felling Trailers (www.felling.com). The legal standards for overhang vary by state, and it’s up to the utility to know and abide by the regulations.

Additionally, fleets need to think about how mixing different pole lengths and classes on a trailer will affect performance and safety.

“A Class 1 pole is more rigid than a Class 5 pole and therefore can tolerate more overhang,” Rapp said. “[It’s] up to the end user or the pole supplier to determine how much overhang they can tolerate.”

Prices can range upward of $300,000 for a ready-to-work all-terrain utility vehicle (ATUV), so fleet managers can ill afford missteps in spec’ing, maintenance or planning – mistakes that may end up costing unnecessary dollars or lost days on a remote site while waiting for repairs.

Fortunately, mistakes can be avoided with smart spec’ing and common-sense practices, according to ATUV chassis manufacturers.

Right-size spec’ing is the most important thing fleets can do, said Matt Slater, vice president of sales and marketing with Terramac (www.terramac.com).

“[Make] sure you are sourcing the right size unit for your application,” he said. “Problems [can] arise when you source too large an attachment to go on a unit or try to use a smaller unit to make it easier to transport. The inability to move [equipment] on a specific trailer or to get permits for it is something we see all the time.”

More vehicles with advanced driver assistance systems (ADAS) are showing up in utility fleet maintenance shops as vehicle manufacturers accelerate the introduction of these safety technologies into new models.

While there is little doubt that ADAS features – such as adaptive cruise control, radar-based collision avoidance systems and other technologies – can lower fleet costs by improving safety and reducing collisions, the issue for fleets is what effect these components will have on maintenance. Will these technologies increase maintenance costs by requiring more training or new equipment?

The early answer from fleet and industry consultants is that it is too soon to know definitively. Much depends on which components and features the fleet adds. In some cases, the technologies build on well-known foundation systems, so the need for training or additional equipment may be minimal, one supplier said. Some technologies, like radar, self adjust.

“Right now, it’s truly unknown what the expectations are,” said Darry Stuart, principal with DWS Fleet Management (www.darrystuart.com), a maintenance consulting firm. “It’s going to be challenging in the early days until it’s figured out.”

San Diego Gas & Electric added 10 small SUVs with adaptive cruise control, lane departure warning and emergency (crash avoidance) braking systems in early 2018. It’s still early, but so far results in the shop have been good, said Clint Marsh, fleet asset manager. “Maintenance for the radar-based systems is minimal and has not affected maintenance/parts costs for vehicles with this technology.”

Highway construction and maintenance worker fatalities have been on a steady decline for decades thanks to improved safety measures in and around worksites, including the use of following vehicles – also known as shadow vehicles – with truck- or trailer-mounted impact attenuators.

These highly visible vehicle buffers add another layer of protection for road and highway work crews by absorbing the impact of a crash from an errant vehicle. However, the industry has recognized that the current safety guidelines for these truck-mounted attenuators (TMA) and truck-trailer-mounted attenuators (TTMA) are outdated for today’s heavier vehicles and faster highway speeds, and new crash rating guidelines are due in 2020 (See “New TMA Guidelines Effective January 2020” sidebar). But in the meantime, industry executives offered several guidelines to consider when spec’ing a TMA or TTMA for today’s conditions.

The effectiveness of a TMA truck – its stopping power – depends on three core elements: the attenuator itself, the braking force of the TMA truck and the ballast used to increase the truck’s weight if necessary, said Samantha Schwartz-Lenhart, marketing and business development manager with TMA supplier Royal Truck & Equipment (https://royaltruckandequipment.com).

Attenuators – the actual buffers – are measured by their test level (TL) ratings. A TL-2 attenuator, for example, is qualified and tested to stop an impacting vehicle of a certain weight at a speed of 70 kmh (approximately 45 mph). A TL-3 attenuator is rated for 100 kmh (62 mph). “TL-3 is the maximum test level rating currently available on the market, and is the top tier for what is required when operating on highways where the average speed of traffic often exceeds those speed ratings,” Schwartz-Lenhart said.

Since their introduction to the U.S. market, the small size and maneuverability of compact cargo vans (CCV) have made them appealing options for utility and telecom fleets serving customers in congested city environments.

