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City of Sacramento

For the City of Sacramento, Calif., the recent implementation of vehicle telematics has led to significant reductions in fleet fuel consumption and operating costs. Recently, the municipal fleet equipped more than 400 of its vehicles with electronic fleet management products from Zonar Systems.

“Utilizing trip-level metrics on operator behavior and vehicle performance directly impacts behavior and leads to improved fuel efficiency,” said Keith Leech, City of Sacramento’s fleet manager. “Visibility into fleet operations brings automatic accountability that impacts workforce productivity.

“Performance and cost data prior to and post-Zonar installation, for a sampling of 184 of the city’s fleet vehicles representing 14 different vehicle types, was analyzed to conduct an ROI analysis,” Leech continued. “The analysis identified savings in excess of $60,000 a month in fuel costs alone, quite an impressive figure considering the cost to equip those 184 vehicles was just over $110,000. Simply stated, the Zonar system paid for itself in just two short months, making it an excellent investment for the city and a real money-saver for the taxpayers.”

The Zonar solution optimizes vehicle routes, monitors vehicle performance, identifies opportunities for improvements in driver behavior and streamlines the pre- and post-trip inspection process. Products include an Electronic Vehicle Inspection Report (EVIR) that ensures pre- and post-trip inspection compliance while eliminating paperwork and speeding vehicle repair; V2J with HD-GPS capabilities that combine real-time delivery of vehicle location, operation, fuel consumption and performance data in one device; and Ground Traffic Control, a Web-based fleet management portal that provides managers with visibility into fleet performance information.

ICUEE 2011 and AEMP partnership brings new fleet management exhibit pavilion, expanded education to show

ICUEE 2011 show attendees will find more fleet management education, products and services than ever before as the result of a new cooperative agreement between the International Construction and Utility Equipment Exposition (ICUEE) and the Association of Equipment Management Professionals (AEMP). AEMP will develop a show education track for fleet management professionals as well as conduct certification exams at ICUEE 2011. The association will also sponsor the new Fleet Management Exhibit Pavilion on the show floor.

The next ICUEE will be held October 4-6, 2011 at the Kentucky Exposition Center in Louisville, Kentucky. ICUEE is geared to the utility/construction industry, with a focus on electric, phone/cable, sewer/water, gas, general construction, landscaping and public works.

AEMP represents heavy equipment management executives who work in areas including construction, government, utilities, energy and mining.

The new ICUEE 2011 exhibit pavilion, with its focus on the latest fleet management software, products and services, broadens the scope of what’s available at the show, and the pavilion format makes it easy for attendees to quickly locate what they need. Fleet management education sessions at ICUEE 2011 will benefit both new-to-the-field as well as experienced industry professionals.

“Fleet managers are an important customer segment for ICUEE exhibiting companies; with AEMP’s support we can more efficiently connect buyers and sellers and enhance the educational value for attendees,” stated Melissa Magestro, ICUEE show director.

“By working with ICUEE, we can offer our members and other industry workers more professional development opportunities and convenient access to the latest technology advances to help them and their businesses succeed,” stated Stan Orr, AEMP executive director


Biodegradable Lubricant

FrogLube™ now makes a revolutionary biodegradable lubricant for the commercial and government markets. The company is able to produce custom formulations to meet your requirements. FrogLube is applicable in industries that perform cutting, drilling, cable-pulling, chain lubrication, sliding, boring and other tasks that require lubricants.

FrogLube does not contain petroleum – it is manufactured using food-grade ingredients. The product is designed to:
• Extend the service life of your equipment
• Prevent rust and corrosion
• Work in extreme temperatures
• Stay on without smoking, burning or vaporizing
• Reduce wear caused by friction



Pole Trailer Light Kits

Thanks to GMP’s Pole Trailer Light Kits you can transport utility poles with greater visibility while meeting DOT requirements and only adding minimal width to your trailer.

  • In addition to their compact design and secure attachments, the kits are also loaded with well designed features for maximum visibility
  • The frame is made from an aluminum extruded weldment with a durable bright yellow polyester powder coating
  • DOT approved lights and reflectors are mounted on the back and both sides 
  • The kit uses a Reflexite label with 3 in. (76 mm) high lettering and a standard legend, (“Swings on Turns” with directional arrows) 
  • Shock mounts provide greater bulb life and simplify bulb replacement
  • The unit comes with a 40 ft. (12.2 M) 18 gauge S.O. trailer cord with a heavy-duty 4-way or 6-way trailer plug for plugging into either the trailer or the vehicle pulling the trailer. This gives motorists the added information of turn signals and brake lights; not just blinking lights. Environmental concerns are also reduced as our kits don’t use disposable batteries
  • The width of the unit is minimized with up-right flags (included) and cordage storage arms located within the outer dimensions of the frame for storing excess cordage
  • The flag holders are oversized to allow for swelling of the wooden staff when wet. Each holder includes a spring retainer to keep the flag from bouncing out during transportation
  • Positive attachment to the pole is created with an over center chain binder that uses 5 ft. (152 cm) of chain and hardened steel spikes that bury in the pole when the binder is tightened
  • Two widths are available for easier storage when not used
  • Sockets for both the 4-way and 6-way plugs can be ordered separately

GMP  www.


Rear-Mount Camera

ASA Electronics, an international manufacturer and supplier of mobile audio and video equipment, is proud to offer the next generation of Voyager® cameras to the commercial vehicle and heavy-duty markets. These compact, highly aerodynamic Voyager Super CMOS color rear-mount observation cameras join the lineup of premium Voyager observation cameras, increasing backing safety and confidence for commercial vehicle and heavy-duty truck fleets.

CMOS technology has high noise resistance and low static power consumption. Using this technology and 14 LED lights, ASA Electronics has significantly increased the picture quality from the camera and enhanced nighttime vision with low power draw.

The Voyager Super CMOS color rear-mount observation cameras have a 117-degree viewing angle. This wide angle will increase driving safety by eliminating blind spots that surround the back end of larger vehicles, delivering maximum visibility while out on the road when paired with a Voyager LCD monitor.

These cameras are completely waterproof to ensure longevity. The Voyager Super CMOS color rear-mount observation cameras have a machined aluminum body that comes with a non-corrosive mounting bracket and stainless steel hardware. They have been built and tested to withstand vibrations and other outdoor extremes such as humidity, condensation, and temperature fluctuations that the commercial and heavy-duty markets encounter.

ASA Electronics


A92.2: The 2009 Standard

The Accredited Standard Committee (ASC) A92.2 Subcommittee for Vehicle Mounted Rotating and Elevating Aerial Devices of the American National Standards Institute (ANSI) has issued the long-awaited 2009 edition of the American National Standard for Vehicle Mounted Rotating and Elevated Aerial Devices.

Design and construction requirements of the original 1969 edition of A92.2 and its appendix were made a part of OSHA in 1970. Since then, the standard has been reissued in four editions in 1979, 1990 and 2001, and most recently in 2009. The 2009 Draft of the Standard was balloted twice by the committee and by ANSI rules was opened for public comment prior to final approval.

