UFP Magazine

Havis Inc. has announced the launch of vehicle-specific and universal mobile office mounting solutions for a wide range of 2017 vehicles. Havis consoles, equipment mounting and computer device docking solutions are specifically designed with vehicles and mobile professionals in mind to create a comfortable mobile office built to the highest safety standards.

Havis’ broad portfolio of rugged products provides secure mounting solutions for 2017 vehicles across a variety of markets, including utility and energy services, public safety and material handling. Mounting solutions are available for Chevrolet, Chrysler, Dodge, Ford, Freightliner, GMC, International, Isuzu, Jeep, Honda, Nissan and more. Havis works directly with OEM partners to develop vehicle-specific equipment mounting and computing solutions that maximize productivity in mobile offices.

Havis equipment mounting solutions are tested to the industry’s highest safety standards, including vibration and environmental testing to ensure quality performance in the most rugged conditions. www.havis.com

Bigfoot Outrigger Pads is now offering their new Internal Handles, which are machined out of solid plastic. The company also is offering their all-new Plastic Handles that never get sopping wet. Founded in 1995 and incorporated in 1996, Bigfoot has grown from building wood outrigger pads for a few local concrete pumping and crane companies to being a leading wood and plastic outrigger pad manufacturer for OEMs, machine dealers and end users throughout the U.S. and Canada. www.outriggerpads.com

Conventional wisdom says that as fuel prices drop, so does market demand for alternative-fuel vehicles – such as those powered by compressed natural gas, propane autogas and plug-in electric systems. That’s because the lower the price of gasoline and diesel, the longer it takes to recoup the premium for alt-fuel technologies through fuel-cost savings.

Yet despite fuel prices in the low two-dollar range per gallon as of press time, a growing number of electric utilities in the U.S. are making substantial investments to green their fleets – specifically in plug-in electric vehicle (EV) systems.

A major driver of this trend has been Edison Electric Institute’s (EEI) Transportation Electrification Initiative, which in late 2014 garnered commitments from more than 70 investor-owned electric utilities to devote at least 5 percent of their annual fleet acquisition budgets to purchase plug-in EVs and equipment.

But for one of the nation’s largest electric utilities, Southern California Edison (SCE), the push for fleet electrification began nearly two decades ago, in 2000. And today, SCE (www.sce.com) operates 644 electrified units, comprising 11 percent of its total fleet. Last year, the utility invested 18.7 percent of its fleet spend in EVs, nearly quadruple the EEI annual target.

UFP recently spoke with Todd Carlson, principal manager for fleet asset management at SCE, to get more details about their fleet electrification initiative and uncover some of the lessons that Carlson and his team have learned in the process. Here are three takeaways that emerged from our conversation.

Some of the industry’s leading truck body manufacturers are developing new products that equip your crews to get more work done, with less strain and greater safety. They’re incorporating more advanced lightweight materials in their product designs so you can reduce fuel costs or increase a truck’s legal payload without bumping up to a larger vehicle. And they’re offering more electrified options so you can cut engine idle – and your fleet’s carbon footprint.

Who are these body companies and what are some of the products and design enhancements they’ve recently brought to market to help you achieve your business objectives? Here are five new developments to watch.

Terex
What’s New: HyPower IM
Website: www.terex.com/utilities/

Introduced last fall, the HyPower IM is a plug-in electric power takeoff (ePTO) efficiency system that manages the chassis engine for the greater horsepower required to operate the boom. It does this by automatically switching from plug-in battery-stored power when the truck is idling to engine-supplied power when hydraulic controls are engaged.

“Throughout an eight-hour workday, on a typical trouble truck, the aerial’s hydraulic controls are engaged about one hour total run time. By allowing the hydraulic system to switch to engine power during those brief intervals, HyPower IM is still able to provide emissions efficiencies plus optimum hydraulic control function,” said Tyler Henderson, product development manager with Terex. “The transition is seamless. Operators will experience no lag time in hydraulic responsiveness.”

