This year, the Electric Utility Fleet Managers Conference celebrates its 60th anniversary. Sixty years is bound to bring a significant amount of change to anything, and bucket trucks are no exception. Utility Fleet Professional talked with industry professionals for their thoughts on the evolution of aerial lift devices.

Bucket trucks 60 years ago were very useful for the times. “The first bucket trucks were tremendous improvements to work practices that eliminated climbing poles,” said Joe Caywood, director of marketing and strategic initiatives for Terex Utilities. Caywood said an innovative fiberglass boom also allowed lineworkers to work on and around live lines without being tied to the pole. “At the time, poles were shorter and chassis did not support large equipment, so the average distribution line truck was sized more like today’s trouble truck.”

In the last 60 years those first bucket trucks have seen transformation and progress in a variety of areas. “Equipment capabilities have leaped forward and the ability to improve work methods has provided a smarter, safer environment for the lineworker, with more productivity, less fatigue, and less long-term wear and tear on the worker,” said C. Michael Anderson, P.E., a North Carolina-based engineering consultant formerly with Altec Industries. “In the mid-1980s, the equipment changed significantly. Work methods allowed the lineman to take advantage of available advancements in hydraulics, composites, and vehicles such that ergonomics and safety are major features in addition to cost and productivity.”

“From a repair and maintenance standpoint, I think the engineering has come a long way [in the last 60 years],” said Judie Taylor, president of DUECO. “It’s not only about the engineering of the bucket trucks and the use of them, but also being able to maintain them better.”

Mechanical Advances
Progressive steps forward have been taken during the history of the bucket truck in regard to hydraulics, chassis and other important parts. “Power sources have historically relied on the chassis engine to provide power for the boom,” Caywood said. “Advancements with PTOs have significantly improved efficiency and reliability. Changes from carbureted gas engines to computer-controlled engines significantly improved engine control and reduced work site noise. Today advanced hybrid solutions provide a quiet alternative energy source supplied from onboard stored energy.”

“We are able to diagnose a lot more on the chassis side of things with troubleshooting and the computerization of that,” Taylor said. “On the tower side of it, the true bucket truck side of it, a lot of the hydraulics obviously have changed. Safety features have definitely been enhanced.”

Similar to chassis changes over the years, aerial devices have evolved significantly. “With pole heights increasing, the aerial devices increased in working height and platform capacity to match the requirements of the job. Over this time, features and options also continually advanced,” Caywood said. Some of these enhancements and developments include the single stick controller, material-handling jibs, hydraulically compensated (coordinated action) booms, telescopic booms, elevators, basket rotators and lifters, and advances with dielectric materials.

“Back when I started in 1994, I would say 48-foot units were significant and probably the most popular distribution units, whereas now 55-foot units are the most popular,” Taylor said. “There is an increase in the line heights, and pole heights have changed so utility trucks have had to change with that.”

Safety Regulations
Mechanics and power sources have gotten bigger and more complex, according to Darin Hinnergardt, Altec Sentry Safety Program manager, “which leads to increased training for a better educated, more informed workforce. As a result, there is a need for safer aerial devices and digger derricks,” he said.

Safety regulations have also helped the industry to progress, with the addition of OSHA’s 1926.1400 standard to address cranes and digger derricks in the field being the most recent. But Hinnergardt said that it wasn’t until 1971 that OSHA was established and brought guidance to the industry. “In the ’70s, the lower boom insert was introduced to help protect the ground worker,” he added.

Caywood said the biggest advantage has been the reduction of wear and tear on today’s lineworkers. “Linemen are working much longer, in better health, because of the reduction of stress on their body from not having to climb poles all day long. Features we take for granted such as boom interlocks and moving outrigger alarms aid the operator to perform their tasks safely.”

The Next 60
A look to the future will see continued focus on innovation, integration and weight management, according to Caywood. “Fuel savings will be realized by each pound that can be reduced from the aerial device through use of lighter-weight, higher-strength materials combined with efficient systems that integrate and control chassis, aerial and operator,” he said. “As with all improvements that have been yielded over the years, they start with the voice of the customer and recognizing their needs.”