CCVs were popular options in European and Asian cities before rolling into the United States in 2010, when Ford introduced the Transit Connect. Nissan followed with the 2013 model year NV200, and Ram introduced the ProMaster City in the 2015 model year.

These smaller versions of the manufacturers’ full-size vans give fleet operators a low-cost entry vehicle option in select, well-defined applications, such as for technicians and service personnel and light cargo.

Charter Communications, the second-largest cable operator in the U.S., has about 22,000 vans in its fleet, 1,000 of which are CCVs. The company uses them in cities – 600 in New York City alone – for their size and maneuverability, said Michael Cullen, Charter’s director of fleet management.

CCV use is limited because most cable and telecom operations still need the capacity of full-size vans to handle today’s equipment, but that may change as the market shifts away from set-top boxes to smaller technologies, Cullen noted. That would dramatically change how much space cable companies need in their vans and may drive a shift to compact vans.

“I suspect, over the long haul, you may see cable companies move to that vehicle, but we’re probably a few years from that,” Cullen said.

Capacity, safety and flexibility top the list of features that manufacturers say should be on a utility’s spec sheet for any new cable reel trailer. But a good spec doesn’t end there. How many reels will be hauled or needed each time? Where will the trailer be used? Will loading be manual or automated? What type of operation is being performed? Is it an underground conductor? Overhead? The list of spec’ing considerations can be a yard long.

“[Spec’ing] reel trailers is one of the hardest things to do just because there are so many variables,” said Mark Rapp, product manager for utility and telecom products with Felling Trailers Inc. (www.felling.com). “Reel trailers are very customizable.”

But if there is one piece of advice manufacturers said they give utilities, it is to spec for capacity.

“By far the biggest mistake when specifying a trailer is [under-spec’ing] reel weight,” Rapp said. A reel-carrying assembly rated to haul a 60-inch-wide reel that weighs 6,000 pounds may not be rated to haul a 48-inch-wide reel that weighs the same because the narrower reel puts more weight on the center of the reel bar whereas the wider reel's weight is closer to the carrier.

“So, it's important to know the range of reels sizes that are going to be hauled,” Rapp said.

Whether they’re used in hauling materials up steep hills, when accessing remote locations to perform inspections and construction, or for ferrying emergency crews and materials through marshes and over creeks, all-terrain vehicles (ATVs) play a small yet vital role in many utility fleets.

“As [distribution systems] continue to grow, it’s more important for utilities to be able to get into areas where wheeled vehicles can no longer access,” said Scott Merrill, vice president of PowerBully (www.powerbully.com). “There is a greater need for a lot of ground pressure tracked vehicles to carry attachments into a remote place.”

In addition to PowerBully, several other ATV suppliers have recently introduced new products and product upgrades to the market. Keep reading for more details.

Hydratrek Redesigns D2488B 
Amphibious vehicles typically are used for inspections and supply service through wetlands, but they’ve also seen more recent use in flooded areas after natural disasters, according to Craig Simonton, vice president of sales and marketing with Hydratrek (https://hydratrek.com). “They’re used for moving people and material up and down right-of-ways, and utilities tell us it’s the most versatile unit they have,” he said.

High fuel prices 10 years ago were a big reason for the surge in sales of lightweight materials and components for utility vehicles. Although fuel prices have dropped significantly since then, lightweight alternatives to steel are still popular and have found a solid niche within the market.

“While lightweight components are often associated with fuel reductions and are a significant contributor to advances in reducing fuel burned, they have other equally important uses,” said George Survant, senior director of fleet relations for NTEA – The Association for the Work Truck Industry (www.ntea.com). “They can be used to increase discretionary payload on an existing chassis, help keep a truck under bridge law restrictions, extend effective body life and help keep medium-duty trucks under the federal excise tax (FET) weight ranges.”

For decades, aluminum has been the popular, albeit more expensive, lightweight option to steel, both inside and outside vehicles. Its weight advantage can total up to 50 percent savings compared with steel, according to F3 MFG Inc. (http://f3mfg.com), a Waterville, Maine-based upfitter specializing in aluminum bodies.

Aluminum bodies stand up well in certain applications, and aluminum’s corrosion-resistance property can make it a viable, maintenance-free replacement for steel.