Keeping track of keys in a utility fleet environment – which may have thousands of assets, from pickups to bucket trucks and beyond – can be a costly endeavor. In fact, the price tag associated with maintaining fleet vehicle keys and replacing those that are lost can hit well into five figures each year.

“Keys are pretty much a nightmare for every utility,” said Gary Lentsch, CAFM, fleet manager at Eugene (Ore.) Water & Electric Board. With roughly 350 pieces of equipment, he has a lot to keep up with. Two keyboards – one master with keys that never leave the property and another keyboard for the shop to use – help some. In addition, two more keys for each vehicle go directly to the department receiving the equipment. But problems still arise.

The biggest culprit? When departments make their own additional keys, not realizing that for some vehicles, OEMs will only allow eight keys to be programmed the same.

“And if you’ve got four, and then someone goes back and makes a couple more, you’re at five and six, then we hit seven and eight, and when you go to make the ninth key, the number one key drops off,” Lentsch said. “It’s deactivated. That could be the one on your master keyboard. … It’s actually happened quite a bit.”

When Dan Remmert, manager of fleet services for Ameren Illinois Company, explored the reasons behind his group’s work-related injuries, one issue kept coming up: getting in and out of a vehicle or piece of equipment.

“We’ve had many issues over time related to getting to the back of a bed, a bucket or aerial device,” he said. He also noted that recent vehicle changes have resulted in chassis being taller, “which causes ergonomic challenges for loading, moving and working.”

Complicating matters is the fact that his workers can choose the size ladder they prefer, but Remmert is expected to standardize the fleet’s trucks, including ladder racks. “We use some of the fold-down products on the market, but they just never seem to fit everybody.”

While combatting injuries caused by stepping out of or lifting materials from vehicles is a growing problem for utilities, there are several ergonomically friendly products now on the market that can help prevent some of the most common injuries. Here are three that may benefit your fleet operators.

While a growing number of utility fleets are purchasing electrified passenger cars – like the Chevrolet Volt and Nissan Leaf – and bucket trucks with plug-in electric power takeoff capabilities, one vehicle segment still seems out of reach for electrification for most fleets: light-duty pickup trucks.

But there have been some new developments in this space that could have important implications for utility fleets. Workhorse Group says that it will unveil a concept electric truck this May at the ACT Expo in Long Beach, Calif. Earlier this year, Ford announced that it would offer a plug-in hybrid-electric version of the F-150 pickup. And XL Hybrids recently introduced a plug-in hybrid system designed for half-ton pickups.

So, what exactly are the prospects for electrified pickup trucks in North America? What are some of the key challenges to widespread fleet adoption? And when can we expect electrified pickups to become more cost-competitive with conventional-fueled trucks?

UFP recently spoke with Scott Shepard, senior research analyst with global market research and consulting firm Navigant Research (www.navigantresearch.com), to get his outlook.

Developing an effective approach when it comes to a strategic replacement cycle is a challenge that every fleet manager faces, regardless of the kinds of vehicles or equipment they may manage. The ability to gather and analyze data about your fleet and understand exactly how your fleet is performing has made the run-a-vehicle-into-the-ground approach not only woefully out of date, but it also has revealed just how expensive it is when compared to a well-designed replacement cycle.

The goal for every fleet should be to replace a vehicle before maintenance costs and downtime begin to rise, and at a time in the vehicle’s life when resale values remain meaningful. Determining how to reach that goal can vary from fleet to fleet, but by implementing an optimal replacement cycle for each vehicle or segment of vehicles in a fleet, a fleet manager can realize tremendous benefits and advantages, ranging from minimizing downtime and lowering operating costs, to keeping up with the fast-changing safety and technology features in more recent models, ensuring the safety and comfort of the fleet’s drivers in the process.

So, what considerations and best practices should you adopt in order to get the most from your replacement cycle strategy and experience the benefits of lower operating costs and optimal total cost of ownership?