The newly revised A92.2 standard applies to the establishment of criteria for design, manufacture, testing, inspection, installation, maintenance, use, training and operation of vehicle-mounted aerial devices primarily used to position personnel installed on a chassis. The types of devices covered include extensible boom aerial devices, aerial ladders, articulating boom aerial devices, vertical towers or a combination of any of these.

An industry effort, the A92.2 subcommittee was a diverse group of between 30 and 36 individuals representing users and manufacturers. The subcommittee worked on the standard from 2001 until its eventual approval in July 2009.

For much of that time, the subcommittee was led by Gary McAlexander, president of Intercontinental Equipment Company. McAlexander, who joined the A92 revision effort in 1981, was chairman of the A92.2 subcommittee from 2001 until the 2009 revision was approved.

“The ongoing revision process for a standard like A92.2 is important because it ensures the safety of the utility crews that use aerial devices on a daily basis,” McAlexander said. “By reflecting the changes that have occurred in aerial design, work practices and regulations, we can help reduce incidents in real world operations.

“Communication is important in all endeavors,” McAlexander continued, “and in this case the exchange of information between manufacturers and users was especially valuable. This industry effort involving suppliers and utilities has helped ensure that a workable, effective and comprehensive standard is in effect.”

Joshua Chard, Ph.D., director – product & corporate safety at Altec Inc. now serves as chairman of the A92.2 subcommittee that completed its work on the newly revised standard. In June 2010, he covered the standard and its most recent changes at the 57th annual Electric Utility Fleet Managers Conference in Williamsburg, Virginia.

“The 2009 version of the standard contains many evolutionary changes,” Chard explained. “These changes contain the best language that could be agreed upon by the ANSI/ASC Subcommittee and Main Committee. In all cases they are meant to further the standard in its goal, “to prevent accidents associated with the use of Vehicle Mounted Elevating and Rotating Aerial Devices by establishing requirements for design manufacture, installation, maintenance, performance, use and training.”

Key Elements
The following represent some of the key elements of the newly revised ANSI A92.2 standard issued in 2009 that Chard covered in his presentation.

Although the requirements for general training carry over from the 2001 standard, a fourth bullet was added to the requirements for familiarization.

8.12.3 Familiarization – When an operator is directed to operate an aerial device they are not familiar with, the operator, prior to operating, shall be instructed regarding the following items:
1. The location of the manuals.
2. The purpose and function of all controls.
3. Safety devices and operating characteristics specific to the aerial device.
4. Under the direction of a qualified person, the trainee shall operate the aerial device for a sufficient period of time to demonstrate proficiency in the actual operation of the aerial device.

Additionally, the standard discusses the different types of qualified persons who typically operate aerial devices.

Unqualified Person: A person who does not have approval to approach energized lines and apparatus and has received no significant training regarding the electrical hazards involved in the placing of an aerial device, platform occupants and their tools closer to energized lines and facilities than the distances listed.

Qualified Person: A person who has received training, understands and is conversant in the electrical hazards involved in the placing of an aerial device, platform occupants and their tools closer to energized lines and facilities than the distances listed, and has approval to perform the work.

Training of qualified person(s) is the responsibility of the employer or his designated contractor(s) and can be classroom, hands-on or a combination, as deemed appropriate by the employer for the degree of risk involved.

An unqualified person, as an operator, shall not approach energized conductors or facilities that will place the insulating or non-insulating aerial device, the operator and other platform occupants, and their tools, closer to such facilities that the distances shown.

A qualified communications person, as an operator, shall not approach energized conductors or facilities that will place the insulating or non-insulating aerial device, the operator and other platform occupants, and their tools, closer to such facilities than the distances set forth in Part 29 CFR 1910.268 and the National Electrical Safety Code.

A qualified line clearance tree trimmer, as an operator, shall not approach energized conductors or facilities that will place the insulating or non-insulating aerial device, the operator and other occupants, and their tools, closer to such facilities than the distances set forth in Parts 29 CFR 1910.268, 1910.269 or ANSI/ISA Z133.1.

A qualified lineman, as an operator, shall not approach energized conductors or facilities that will place the insulating or non-insulating aerial device, the operator and other platform occupants, and their tools, closer to such facilities than the distances set forth in Part 29 CFR 1910.269 and the National Electrical Safety Code. Higher levels of qualifications are required for electrical linemen to physically contact energized conductors and facilities from Category A, B and C aerial devices.

The definitions section was expanded during the revision process. Of note was a clarification as to the role of the chassis insulating system:

Chassis Insulating System – An insulating system of dielectric components installed between the chassis and the upper insulating boom. 

5.2.5 The chassis insulating system may provide some protection for ground personnel should the portion of the aerial device between the upper insulating boom and the chassis insulating system inadvertently contact an energized conductor or apparatus such as a secondary circuit on a distribution system. When provided, the chassis insulating system does not have a voltage rating. Aerial devices with a chassis insulating system shall have means provided to bypass the chassis insulating system during electrical test, or bare-hand use.

Note: Insulating devices when used for bare-hand work (Category A) require shunting of an existing chassis insulating system.

Insulated Insulating Aerial Device – An aerial device with dielectric components designed and tested to meet the specific electrical insulating rating consistent with the manufacturer’s identification plate.

A significant change found in the design of insulated units is a requirement that lower controls be readily accessible in all boom positions and be installed such that an operator is not placed in the electrical path between the aerial device and the ground.

4.3.3 Lower Controls – Lower controls shall be readily accessible in all boom positions and shall provide a means to override the boom positioning upper controls provided the upper control system is intact.

The override mode shall maintain its function while unattended. The lower controls of insulating aerial devices shall be designed in such a manner that an operator is not placed in the electrical path between the aerial device and the ground

Two new requirements for operator aids are a slope indicator and an outrigger interlock device.

4.5.4 Slope Indicator – An indicator(s) shall be provided that is visible to the operator during setup to show whether the aerial device is positioned within limits permitted by the manufacturer. The allowable limits shall be shown on the unit and in the manual. For units designed for mobile operation such an indicator(s) shall be supplied in the cab.

4.5.5 Outrigger Interlock Device – When an aerial device is equipped with outriggers, and their use is required to pass the stability tests of this standard, an interlock device shall be provided that prevents the boom from being operated from the stowed position until the outriggers have been deployed.

Deployment may be sensed when the outriggers meet resistance or by receipt of an indicative response that the outrigger deployment is beyond a predetermined position. The lifting of an outrigger during operation shall not disable boom functions. An interlock override switch may be provided; however, the override mode of operation shall disable automatically.

Note: The operation of outrigger interlocking devices does not assure aerial device stability. It serves only to remind the operator that the outriggers have or have not been deployed. See Section 10.10 (3). Changes were also made to the fall protection anchorage section.