Darting about inside one of Consolidated Edison’s 10-story steam boilers in Manhattan, the unmanned aerial vehicle (UAV) looks like a hobbyist’s dream, a multirotor mini-helicopter outfitted with a megapixel camera mounted inside a gyroscopically balanced geodesic sphere. But don’t look for it at your local hobby store. It’s a custom-built UAV – also known as a drone – that ConEd’s engineers are testing as they explore the potential benefits of this new and growing technology.

To say that utility executives are excited about the possible uses of drones is a significant understatement. Most utilities are exploring the possibilities at one level or another, said Chris McMurtry, solutions architect with Sharper Shape (http://sharpershape.com), a supplier of UAV services for utilities. “Of the major utilities, probably 80 percent have some sort of drone initiatives going right now, and almost all [utilities] have put in a lot of hours thinking about this,” he said.

The most common use to date has been to provide safer and more economical inspections of transmission and distribution infrastructure.

When inspecting a tower or other vertical infrastructure that’s within sight, “a drone will beat just about any other method you’ve got, whether it’s a bucket truck, binoculars, helicopter or climbing that asset,” said Dexter Lewis, senior research engineer with Southern Company Services. “It doesn’t matter how big the structure, that use case will probably return value.” Southern Co. is the parent of several utilities.

But the potential of UAVs goes well beyond that.

Which engine – gasoline or diesel – is best for light-duty vehicles? The age-old answer is, of course, it depends. It depends on annual mileage, fuel economy, purchase price, expected lifespan, fuel costs, maintenance and more; a whole assortment of considerations specific to the fleet. 

Those considerations still drive the fleet’s decision tree, but recent advancements in the engines, oils, fuels, maintenance support and even onboard performance data have given fleet buyers more means to find the best power choice. 

Take lifespan, for example. Advancements in equipment durability and manufacturing processes combined with higher-quality fuel and oil are pushing out the average lifespans of gasoline engines, said George Survant, senior director of fleet relations for NTEA – The Association for the Work Truck Industry (www.ntea.com) and a former utility fleet executive. 

“Ten, even five years ago, fleets would turn in their gasoline-powered truck at about seven years and 70,000 miles,” Survant said. “Now, I wouldn’t consider turning it in under 150,000 miles.”

Fuel economy is another example. The newer non-hybrid gasoline engines with single or dual turbos, less weight and multispeed (6-, 8- and 10-speed) transmissions have narrowed the traditional fuel economy gap with diesels, with some spark-ignition units getting ratings of 18 mpg in the city and 22 on the highway. Power ratings are up, too. Ford’s 2017 3.5-liter V-6 EcoBoost rates a beefy 470 pound-feet of torque.

As a utility fleet manager, you operate perhaps the most diversified vehicle fleet of any business, typically using all weight classes of trucks, from light- to heavy-duty, on the road and off, hauling aerial devices, digger derricks and a slew of other job-specific equipment on good pavement or through fields of debris.

Given these characteristics, getting the best value and performance from your tires may not be rocket science, but it does take planning, smart spec’ing and commitment to a maintenance program, according to tire manufacturers.

A fleet’s first step toward tire value is to determine its goals, said Bill Walmsley, product category manager with Michelin Americas Truck Tires (www.michelintruck.com). What do you want in your tires? Durable, trouble-free service and long, even wear? Additional features? Regardless, selecting the best tire for the application is key. Walmsley suggested that fleets start by looking at the same tire size they currently have on their equipment by wheel position and then explore available options in that size to meet the specific conditions under which the equipment will operate. “This might entail specific load-carrying requirements, weather conditions or environmental issues, such as off-road products or tires which operate well in field or snow conditions,” he said.

Calibrating the balance between load and appropriate tire pressure is critical, but it also is easy since every tire manufacturer publishes load and inflation charts for their tires. The only way to make sure the calibrations are correct is to know the loads being carried and use the charts, Walmsley said.

“Tires are designed and optimized to carry a desired load at a specified pressure. Proper pressure for the maximum load being carried is very important. Underinflation and overinflation for the loads being carried will affect tire and casing life and performance,” Walmsley said.

In-cab cameras have gained a foothold and acceptance among numerous service and freight delivery fleets for the technology’s ability to improve safety and lower accident and claim costs.