Manufacturers have stepped up their technology efforts to meet rigorous fuel-efficiency and emissions standards. In doing so, many next-generation engines will need higher-performing diesel engine oils to protect them. This requires changes in engine oil composition to withstand more heat without sacrificing engine protection.

A new generation of diesel engine oils was rolled out in December 2016. One of those oils is CK-4, a high-temperature, high-shear (HTHS) oil that can be used in both new and existing engines. It is available in the same viscosity grades and oil types currently being used in fleet operations.

According to the American Petroleum Institute (API), CK-4 can be used in high-speed, four-stroke-cycle diesel engines designed to meet 2017 model-year on-highway and Tier 4 non-road exhaust emission standards, as well as previous model-year diesel engines.

As much as possible, minimize exposure between new and old engine oils to ensure the benefits of CK-4 as well as continued OEM warranty support, advised Mark Betner, heavy-duty product line manager for CITGO (www.citgo.com).

A second oil type that debuted in December – FA-4 – has limited backward compatibility and is better suited for 2017 model-year engines and beyond. This “low-HTHS” oil is offered in lower viscosity grades and is not recommended for use with fuels having greater than 15 parts per million sulfur, according to API (www.api.org).

What Are the Benefits?
Benefits of the new CK-4 and FA-4 oils include increased fuel economy and lower emissions.

“Lower-viscosity engine oils will improve fuel economy and reduce greenhouse gases over [previous] engine oils,” Betner said. “FA-4 engine oils in an FA-4-compliant engine will offer even greater fuel economy and reduce greenhouse gases.”

In addition, “Today’s lighter weights can deliver the equivalent or even better wear protection than a CJ-4 15W-40 oil, along with significantly improved oil drain performance,” according to Len Badal, global Delo brand manager for Chevron Lubricants (www.chevronlubricants.com).

Betner agreed, noting the advanced technology of these two engine oils provides significant improvements in deposit control, shear stability and oil aeration control. “These engine oils will also have a 60 percent better oxidation resistance compared to API CJ-4, which aids in extended service intervals,” he explained.

Badal mentioned that off-road equipment would reap significant rewards from CK-4. “CK-4 oils deliver many benefits that directly address major issues with off-road equipment, including extended drain intervals, reduced engine wear and ability to extend rebuild intervals,” he said. “Off-highway equipment operators stand to gain a lot of benefits from the new API CK-4 oils, with a direct impact on reliability, productivity and profitability.”

Based on reduced fuel consumption, and extended oil drain and engine rebuild intervals, potential cost savings are expected.

Fleets surveyed by CITGO reported improved fuel efficiency after converting to its new API CK-4 oils, with improvement ranging from 1.6 to 3.2 percent after 50,000 miles.

What’s the Next Step?
Identify the units in your fleet that will be most impacted, and always check the owner’s manual for the proper lubricant recommendation.

One particular area of concern is for fleets comprised of various makes and models. Some automakers have indicated that neither one of the new engine oils should be used in certain vehicles at this time.

Nebraska Public Power District is one utility that has been proactively addressing that issue. Matt Gilliland, NPPD’s director of transportation and facilities, said he has been communicating with internal staff and servicing vendors to address the diversity of units in the organization’s fleet.

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.

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OEM Specs for API CK-4 and FA-4 Oils
Major diesel engine and truck manufacturers recently provided their own OEM specifications that connect with the new API CK-4 and FA-4 categories for their new model GHG 2017 diesel engines, with several also citing backward compatibility as well as upgrades to support longer oil drain intervals. These initial specs are mainly focused on CK-4 but should include more FA-4 data in the future.

Source: Len Badal/Chevron Lubricants

In early February, I moderated a panel of OEM reps from Ford Motor Co. and Daimler Trucks North America on the topic of “Connectivity, Autonomy and the Future of Mobility in Fleet” at the Washington, D.C. Auto Show. As I reflected on our discussion, this was my biggest takeaway: The emergence of self-driving systems is not just a trend to watch in the next five to 10 years; there’s a lot going on right now that utility fleets should be thinking about.