4.9.4 Anchorage(s) for Personal Fall Protection The manufacturer shall provide anchorage(s) on the boom, platform or platform mounting. The location of the anchorage(s) shall be identified and the number of anchorages shall equal or exceed the number of permissible occupants. More than one occupant may attach to a single anchorage if the anchorage is rated and identified as being for more than one person. Strength requirement. Anchorages shall be capable of withstanding a static force of 3,600 lbs. (16,000N) for each person allowed by the manufacturer on the attachment without reaching ultimate strength. The strength requirement shall apply only to the anchorage(s) and their attachments to the boom, platform or platform mounting.

Note: This does not imply that the aerial device is meant to meet or comply with this load requirement. Connector requirement. Anchorage shall be compatible with a lanyard connector complying with ANSI/ASSE Z359.1-2007. Surface. Anchorage(s) surfaces shall be free from sharp edges. Pinch restriction. A lanyard connector shall not pinch between components having relative movement with the anchorage(s).

Note: See Sections 8.12.1, 9.3.1, 10.12.1 and 11.4.1 for more information pertaining to proper use of personal fall protection equipment.

The revision of the standard also made changes in the electrical sections. It clarifies the categories of insulated units with special attention given to the type of protection offered to the worker by the unit versus personal protective equipment.

5.1 Electrical Specifications – An aerial device with an insulated upper boom is commonly used to provide an additional layer of secondary protection from a path to ground through the boom and vehicle. This secondary protection is valuable; however, it cannot replace the worker’s primary protective equipment.

Category A – Aerial devices which are designed and manufactured for work in which the boom is considered primary insulation (bare-hand work) shall have all conductive components at the platform end bonded together to accomplish equipotential of all such components. These aerial devices shall be equipped with a lower test electrode system. When these aerial devices are qualified for work above 138 kV, they shall be equipped with a gradient control device and conductive shield(s) over the lower test electrode system. For those aerial devices with ratings 138 kV and below, conductive shield(s) over the lower test electrode system are required. The necessity of a gradient control device is to be determined by the Qualification test.

Category B – Aerial devices which are equipped with a lower test electrode system, but are designed and manufactured for work in which the boom is not considered as primary insulation, but secondary, such as that using insulating (rubber) gloves. Category B aerial devices can be rated higher than 46 kV in order to facilitate changing them to Category A aerial devices for “bare-hand work.”

The manufacturer is reminded to consider in the design that “bare-hand work” requires the use of Category A aerial devices. Using Category B aerial devices on voltage levels above 46 kV requires the use of live line tools with appropriate dielectric ratings. These tools are to be depended upon for primary protection, just as in all cases where the boom is used as secondary protection (Categories B and C).

Category C – Aerial devices which are not equipped with a lower test electrode system and are designed and manufactured for work in which the boom is not considered as primary insulation, but secondary, such as that using insulating (rubber) gloves. These aerial devices are designed for voltages of 46 kV and below.

5.2.1 Insulating Systems – The insulating portions of the aerial device shall be identified in the manual and on the aerial device. All components crossing the insulating portions of the aerial device shall have electrical insulating values consistent with the design voltage rating of the boom, and when provided, of the chassis insulating system. The insulating system shall maintain the electrical insulating values in all working boom positions as defined by the manufacturer.

The above information is important to understand in light of the presence of metal components above the unit’s insulating sections.

Contact of any component at the boom-tip with an energized conductor can energize all components at the boom-tip, including the control handle.

This concept is important when maintaining minimum approach distances to boom tip components.

1910.269 (l)(2) Minimum Approach Distances – The employer shall ensure that no employee approaches or takes any conductive object closer to exposed energized parts than set forth in Table R-6 through Table R-10, unless:

(i) The employee is insulated from the energized part (insulating gloves or insulating gloves and sleeves worn in accordance with paragraph (l)(3) of this section are considered insulation of the employee only with regard to the energized part upon which work is being performed).

(ii) The energized part is insulated from the employee and from any other conductive object at a different potential.

(iii) The employee is insulated from any other exposed conductive object, as during live-line bare-hand work.

Note: Paragraphs (u)(5)(i) and (v)(5)(i) of this section contain requirements for the guarding and isolation of live parts. Parts of electric circuits that meet these two provisions are not considered as “exposed” unless a guard is removed or an employee enters the space intended to provide isolation from the live parts.

The revision of A92.2 for 2009 addresses this issue with allowances for control systems that incorporate High Electrical Resistance Components.

5.2.6 Upper Controls – The upper control conductive components are bonded together on Category A machines, but such bonding is optional on Category B and Category C machines. Categories B and C machines may incorporate control systems with high electrical resistance components. Machines that incorporate components for their electrical resistance shall receive an initial confirmation test and be subjected to the requirements for periodic inspections (See Sections,

Controls that employ high electrical resistance components do not have a voltage rating and are not part of the insulating system that enables an aerial device to have an insulating rating. Whatever upper control arrangement is provided shall be identified. Specific warnings and advice shall be provided to the operator(s) that the upper controls do not provide protection in the event of electrical contact and are not a substitute for Minimum Approach Distances, cover-ups, rubber gloves and other personal protective equipment. Confirmation test of upper control components with high electrical resistance. Upper controls that incorporate components for their electrical resistance shall be tested to assure resistance by testing them at 40 kV 60 Hz r.m.s. for 3 minutes with a maximum current level of 400 microamperes. (Periodic) Confirmation Test of Upper Control Components with High Electrical Resistance. Upper controls that incorporate components for their electrical resistance should be tested to assure resistance by testing them at either 40 kV AC or 56 kV DC for 3 minutes with a maximum current level of 400 microamperes for the AC test and 56 microamperes for the DC test.

Covers and High Electrical Resistance upper controls offer new layers of protection for users of insulated aerial devices. This protection is valuable; however, it cannot replace the worker’s primary protective equipment.

Also dealing with this issue were changes to the requirements for manuals:

6.4 Manuals – The manufacturer shall provide a separate operators manual and a separate parts/ maintenance manual for each aerial device. Two sets of manuals shall accompany each device. The manuals shall contain:

(8) Facsimiles of all safety and operating decals and their location.

6.5.4 Instructional Markings. Markings shall be determined by the manufacturer or the manufacturer and user jointly to indicate hazards inherent in the operation of an aerial device. Instructional markings shall be provided for:

(9) Notice that fiberglass or plastic covers are not insulating.

(10) Notice that the aerial device shall not be operated with missing covers or guards, except as required for maintenance to the aerial device.

7.8 Training: The dealer or installer shall offer training or training materials that aid owners, users, operators, lessors and lessees in the operation, inspection, testing and maintenance of the aerial device. This training shall be offered initially and subsequently on request.

7.9 Maintenance Training: Dealer maintenance personnel shall be trained in inspection, testing and maintenance of the aerial device in accordance with the manufacturer’s recommendations.