Utilities, however, perhaps because of their different operational model and high system costs, appear to be relying on more traditional methods to manage risk and improve driver skills. In calls to six electric utilities across the U.S., only one – National Grid, which provides electric and gas delivery in New York, Massachusetts and Rhode Island – is using the technology as of press time.

National Grid uses about 3,600 recorders fleet-wide. For Frank Prost, director of downstate gas construction, the 316 units in his department’s trucks have worked as advertised: They’ve helped to boost safety by improving driver skills, assigning accountability and preventing accidents.

The group has seen a significant improvement in driving, according to Prost. “We’re in a much, much better place with our driving,” he said. “It’s a safer environment for employees and the public. [The cameras have] helped us numerous times. We’d get complaints about incidents but didn’t have any proof. If there’s an event, now you have a video telling us what the driver was doing. Now you can prove it.”

The cameras also have all but eliminated backing-up insurance scams, Prost said. People would intentionally back into a National Grid truck at a traffic light and claim the driver hit them. Now, drivers can get out of their truck, point to the camera and say that the video will show the truth. “The people drive off,” he said.

Unnecessary idling is still the bane of many utility fleets, and while not every fleet wants to turn off vehicle engines at job sites, some new and updated technologies are offering improved auxiliary energy options.

In March, Altec (www.altec.com) introduced JEMS 4, the latest version of its Jobsite Energy Management System, which offers integrated engine-off cab heating and cooling and an on-demand, electrified PTO for hydraulic power.

The anti-idling system is automatic; as soon as the truck is put in park or neutral, the engine shuts down. “In this way, idle mitigation is not something the operator has to think about,” said Mark Greer, Altec market manager.

JEMS 4 relies on a new generation of lithium-iron-phosphate batteries, which offer improved thermal and chemical stability – safer chemistries – than the previous cobalt-based lithium-ion batteries. Also, the battery pack is about half the weight of previous versions and takes up about half the space, Greer said. (For more information, see the “Better Batteries, Lower Prices” sidebar at the end of this article.)

The core of JEMS is the idle and power management system from Cullman, Ala.-based ZeroRPM (www.zerorpm.com). In addition to the controller, components include lithium-iron power and energy modules to power booms, buckets and systems, said Evan Miller, vice president of sales and marketing. ZeroRPM also offers a stand-alone AC unit powered by the energy modules, and for organizations with enough roof space, the company has a solar-powered option to charge the batteries.

What’s next for fleet telematics? Utility Fleet Professional talked to a few experts in the field to see where it is trending in the coming years. The conclusions? By 2020, better data analysis, broader connectivity across platforms and devices, and more choices could mean increased safety, improved efficiencies and lower costs up and down a fleet’s hierarchy.

Data Analysis
“The most significant trend we’re seeing is the investment in data analytics,” said Tony Candeloro, vice president of product development for ARI (www.arifleet.com).

Fleets are being swamped with the amount of data their telematics systems are delivering, but fleet managers have to know what data is important and what data is not. “Telematics solutions without data analytics to assist in trending, predicting and engaging with the outcomes will have minimal impact in how a fleet operates,” Candeloro explained. “Aggregating telematics data with vehicle life-cycle data, operational data and historical business data opens up tremendous opportunity to find operational efficiency opportunities.”

In the near future, predictive analytics – i.e., using data to predict what will happen next – will have a significant effect on fleet safety by identifying risks sooner than is currently possible, noted Kimberly Clark, product leader with Element Fleet Management (www.elementfleet.com).

Maintenance schedules based on “the way it’s always been done” are trending downward. Instead, more utility fleets are relying on the operational data they collect from onboard technologies to set maintenance intervals and equipment specs.

That’s the biggest trend today in fleet maintenance, according to Chris Shaffer, partner at Utilimarc (www.utilimarc.com), a Minneapolis-based consulting and benchmarking firm. “[Utility fleets] are using actual engine hours or miles to trigger service.”

That collected operational data also is driving changes in equipment specs with the goal of reducing maintenance costs and improving utilization, Shaffer added.

“There is pressure to rightsize the fleet, and to do that successfully [fleet managers] have to spec the vehicle to improve utilization. They’re trying to be leaner, meaner, and that means they have to better spec the vehicle,” he said.

Sherry Pinion, director of fleet services for Cobb EMC, an electric cooperative in Marietta, Ga., said that was the idea behind some of the changes the fleet made to its specs.