For example, the new 2018 Ford F-150 pickup, expected to go on sale this fall, will feature an available Pre-Collision Assist with Pedestrian Warning system and an advanced adaptive cruise control with stop-and-go functionality that uses radars and cameras to maintain a set distance behind a vehicle – and even follow that vehicle down to a complete stop.

Then there’s the new 2018 Freightliner Class 8 Cascadia, set to release this summer, which offers a full suite of semiautonomous technologies, including adaptive cruise control and collision mitigation with automatic braking. But perhaps the most interesting system is the fourth-generation Intelligent Powertrain Management that’s available on models equipped with Detroit Diesel powertrains. It operates like a predictive cruise control system, using GPS connectivity that enables the truck to anticipate upcoming road terrain and automatically adjust transmission shifting, engine acceleration and braking in a way that maximizes fuel economy as the vehicle approaches each hill, climbs it and coasts on the other side.

The bottom line is that, on some level, autonomous vehicles are already here – from cars and light-duty pickups all the way up to Class 8 tractors. But I’m curious: How are these developments impacting your fleet operations today?

Terex Utilities now offers customers another option to meet their green fleet needs with the new HyPower IM, the latest innovation in the HyPower hybrid solutions offering.

HyPower IM is an idle mitigation and cab comfort solution. It provides benefits similar to those of the HyPower Hybrid System, including reduced fuel usage and reduced exhaust emissions, but at a lower price point. The system automatically switches from plug-in battery-stored power when the truck is idling to engine-supplied power when hydraulic controls are engaged.

In addition, HyPower IM enables the truck cab to be heated or cooled without the engine running, utilizing the truck’s heating and cooling vents.

HyPower IM is currently available for Class 5 chassis – such as Ford, Dodge and GM trucks – used with Terex Hi-Ranger telescopic aerial devices, such as the LT, LTM and TL series aerial devices. http://info.terex.com/hypoweriminfo

Milwaukee Tool has introduced the TICK, a professional-grade Bluetooth tool and equipment tracker. Designed to withstand the harshest job site environments, the TICK can be easily attached and hidden from sight on any product, regardless of brand, providing users an invaluable way to track anything in their inventory through the ONE-KEY app.

With its low-profile design, the TICK can securely attach to anything through glue, screw, rivet or strap. Its flat back enables a snug fit to a variety of surface types, and its circular shape fits into a range of places hidden from view (e.g., the underside of a ladder or miter saw stand). Each TICK also is laser engraved with a serial number so users can easily identify and assign multiple TICKs. Once attached and hidden from view, the TICK makes tracking tools and equipment as simple as pulling out your phone.

Products with a TICK attached are paired via the ONE-KEY app. Tool records and locations are updated when any device with the ONE-KEY app comes within 100 feet of the TICK. These location updates are transmitted through any ONE-KEY app that’s in range, regardless of whether the app is open or not, allowing users to pinpoint missing tools more quickly. In addition, users can easily manage all of their tools through the app’s Simplified Tool and Equipment Management features. These features allow users to assign and store detailed information for all of their tools and equipment, whether it’s a tool equipped with a TICK, a ONE-KEY enabled tool or any other tool or piece of equipment. www.milwaukeetool.com

The ALL Family of Companies recently announced the acquisition of an equipment package consisting of large-capacity crawlers and aerial lift equipment, including boom lifts and telescopic forklifts. The two separate deals with leading-brand manufacturers Manitowoc and JLG will include 30 new machines.

The Manitowoc purchase includes two 275-USt Manitowoc 999 crawler cranes, which are a combination of capacity, reliability and versatility. Also joining the crawler fleet is a new 220-USt Manitowoc 14000. With its long reach – up to 462 feet with the luffing jib attached – this is an extremely versatile crane.