7.8.1 Dealer or Installer as User: Whenever a dealer or installer directs personnel to operate an aerial device (inspecting, sales demonstrations or any form of use), the dealer or installer shall assume the responsibilities of users as specified in Section 9 of this standard. All personnel authorized to operate the aerial device shall have been trained in a program that meets the requirements of this standard.

Section 8 Responsibilities of Owners was reorganized and new items were added in the inspection and test requirements:

8.2.3 Frequent Inspection and Test – The following inspections and tests shall be performed by the operator immediately prior to first use at the beginning of each shift:
1. Conduct walk-around visual inspection looking for damaged components, cracks or corrosion, excessive wear and any loose, deformed or missing bolts, pins, fasteners, locking devices and covers.
2. Check all controls and associated mechanisms for proper operation to include, but not limited to, the following:
a. Proper operation of interlocks. 
b. Controls return to neutral when released and not sticking.
c. Control functions and operation clearly marked.
3. Check visual and audible safety devices for proper operation.
4. Visually inspect fiberglass and insulating components for visible damage and contamination.
5. Check for missing or illegible operational and instructional markings.
6. Check hydraulic and pneumatic systems for observable deterioration and excessive leakage.
7. Check electrical systems related to the aerial device for malfunction, signs of excessive deterioration, dirt and moisture accumulation.
8. Perform functional test to include, but not limited to, the following:
a. Set up aerial device for operation, including outriggers.
b. Cycle each aerial device boom function through its complete range of motion from the lower controls, except where operation through the complete range of motion would create a hazard.
c. Check functionality of emergency controls.

Any suspected items shall be carefully examined or tested and a determination made by a qualified person as to whether they constitute a safety hazard. All unsafe items shall be replaced or repaired before use.

8.2.4 Periodic Inspection or Test
(13) Condition and tightness of bolts and other fasteners in accordance with the manufacturer’s recommendation.
(17) If the aerial device has upper controls equipped with high electrical resistance components and the manufacturer so indicates, they should be electrically tested per

Any suspected items shall be carefully examined or tested and a determination made by a qualified person as to whether they constitute a safety hazard. All unsafe items shall be replaced or repaired before use.

 8.2.5 Post Event Inspection or Test – After any reported event during which structural members of an aerial device or mobile unit are suspected of being subjected to loading or stresses in excess of design stress, such as after an accident involving overturning of the mobile unit or application of unintended external mechanical or electrical forces to the aerial device, the aerial device shall be removed from service and subjected to the applicable periodic inspection requirements in 8.2.4. In addition to the periodic inspection, supplemental non-destructive examination procedures or other tests to assist in detecting possible structural damage to the aerial device may be required. All damaged items shall be replaced or repaired before the unit is returned to service.

Also in Section 8 are some requirements for proper welding, use of aerial devices for intended applications, ownership notification and a prohibition on certain alterations.

8.4.2 Welding – Welding repairs of components or welds, designated as critical in the manufacturer’s manual shall be made in accordance with the manufacturer’s recommendations and shall meet the Structural Welding Code AWS D1.1-2006 and AWS D1.2-2003. Should the original manufacturer no longer exist, an equivalent entity may determine the required procedure.

8.5.1 Alterations – Altering or disabling the function of safety devices, guards or interlocks, if so equipped, shall be prohibited.

8.7 Transfer of Ownership – When a change in ownership of an aerial device occurs, it shall be the responsibility of the seller to provide the manufacturer’s manual(s) for that aerial device to the purchaser. It is the responsibility of the purchaser to notify the manufacturer of the unit model and serial number and the name and address of the new owner within 60 days. If the owner uses other entities as agents, e.g., brokers, for the sale or the arrangement of a sale of an aerial device(s) his responsibilities under this section continue.

9.4 Application – The employer and authorized operator(s) shall ensure that the aerial device is used only for intended applications as defined in the operating manual and that all recognized safety practices are observed.

Note: The user is directed to Appendix C for guidance as to appropriate applications.

9.5 Electrical Hazard – All applicable safety-related work practices intended to protect from electrical hazards shall be defined and explained to the operator by a qualified person. The operator shall maintain the appropriate Minimum Approach Distance (MAD) from energized conductors and apparatus, commensurate with the operator’s qualifications. See Appendix F for the information on the Minimum Approach Distances and other precautions.

The operators section was also reorganized to match the inspection requirements in Section 8.

10.7 Alterations – Altering or disabling the function of safety devices, guards or interlocks, if so equipped, is prohibited.

10.8 Observations – Observations during operation for any defects shall be conducted on an ongoing basis.

10.8.1 Pre-start Inspection
1. Conduct walk-around visual inspection, looking for damaged components, cracks or corrosion, excessive wear and any loose, deformed or missing bolts, pins, fasteners, locking devices or covers.
2. Check all controls and associated mechanisms for proper operation to include, but not limited to, the following:
a. Proper operation of interlocks.
b. Controls return to neutral when released and not sticking.
c. Control functions and operation clearly marked.
3. Check visual and audible safety devices for proper operation.
4. Visually inspect fiberglass and insulating components for visible damage and contamination. 
5. Check for missing or illegible operational and instructional markings.
6. Check hydraulic and pneumatic systems for observable deterioration and excessive leakage.
7. Check electrical systems related to the aerial device for malfunction, signs of excessive deterioration dirt and moisture accumulation.
8. Perform functional test to include, but not limited, to the following:
a. Set up aerial device for operation, including outriggers.
b. Cycle each aerial device boom function through its complete range of motion from the lower controls, except where operation through the complete range of motion would create a hazard.
c. Check functionality of emergency controls.

Any suspected items shall be carefully examined or tested and a determination made by a qualified person as to whether they constitute a safety hazard. All unsafe items shall be replaced or repaired before use.

10.9 Worksite – Before the aerial device is used, the worksite shall be surveyed for hazards such as:
1. Insufficient supporting surfaces such as soft ground or tamped earth fills.
2. Ditches.
3. Excessive slopes, drop-offs, curbs and floor obstructions.
4. Debris.
5. Overhead obstructions and electrical conductors.
6. Weather conditions.
7. Presence of unauthorized persons.
8. Road or worksite traffic.
9. Subsurface chambers such as underground utility components or septic systems.

The standard includes a new appendix, which discusses concepts important for work around energized conductors.

When the boom tip jib and/or winch of a category B or C aerial device is used for handling energized conductors and apparatus, the energized conductors and apparatus shall be insulated from the boom tip with electrical protection devices that are rated, tested and maintained for the appropriate rated line voltage. 

Boom tip jibs used in material handling on aerial devices shall be considered non-insulating unless the jib has been rated, tested and maintained for the appropriate line voltage.

Safety rules and work practices may vary significantly for different users, but one universal rule that applies is when jibs are used as a live-line tool with category B and C aerial devices, platform occupant(s) must use protective equipment such as gloves and cover-ups. 