“We’re trying to do a better job designing the vehicle for the job use,” she said.

Winter is approaching, and for utilities operating in the Frost Belt, keeping crews warm isn’t just a good thing to do – it’s a safety imperative.

For vehicle cab comfort, the choices fall between keeping the engine running and using the truck’s HVAC system, or using an auxiliary heater. As always, the choice depends on the fleet’s desires.

The simplest solution is to keep the engine running, but that’s a costly option for fleet managers focused on keeping down fuel costs. Idle-limiting systems help fleets get over that hurdle. With numerous choices available on the aftermarket, these systems automatically shut down the engine at a work site, periodically turning it on for a few minutes to recharge the batteries to power the PTO and hydraulics. They significantly reduce fuel use, and the length of time the engine runs can be adjusted to ensure the truck’s heater keeps the cab comfortable.

Avista Utilities, based in Spokane, Wash., is testing a system from ZeroRPM (www.zerorpm.com) that has a cab comfort setting to maintain temperatures when the truck is on-site. The system automatically starts the engine and will run an average of five to seven minutes every hour, depending on the level of heat needed, according to Evan Miller, ZeroRPM’s vice president of sales. “The system can provide full HVAC service if [the fleet] wants. There are different applications for heat,” he said.

Whether the goal is to improve driver performance, protect against fraudulent claims or reduce accident and liability costs, in-cab video monitors can provide utility fleets with another tool to aid their safety improvement efforts.

But if they are installed without laying the proper groundwork with employees or not used wisely, they can also be a waste of money at best and, at worst, a disruptive force that can push safety efforts in the wrong direction, fleet executives cautioned.

Northern Indiana Public Service Co., a NiSource subsidiary, has been piloting the DriveCam system from Lytx (www.lytx.com) in more than 200 systems for over six months, said Chuck Bunting, NiSource fleet manager.

NIPSCO uses both union and nonunion drivers, and the utility’s approach has been to pitch the DriveCam system to them as another layer of safety and a way to help people become better drivers, according to Bunting. “We tell them it’s something else in [their] toolbox,” he said.

An initiative to increase utility fleets’ use of plug-in hybrid electric pickup trucks (see “Utilities Push Toward Fleet Electrification”) runs up against the reality that there are few vehicle options available to interested fleets.

But as growth in the electric power industry slows, electrifying the transportation sector “is a huge, albeit long-term opportunity for load growth,” the Edison Electric Institute stated in a June 2014 report, “Transportation Electrification: Utility Fleets Leading the Charge."

Electric utilities, EEI suggests, are missing an opportunity to help themselves by not expanding their use of plug-in electric vehicles. Only about 1.7 percent of the vehicles purchased by electric utilities in the last five years were equipped with plug-in technology, EEI noted, using data from Utilimarc, a consulting firm based in Minneapolis.

Policies that prohibit employees from using cellphones or being otherwise distracted while driving are so common today that it would be hard to find a utility company without one.

In fact, in 2011 the Federal Motor Carrier Safety Administration banned the use of all hand-held mobile devices by commercial vehicle drivers. This includes anyone driving a vehicle heavier than 10,000 pounds during interstate business, not just heavy-duty truck drivers with commercial driver’s licenses. Penalties can range from driver disqualification to fines for both the driver and the carrier. Additionally, as of press time, 14 states, Washington, D.C., Puerto Rico, Guam and the U.S. Virgin Islands prohibit all drivers from using hand-held cellphones while driving.

The real issue for utility fleets, and for any company with vehicles for that matter, is how to measure a policy’s effectiveness. How do companies know if their policy is working?

Despite the ubiquity of technology in almost everyone’s world today, drivers may resent the introduction of a GPS or telematics system by company management if they feel the technology is going to be used to spy on them. But explaining that these systems can improve safety, enhance driving skills and even reduce paperwork can go a long way to getting driver buy-in, said several fleet managers and industry executives.

Pacific Gas and Electric already had a fleet management system in place, but the company decided to look to technology as a way of improving driver safety and performance. In particular, they wanted to test telematics systems that fed performance data back to operations. Before doing that, however, fleet representatives first met with the union drivers and explained that the systems were being designed to improve their driving, not to discipline them.