ALL Aerials, the company’s nationwide aerial equipment division, continues to experience strong demand for their varied inventory of equipment. The company’s new JLG package includes 17 telescopic boom lifts, with horizontal outreach ranging from 33 to 80 feet, as well as 10 JLG telescopic forklifts (telehandlers). These range from the JLG 642, with a maximum capacity of 6,600 pounds, to the heavy-duty JLG G15-44A, the largest of JLG’s telehandlers, with a maximum capacity of 15,000 pounds. Telehandlers and boom lifts are maneuverable, efficient machines that offer real advantages on crowded job sites. Their power, versatility and ability to work at awkward angles can directly and positively affect productivity. www.allcrane.com

To provide horizontal directional drilling operators with the power and performance to conquer any job, Ditch Witch, a Charles Machine Works Company, has introduced Tier 4 emission standard upgrades to the JT60 and JT60 All Terrain directional drills.

With new Tier 4 engine upgrades, these drills offer contractors 60,000 pounds of thrust and 9,000 foot-pounds of rotational torque – the right combination for superior productivity on large installations in rural or urban environments. Drilling with 200-gross-hp Tier 4 Cummins engines, the JT60 and JT60 All Terrain deliver the power to bore through the most challenging underground obstacles, including rock and other hard, fractured soils.

The two-pipe drilling system featured on the JT60 All Terrain drill delivers more raw power to the drill bit than any other rock-drilling system in its class. The combination of simultaneous drilling and steering through rock allows horizontal directional drilling contractors to get jobs done faster and more efficiently.

Both drill models feature an automated, easy-to-use pipeloading system, designed to save contractors time and money, as well as an optional new wireline platform. Heavy-duty anchor systems provide the stability necessary during drilling and backreaming to use the machines’ full thrust capabilities when navigating challenging underground conditions, keeping the drill operating efficiently and the bore path stable. With the smallest footprint in its class, the machines drill through the toughest conditions even in hard-to-reach, tight job sites. www.ditchwitch.com

Mohawk Lifts has announced a new lift accessory for 10,000-pound through 30,000-pound two-post lifts. The swing arm head guard prevents technicians from hurting or cutting their heads on hard, steel swing arms while they are working under a vehicle. Easily applied to the lift’s swing arm with a peel-and-stick application, the head guard decreases workplace injuries and increases worker safety. www.mohawklifts.com

Sherman + Reilly, a Textron Inc. company, has a new PTV-6013 that operates equally well as a puller, tensioner and V-groove reconductorer, providing utilities and contractors performing a wide variety of jobs with versatility on the job site.

The new PTV-6013 unit can pull out old conductor, wind on a scrap reel, unload with the 18,000-pound self-loading reel carrier and tension out new conductor all with one machine. The V-groove reconductoring channel permits easy handling of splicing sleeves, all in a wide range of conductor or rope diameters.

This unit addresses the market need for expanded pulling and tensioning capacities by offering 13,000 pounds of pulling capacity for transmission, subtransmission and distribution applications with tensioning capabilities of up to 8,000 pounds. The PTV-6013 simplifies the job site by reducing setup time for loading and splicing of cable reels, all within a compact 26-foot footprint. By combining puller/tensioner capabilities with an 18,000-pound self-loading reel carrier, the PTV-6013 eliminates the need for additional equipment on the job site.

The PTV-6013 features a Safe-Zone cab providing ultimate safety and comfort for the operator. The Safe-Zone cab employs a floor-to-ceiling polycarbonate front window for maximum visibility while providing protection against impact. The cab includes climate control, a fully adjustable ergonomic seat and all required electronic controls and gauges. The Safe-Zone cab is designed to reduce operator fatigue, and provide an off-ground envelope for greatly reducing the risk of touch potential in energized environments. www.sherman-reilly.com

Gabriel (Ride Control LLC) has introduced new FleetLine ride control products for a wide range of heavy-duty vehicle makes and models, including Western Star, Kenworth, Thomas School Bus, Mack and more. In total, Gabriel is announcing 15 new product introductions, including some that are first to market.