If the winch line is used to lift energized apparatus, the energized apparatus shall be insulated from the jib tip with electrical protection devices that are rated, tested and maintained for the appropriate line voltage. 

The winch line shall not be considered as insulating. For multi-phase lifting with conductor holders and a cross-arm, phase to phase protection shall be accomplished with a cross-arm that is rated, tested and maintained for the appropriate line voltage.

Insulating Liners and Insulating Baskets – A dielectrically tested insulating liner or insulating basket is intended to prevent electrical current flow through the lower extremities of the basket occupant. This is one element in a system approach that includes both work practices and materials designed to avoid electrical contact. Such a liner or basket shall not be considered primary insulation.

Minimum approach distances must be maintained by the electrical worker to assure clearances between objects at different electrical potential when performing live-line work. It applies to the worker’s reach including any non-insulating object above the insulated section of the aerial device. The Minimum Approach Distances may be obtained from sources such as, but not limited to:
ANSI C-2 National Electrical Safety Code
ANSI C-1 National Electrical Code
CFR 29 1926.950
CFR 29 1910.269
Work practices
(j) Live-line tools.
(1) Design of tools. Live-line tool rods, tubes and poles shall be designed and constructed to withstand the following minimum tests: (i) 100,000 volts per foot (3281 volts per centimeter) of length for 5 minutes if the tool is made of fiberglass-reinforced plastic (FRP).
(2) Condition of tools.
(i) Each live-line tool shall be wiped clean and visually inspected for defects before use each day.
(ii) If any defect or contamination that could adversely affect the insulating qualities or mechanical integrity of the live-line tool is present after wiping, the tool shall be removed from service and examined and tested according to paragraph (j)(2)(iii) of this section before being returned to service.
(iii) Live-line tools used for primary employee protection shall be removed from service every two years and whenever required under paragraph (j)(2)(ii) of this section for examination, cleaning, repair and testing.

Editor’s Note: The annual Electric Utility Fleet Managers Conference (EUFMC) hosts representatives of more than 50 companies in the U.S. and Canada, including investor-owned electric utilities, electric cooperatives and electrical contractors, and more than 270 representatives from more than 95 manufacturers and service providers. The conference includes an Equipment Demonstration and Display, which in 2010 was the site of more than 60 exhibits. EUFMC will be held June 19-22, 2011 at the Williamsburg Lodge and Conference Center in Williamsburg, Va. For more information, visit


Crane & Derrick Compliance

New OSHA standard becomes effective November 8, 2010

OSHA’s new Crane and Derrick standard has a little something for everyone, including some unexpected compliance issues for the electric utility industry. Known as Subpart CC, the standard was years in development, pushed heavily to completion in the last years by serious and highly publicized crane accidents.

For a standard this complicated, OSHA usually publishes compliance directives known as CPLs, for Compliance Safety and Health Officers (CHSO). CPLs are procedural and enforcement guides that the industry can use a tool toward compliance. That document is not immediately forthcoming and there are several compliance issues due shortly. If you have not already done so, download the new standard from Get the official Federal Register version dated August 9, 2010. For each issue discussed below we have referenced the Federal Register page number so you can see the citation in its whole context.

The space we have here does not allow addressing all of the particulars of subpart CC but will give the reader a glimpse of how the new standard will affect us in the coming months.

Certification of Operators 1926.1427 (P.48017)
The issue most often brought up is the requirement for certification of crane operators. The standard clearly differentiates between training and certification. All workers must be trained sufficiently to keep them safe no matter what task they perform. Training of employees has always been the employer’s responsibility. Under Subpart CC, crane operators must not only be “trained,” but a third party must certify them as operators. The only exception, where local or state government does not require licensing (p.48015), is for operators of derricks (1926.1436), sideboom cranes (1926.1440), or equipment with a maximum manufacturer-rated hoisting/lifting capacity of 2,000 pounds or less (1926.1441). By the way, when the standard says “derricks,” it is not referring to utility “digger derricks.”

This certification can take one of two forms. Either the employer can send operators to a third party trainer for certification (p.48017), or the employer can provide the training (p.48020) and a third party can certify the employer-trained operators. Third party trainers or auditors must meet certain qualifications established under Subpart CC and cannot be employees of the employer seeking certification for their operators. The standards for certification of operators are found in 1926.1427(j) (p.48157) and appendix C (p.48176).

A significant issue here is what might be considered OSHA’s incorrect assessment of the cost of training to the utility industry. The impact assessment was based on the utility industry (not including contractor personnel) and assumed that only 1 of 4 crewmembers would be operating a crane or digger derrick (preamble p.48084). In the end, OSHA determined that only 30,000 of 114,500 line workers would need to be third party certified.

Phase-in Period 1926.1427(K)
The requirement for certification of operators becomes effective in 2014. The four-year delay was allowed by OSHA for the training industry to ramp up operations sufficient to deliver training. Operators in the meantime are still required to be trained, but not necessarily certified to the requirements of the standard. What is not clear in the text of the rules is made clear in the preamble (p.48027 and 48033 bottom of column 1). OSHA’s intent is that all current operators be determined to be competent by their employers and the training criteria of Subpart CC found in 1926.1927(j) is the basis for that competency.

Exception for Digger Derricks (Preamble P.47924 and P.48136)
The most talked about part of Subpart CC is the scope of the document 1926.1400. Subpart CC covers all cranes including electric utility use of digger derricks with two exceptions. The first exception is when cranes or digger derricks are used in operations or maintenance. The second is when digger derricks are used for auguring holes, setting poles or hoisting pole-mounted equipment.

There is no exception or language related to weight or dimension of the poles or pole-mounted equipment. Under the rule a pole mounted recloser could be hung on a pole by a digger derrick and it would be covered under 1926 subpart V Power Transmission or 1910.269. If the same recloser was set in a substation, the lift and the equipment would be under the rules of Subpart CC (Preamble p.47925). The digger derrick exclusion for utility poles does not apply to digger derricks used to set poles used solely for street lighting. OSHA has specifically included poles used only for street lighting under the standard. 

Cranes with Pin-on Baskets (P.47926)
Cranes with pin-on baskets are specifically addressed in the preamble and are not considered aerial lifts that are exempt from Subpart CC.

Material Delivery Exclusion (1926.1400(C)(17), (P.47927)
This separate section on material delivery is intended to recognize the limited risks created by local deliveries to construction sites and generally refers to operations such as knuckle boom material handler trucks delivering drywall and the like.

The issue of whether dropping poles at a pole setting location falls under Subpart CC is not easy to answer based on the rules and the content of the preamble. The issue will likely need some interpretation by OSHA.

OSHA uses the language “arranging the materials in a particular sequence for hoisting” to establish the definition of construction versus material delivery. Placing poles on the ground at the pole setting location, using a knuckle boom, in preparation for setting is therefore construction activity. Placing poles in a pole pile, using a knuckle boom, at a work location or yard may be defined as material delivery. Readers should beware that the setting of poles with a knuckle boom, though similar in nature to the task examples, is not specifically mentioned in the material delivery exceptions. Knuckle boom cranes limited to 2,000 pounds are not covered under the standard. Material delivery persons using a knuckle boom rated more than 2,000 pounds to drop poles may not be part of the excluded activity of setting or removing poles.

The issue is equally unclear with padmount transformers. A padmount transformer set off (with a knuckle boom rated over 2,000 pounds) for construction may be considered exempt as material delivery unless it is set off on the pad at its final connected location. 

Maintenance Versus Construction (P.47923)
The preamble clearly establishes that Subpart CC only applies to equipment used in construction. There is additional discussion regarding a utility’s use of a digger derrick in construction (p.47925). If utilities need to differentiate between Maintenance and Construction for the purposes of applying the Subpart CC standard, they need look no further than CPL 2-1.38 Enforcement of the Electrical Power Generation, Transmission and Distribution Standard. The CPL clearly lays out examples of what OSHA considers maintenance and what is construction.
Specific to this Subpart CC, the preamble briefly refers to digger derricks used in operations and maintenance as opposed to digger derricks covered under Subpart CC.

(Preamble 47923) OSHA is promulgating paragraph (a) as proposed except for a grammatical correction to clarify that the standard applies to only equipment used for construction activities. Employers who use covered equipment for both general industry work and construction work would not be required to comply with Subpart CC when the equipment is used for general industry work and not construction work.

As such, cranes of any size, used in maintenance and operations as opposed to new construction should be exempt from coverage in Subpart CC. Crane operations in construction are covered in subpart V or 1926 and parts of 1910.269. Forthcoming publication of revisions to 1910.269 is expected in February of 2011.

Ground Conditions 1926.1402 (P.48140)
The intent of this rule is to establish criteria for assuring that the earth will sufficiently support a loaded crane. Since no language excepting digger derricks or utilities is found, there are certain obligations that must be met. The rule was meant to apply to construction sites and largely centers on who is most likely to know if there are underground conditions that might destabilize a crane. The rule establishes the responsibilities of “controlling entities” in providing ground condition information to a crane operator.

Where no controlling entity is available, such as where a line crew is lifting in a right of way, the employer must ensure the ability of the ground to support the crane load. The ground considerations include slope, compaction and firmness.

The preamble discussion (p.47932) regarding Ground Conditions specifically includes digger derrick operations within the Ground Conditions standard even though digger derricks are considered exempt from the Final Rule. The inclusion of digger derricks may be assumed to apply to digger derricks operating under the Final Rule, such as when setting equipment in a substation, but the discussion does not address the exemption.

Preamble p. 47932 paragraph A definitions discusses the conclusions regarding establishing good ground conditions and specifically rejects the need for any specifications including compaction tests as a means to establish good ground conditions. 

Operating Near Power Lines 1926.1407-1408 (P.48142)
The standard for utility workers working near power lines is still regulated under 1910.269 or 1926 subpart V when performing work necessarily within the minimum approach distance. That exclusion does not apply when utility crews are doing new construction in an existing substation. When work is not being performed on the poles, structures or power lines the work safety procedures are regulated under Subpart CC. The Final Rule establishes a trigger distance of 20 feet at 350 kv and a trigger distance of 50 feet above 350 kv. The trigger distance requires new rules for safety of workers including a mandate for an electronic approach warning, encroachment alarms, visible barricades or a dedicated spotter (rule 1926.1407(b)(3)) whose sole responsibility is to observe for clearances.

Dedicated Spotters (P.48144)
The power line safety rules in 1926.1410 include the use of a dedicated spotter under some conditions. Other requirements in 1410 have specific exclusions for work under subpart V of 1926 but no such language is present in the requirements for spotters. Where a spotter is used, they must have certain qualifications (preamble p.47948). A dedicated spotter must be a qualified signal person under 1926.1428.

Assembly/Disassembly Director (p.47938)
The final rule in 1926.1414 establishes a new classification of AD or Assembly Director. It’s obvious by a reading of the section that the target of the rule is the assembly of lattice cranes, tower cranes and the like. Rule 1404 applies to all assembly/disassembly of cranes, referring to any assembly that extends the reach of a boom. Any assembly/disassembly of a boom requires an A/D Director. The intent is to ensure a competent/qualified person is on the site that can direct the assembly of crane components properly and safely. OSHA classifies the person installing the jib as a “rigger,” but that person can also be the AD Director.

Training for Persons Exposed to Electrical Contact Through a Crane 1926.1408(G), (P.47958)
This training would be required for any new employee who is not aware of the hazards presented by a crane near power lines. There is no exception provided for utilities. Substantial language for training of crane workers who may be exposed to electrocution hazards around energized lines are specified in rule 1926.1408. Included in the training criteria are hazards of step and touch potentials, insulating procedures, prevention procedures and the limitations of insulating procedures and grounding procedures as well as avoiding contact with equipment that may become energized in a contact.

Power Line Safety (All Voltages)
Equipment Operations Closer Than the Table A Zone 1926.1410 (P.48144)
When work must take place within the minimum approach distances, 1410 establishes mandatory requirements for the safety of the crew. For utilities the rule allows exceptions if the operation falls under 1910.269 or subpart V of part 1926.

Insulating Links (P.48144)
An insulating link/device installed at a point between the end of the load line (or below) and the load. For utility work falling under Subpart V (p.48145) an insulating link is only required if the clearance will be less than the clearances in Table V-1. Similar exceptions are allowed under 1910.269.

1926.1412 Inspections (P.48146)
The standard contains criteria for daily, monthly and annual inspections. Documentation must be maintained for three months for monthly inspections and for 12 months for annual inspections. Since digger derricks used by a utility for other than setting or working poles brings the digger derrick under the crane standard, the inspection frequency and documentation requirements will apply.

Signal Person 1926.1414-1422 (P.48030)
Signal persons must be trained to a criteria established in the Final Rule. The training can be either third party or employer. Employer provided training is not portable. Documentation of signal person training must be available at the work site. In the case of line crews, the signal persons should have the employer’s certification with them.

Uniform standards for signals are established. The appendix includes a table of hand signals. In the past these were recommended. The Final Rule makes these signals mandatory as an industry-wide uniform system of signals. There are provisions for alternate signals that include criteria for using alternate signals and a pre-plan protocol before alternate signals are used.

Training Riggers 1926.1403 (P.47942)
A worker who swings out a jib is recognized by OSHA as a “rigger.” There is no requirement for certification of riggers beyond the requirement that they be competent and qualified to perform the task. The duty of a rigger is assembly and disassembly of cranes and assembly of parts that extend a crane’s reach, such as swing out or pin-on jibs and the associated work. Under the standard this includes reeving of wire rope in multi-sheave blocks, installing pins, headache balls, connectors and the like. The mention of “slings” used by riggers refers to the slings used to move boom sections and appurtenances into place for installation. There is no mention of riggers doing connections below the hook. References to slings, rigging and connecting loads below the hook are reserved for the discussions of operator qualification.