FleetLine shocks are designed as a direct replacement for commercial OE shocks, and are built to meet or exceed OE specifications and quality standards. They feature valving rates that compensate for initial truck suspension softening to deliver top performance, as well as a preloaded piston ring that compensates for wear.

The recently updated FleetLine product line now features an improved anti-corrosion coating and a drastically improved misting reduction seal, thereby reducing maintenance downtime and extending service life. With Gabriel’s improved misting reduction seal technology, oil loss will be reduced by 70 percent over time, leading to longer life as compared to competing technologies. www.gabriel.com

Available in the U.S., Canada and Latin America, TRP Engine Oil, TRP Synthetic Transmission Oil and TRP Synthetic Gear Oil are the newest additions to the TRP global catalog of over 110,000 parts.

Formulated to guard against wear and corrosion in demanding applications, the products in the TRP Lubricant Program protect axle components, transmissions and engines for longer life and smoother operation across a wide range of operating conditions.

Perfect for a mixed fleet, TRP Engine Oil (SAE 15W-40 and SAE 10W-30) protects today’s four-stroke diesel and gasoline engines, and keeps older engine models running smoothly as well. Made to combat the sludge, varnish and ash deposits that can occur at high operating temperatures, TRP Engine Oil protects against oxidation, corrosion and rust. It also provides diesel particulate filter protection.

For all-climate, year-round protection of heavy-duty manual transmissions, TRP Synthetic Transmission Oil (SAE 50 Synthetic) offers exceptional performance. Recommended for a broad range of heavy-duty truck transmissions including Eaton and Meritor, TRP Synthetic Transmission Oil has a high viscosity index and low pour point for easy shifting in low temperatures. Its formulation protects against gear wear and copper corrosion, while providing thermal and oxidation stability.

TRP Synthetic Gear Oil (SAE 75W-90 Synthetic) is recommended as a rear axle and differential oil in over-the-road and off-road vehicles and is as crucial to the reliability of a heavy-duty vehicle as its engine or transmission lubricant. TRP Synthetic Gear Oil is a multigrade gear lubricant designed for the extreme pressure of heavy-duty applications. TRP Synthetic Gear Oil reduces operating temperatures when compared to conventional gear lubricants. www.trpparts.com

The RM234 from Roadmaster is a SmartWay-verified premium regional all-position tire for high-scrub applications. The tread compound provides excellent treadwear and increased resistance to cutting and chipping. The curb bars on the sidewalls help to protect the tires from curbing damage, and preserve the casing for retreading. The tire design and compound provide low tire rolling resistance and contribute to fuel efficiency, to help keep you on the road longer. www.roadmastertires.com

Your company has clearly communicated its distracted driving policy to all employees. And the safety department is doing its part by screening at-risk drivers, providing consistent driver training and building awareness throughout the organization of the dangers of distracted driving. But when employees are out on the road, how can management ensure that drivers actually comply with the policy – to protect their own lives, the public and your utility’s reputation and bottom line?

That’s where your fleet department can make a difference. How? By equipping vehicles with technologies that counteract a driver’s impulse to read a text message or scroll through social media feeds on their phone while driving – even when they know it’s the wrong thing to do.

All It Takes is One Time
No one is immune. Even the best, most conscientious drivers can succumb to the temptation to look at their smartphone while driving, at least every now and then.

Think about it. You’re driving a service truck through a residential area when you hear your phone buzzing in the console, notifying you of a text message. Because you know better, your initial instinct is to ignore the sound and keep focused on the road ahead. But then a few seconds later you hear the phone buzz again … and again.

Now you’re curious. Who could that be?

It’s been a long day, and you’re exhausted. You start justifying to yourself: I’m going pretty slow right now and there’s not much traffic; it won’t hurt to take a quick look.

You take your eyes off the road for what you think will only be a second. But by the time you look up from your phone, you see that a boy on a bicycle has darted out from behind a vehicle parked along the street, right in front of your truck. You slam on the brakes, but there’s not enough time to stop before your truck hits him.