The preamble discusses training and qualification of riggers, but OSHA declined to establish any standard other than “qualified” as the criteria for riggers. The employer is responsible for assuring a rigger is qualified.

Hoisting Personnel (P.48035)
Under 1926.1431 crane-suspended or crane-mounted platforms are intentionally limited in their use. There are also expanded inspection, trial lift and proof test requirements prior to each lift of personnel. OSHA has determined that crane-suspended platforms and crane-mounted platforms are equally hazardous and has not allowed any exceptions to the Trial Lift or Proof Test (p.48039) requirements of the standard. With the exception of working near energized lines, the section allows no exceptions for power line work.

Fall Protection 1926.1423 (P.48154)
1926.1423(c) regarding steps, handholds, ladders, grabrails, guardrails and railings (preamble p.48002) requires that manufacturers’ installed components be maintained in good condition. Walking surfaces must be slip resistant. Units manufactured after November 8, 2011 must have safe access from ground to operator station. Expanded fall arrest requirements are in the Final Rule for lattice boom assembly/disassembly and tower cranes. Currently a worker traversing a crane to get to the operator’s seat is not required to use fall protection. There are no expanded fall arrest requirements in the standard that would affect utility operations.

Mechanics Operating Booms 1926.1429 (P.48031)
Maintenance personnel who are mechanics qualified to work on cranes may operate the equipment for the purposes of maintenance, repair and inspection. If mechanics use a crane in the performance of mechanical work, such as using a crane to lift a boom off of a crane, they would be required, as a minimum, to be qualified as a crane operator to the 1926.1427(j) criteria. 

In Conclusion
The standard becomes effective November 8, 2010. Prior to that time utilities and utility contractors must be sure their employees know the new requirements and language of Subpart CC so they can answer the pertinent questions they will be asked by CHSOs who show up on their work sites. Employers must bring their operators up to the operator “competency” requirements of 1926.1427(j) and must certify anyone who signals a crane or digger derrick operator to the signal person standards.  Employers must also ensure safety training for all persons who may come into contact with a crane or digger derrick working near power lines and must bring their pin-on crane basket operations into the pre-lift testing requirements of Subpart CC.  By 2014 employers must have their third party training or third party auditing of their employer training for operators in place.

Continue to watch iP for information on Subpart CC as we work to be one of your best resources for workplace safety information.


Insulated Work Platform

In response to requests for work platforms capable of providing electrical insulation at voltages up to 765 kV, Diversified Products has introduced the IWP-765kV Insulated Work Platform. Designed to enhance worker productivity and increase job functions performed with hydraulic telescoping cranes and digger derricks, the platform permits bare-hand work and de-energized line construction, and reduces lineworker fatigue by eliminating the need to climb towers.

Featuring a tried-and-proven design, the IWP-765kV provides electrical insulation to personnel working on live transmission lines and equipment at voltages up to 765 kV. The insulated jib consists of a main structural fiberglass member, which is filament wound with computer-controlled, continuous-roving epoxy/anhydride resin. It’s also sealed with bulkhead covers to minimize maintenance and protect from contaminants that may reduce insulation properties.

The IWP-765kV features a radio control system that provides flexible, yet precise operation. Every unit comes standard with a two-man, steel-constructed basket, which can be easily installed and removed by two lineworkers. It features a 600-pound capacity, 36-inch-by-72-inch platform, with the controls located on the curbside near the top rail. Serviceable, self-lubricating bushings are located on all pivots, and a ground access adds convenience for entry and loading. The basket is gravity hung with a closed-loop brake cylinder to dampen movement and lock it into position. Custom baskets are also available to suit specific requests.

Minimal setup time is required to install the IWP-765kV on most hydraulic telescoping cranes. Crane specifications are reviewed prior to installation, and field or factory installation is provided standard. Other standard features include test bands and shield, boom-tip bonding straps, cable reel, lanyard attachment(s), current leakage monitor and battery charger. The jib and controls meet or exceed ANSI A92.2, ASME B30.23, CSA Z150 and CSA 225 standards.

Diversified Products

Next Generation Vehicle for FCCC All-Electric Walk-In Van Introduced at 2010 Hybrid Truck Users Forum

Freightliner Custom Chassis Corporation (FCCC) and Morgan Olson LLC launched the next generation vehicle with new exterior and interior body styling for its successful all-electric walk-in van (WIV). The MT-EV WIV boasts a lightweight, aerodynamic design for improved efficiency. Conceived and developed with a contemporary fresh automotive approach, the vehicle maintains the hardworking heritage customers expect while ultimately contributing to the bottom line.

FCCC first introduced its plug-in, all-electric WIV chassis, the only one domestically engineered and the first in the industry to be completely all electric in North America, earlier this year. Following that launch and continuing in its legacy of designing alternative fuel products, FCCC partnered with Morgan Olson to develop a ground-breaking body style to provide further benefits to the delivery van owner, as well as the driver.

Introduced at the Hybrid Truck Users Forum (HTUF), the All-Electric New Generation Delivery Van was engineered with the fleet owner and driver in mind. Built of lightweight, durable composites that are completely recyclable, the interior of the cab features an automotive-style interior, maximizing driver comfort and productivity.

“The partnership to develop the MT-EV WIV new body styling with Morgan Olson was a natural progression for the all-electric vehicle,” said Jonathan Randall, director of sales and marketing for FCCC. “The new design was engineered to allow for improved aerodynamics without giving up the functionality of the vehicle. The MT-EV remains a rugged, productive work tool that also maintains maximum cargo capacity.”

Reliable, Durable Work Tool

The MT-EV chassis boasts a GVWR of 14,000 to 19,500 lbs. The durable steel straight-rail chassis frame reduces flex and bowing to minimize stress while carrying heavy payloads. The quiet operation of the all-electric MT-EV also makes for an enjoyable driver experience. The MT-EV has a flat-leaf spring front and rear suspension, allowing for a smooth, solid ride that minimizes cargo shifts on uneven road surfaces.

“By partnering with Morgan Olson, we have effectively developed the MT-EV WIV to meet performance, as well as environmental needs of our delivery vehicle customers,” Randall said.

“The vehicle development process with Freightliner Custom Chassis has been fantastic,” said Steve Miller, vice president of sales and marketing for Morgan Olson. “Both companies started with a clean sheet of paper and very strong ideas about the statement the new WIV should make. In addition to building a highly efficient delivery van with a distinctive new look, we have designed a vehicle that makes a powerful environmental statement. It allows our customers to show their commitment to the environment while maximizing driver productivity.”

The MT-EV WIV has a one-piece bonded windshield allowing for outstanding visibility. Taking into account wind flow over the hood and cab, the headlamps and mirrors of the body were designed to be aerodynamic, further improving upon the vehicle’s efficiency.

The instrumentation panel within the cab incorporates automotive styling and adds additional features that constantly monitor the EV operating system to provide the driver information, such as the battery state of charge data. Also, the vehicle performance gauge is included to assist the driver in the operation of the vehicle.

The full-feature gauge and informational display includes a larger messaging center display area, prognostic information and is completely sealed, fully protecting it from dust and water projected from backsplash. The larger messaging center display area enables easier reading of fault codes and maintenance notifications. Rather than relying on predetermined maintenance schedules, the incorporation of prognostic information provides the driver critical up-to-the-minute maintenance information, such as the life of the engine, transmission, oil and filters.

The all-electric chassis is specifically designed for the urban delivery vehicle market in which it can provide the greatest operating and environmental benefit. Additionally, the Morgan Olson MT-EV WIV body provides additional safety to drivers, with features such as a curbside exit, walk-through cargo area and direct access to the cargo area from the driver’s station.

The all-electric chassis also was initiated before stimulus money and federal grants were available for alternative-fuel transportation projects.

Created for Zero Tailpipe Emissions

The MT-EV all-electric chassis utilizes Enova Systems’ 120kW all-electric drive system technology. Enova Systems is a leading developer and producer of electric and hybrid-electric drive system technologies for commercial vehicle OEMs. Powered by Tesla Motors’ lithium-ion batteries, the chassis is 100 percent electric, including its HVAC system, making it the only fully featured WIV chassis in the industry to be completely electrically powered. FCCC is the first company within the industry to utilize Tesla batteries for commercial applications.

“We are pleased with the continued progress of our work with FCCC,” said Enova CEO and President Mike Staran.  “Our partnership further demonstrates that the appetite for these products is growing. Enova has continued to aggressively pursue new technologies, partnerships and opportunities to expand the clean vehicle market. Our strategies are generating reliable sales growth, strong market position and continued demand for our technology.”

The all-electric drive system features battery packs that provide up to a 100-mile driving range on a single charge, making it ideal for pickup and delivery applications. The battery pack will charge from fully depleted to fully charged in six to eight hours. In addition, the vehicle charging system is incorporated into the overall operating system so no exterior devices are required to charge the truck.

The batteries featured on the electric system capture and store energy during the regenerative braking phase of the vehicle’s operation. The regenerative braking system reduces friction during braking, resulting in less brake wear and extended brake life. The regenerative braking system saves energy by recycling and storing it, which can then be reused to propel the vehicle instead of losing it to heat, as is the case with traditional brakes.

Legacy of Engineering Alternative-Fuel Technologies
FCCC and its parent company, Daimler Trucks North America LLC (DTNA), maintain a legacy of providing innovative technologies that benefit customers and the environment. FCCC’s commitment to green technologies is in line with Daimler AG’s global initiative called “Shaping Future Transportation.” Launched in Stuttgart, Germany, by Daimler in 2007, the initiative is focused on reducing category emissions pollutants, carbon dioxide and fuel consumption.

In August 2008, Daimler announced the opening of the Global Hybrid Center at Mitsubishi Fuso Truck and Bus Corporation in Kawasaki, Japan. The center is the worldwide hub for Daimler’s hybrid development.

Along with the all-electric chassis, FCCC has extensive experience manufacturing compressed natural gas (CNG) WIV chassis, currently manufactures hybrid-electric vehicle (HEV) chassis, and will offer full production of the hydraulic hybrid vehicle (HHV) chassis in Q1 2011 for the walk-in van market segment. These alternative-power vehicles have proven to offer significant fuel savings benefits.

FCCC also designs and manufactures alternative-fuel chassis for the commercial bus and motorhome market segments. In 2008, FCCC introduced ecoFRED, the motorhome industry’s first hybrid-electric chassis, and the FCCC MB-HEV hybrid-electric commercial bus chassis in response to a growing customer demand for alternative-fuel power that provides the same excellent performance and durability as FCCC’s premium diesel-powered chassis. At the 2009 NTEA Work Truck Show, FCCC introduced its HHV chassis to the commercial vehicle industry.

The HTUF conference takes place Sept. 28-30, in Dearborn, Mich. HTUF is the nation’s leading program driving production and use of medium- and heavy-duty hybrid and high-efficiency trucks and buses. It was founded by CALSTART and the U.S. Army Tank Automotive Research, Development and Engineering Center’s National Automotive Center (NAC).

Morgan Olson, LLC builds walk-in van bodies, parcel van bodies, and dry freight van bodies for the package delivery, baking, textile rental and industrial service markets.  Morgan Olson is a subsidiary of J.B. Poindexter & Company, a Houston-based holding company.

Freightliner Custom Chassis Corporation manufactures premium chassis for the motorhome, delivery walk-in van, and school bus and shuttle bus markets. Freightliner Custom Chassis Corporation is a subsidiary of Daimler Trucks North America LLC, a Daimlercompany.

On the Internet:
Visit the Freightliner Custom Chassis Corporation website at for additional FCCC news and product information.

The 2011 Electric Utility Fleet Managers Conference: A “top-notch” opportunity


“EUFMC lets us learn as much as possible about the needs of our customers who attend the show and meet with many high level fleet management business contacts. The formal meeting structure at this conference is excellent and informative, and the informal environment makes it very easy to have valuable conversations with contacts from all over North America. In this economic environment, we would not be at EUFMC– nor would the attendance be at a record level as it was in 2010– unless the conference was truly top-notch.”

Matt D’Arienzo
National Fleet Manager
The Goodyear Tire & Rubber Company

DID YOU KNOW that fleet representatives at EUFMC have the authority to buy the products and services you sell?

In 2010 EUFMC attracted 100 fleet managers, including 30 first-time attendees, representing over 50 investor-owned electric utilities in the U.S. and Canada and South America, and more than 20 electric cooperatives and contractors?

These fleet managers represent the industry’s leading companies. Collectively they:

  • Spend well over $13 billion annually on fuel, parts and labor
  • Operate over 275,000 vehicles, including nearly 70,000 trucks
  • Field as many as 35,000 trucks with aerial devices & over 27,500 service trucks
  • Employ about 4,000 technicians in their maintenance operations


Exhibit at the 2011 Electric Utility Fleet Managers Conference and reach an audience unlike any other at the utility industry’s premier exhibition. The EUFMC outdoor exhibit is the site of more than 60 displays where fleet managers can meet with over 270 representatives from more than 95 manufacturers and service providers.

Become a Platinum Sponsor of EUFMC and have your company’s logo presented on conference advertising and in promotional materials sent to attendees throughout the first half of 2011.


The 2011 Electric Utility Fleet Managers Conference will be held June 19-22, 2011 at the Williamsburg Lodge and Conference Center, Williamsburg, Virginia. For more information, visit

Ann Brown-Hailey
Director of Administration
Electric Utility Fleet Managers Conference

Utility Fleet Professional

360 Memorial Drive, Suite 10, Crystal Lake, IL 60014 | 815.459.1796


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