Hybrid systems have been one of the biggest recent advancements, and Taylor expects that to continue in the future. “The introduction of hybrids certainly has, I think, helped the industry to be aware that there is definitely a need for alternative fuels,” Taylor said. “I do think hybrids are here to stay and we will see more evolution of that technology. I also think from a regulatory standpoint and a safety standpoint we will continue to see more stringent regulations on the industry with the operation of bucket trucks and digger derricks.”

About the Author: Wade Vonasek is a writer and editor. His work has appeared both in print and online for publications such as Mass Transit, Professional Tool & Equipment News, Fleet Maintenance and more. He resides in Bristol, Wis.

It all began in 1953. The desire of utility fleet managers for a convention of their own, one that would address the specific needs of their operations, became the mission and vision of Joseph B. Baker, the founder of Baker Equipment Engineering Co., and Jean Y. Ray, the fleet manager at Virginia Electric Power Co. (now part of Dominion Power), who hosted the first Public Utility Fleet Managers Conference at the Tides Inn in Irvington, Va. While the conference did not officially change its name to the Electric Utility Fleet Managers Conference until 1964, EUFMC was born. ~ EUFMC History 1953-2013

In 1961, 28 fleet managers and about 25 suppliers attended the Electric Utility Fleet Managers Conference. Today, the nonprofit association hosts 100 fleet managers from about 60 investor-owned electric utilities, electric cooperatives and electric contractors from the U.S., Canada and South America, and more than 250 representatives of about 95 manufacturers and service providers.

In its early years, EUFMC was truly a public utility conference. Its membership included fleet managers from electric, telephone and gas utilities, among others. By the early 1960s, its founders had redefined the focus of the conference, centering more on electric utility issues. Since 1951, when the first meetings took place to plan the inaugural EUFMC in 1953, 32 fleet managers from operations across the U.S. have served as president of the conference.

“EUFMC has always been organized by a small group of utility fleet representatives for the benefit and education of the utility fleet professionals that attend the event each year,” said Gerald Owens, fleet manager at Oncor Electric Delivery and this year’s EUFMC president. “The board of directors consists mainly of utility fleet professionals, all volunteers who devote time to the conference with the support of their companies.”

Sixty Years of Service
Decade by decade, EUFMC has served the changing needs of utility fleets and addressed the continuing advent of new technologies.

“Some things never change and that’s a good thing about EUFMC,” said Ven Burwell, retired fleet manager from Duke Power who served as EUFMC president from 1991-1992. “At the conference, fleet managers were concerned about how to save maintenance costs, and we were very interested in new technologies such as electric, natural gas and light-duty diesel trucks. EUFMC has always been a great conference where we could learn about fleet ideas and make more effective decisions.”

Conference programs listing topics of discussions across the years tell the story. In the early 1960s, EUFMC attendees were discussing derrick and digger combinations and aerial devices as well as all types of trucks and bodies. Over the years, topics have included legislative and regulatory issues and a range of fleet management subjects such as vehicle utilization and acquisition, benchmarking, fleet management software, life cycle cost models and best practices in preventive maintenance. In recent years, the conference program has covered the latest vehicle, equipment and shop technologies as well as alternative fuels and managing environmental compliance.

Bringing People Together
EUFMC promotes cooperation between fleet professionals and suppliers who come to the annual conference prepared to discuss technical issues and operational needs, address challenges, share best practices and find solutions. Activities include a drive-through utility equipment demonstration and an exhibition of the latest equipment and services for utility fleets, the site today of more than 60 displays.

“While some of the original manufacturers at EUFMC are no longer in business, there has always been an effort by suppliers to bring engineers to the show, people who can talk to fleets, listen to their suggestions and solve problems,” said Dick Rosenmeier, retired fleet manager at Public Service Electric and Gas Co., who was EUFMC president from 1982-1985. “That’s one reason it was always desirable to be invited. It’s an original concept that still stands because it’s a good one.”

“I have been attending EUFMC for 58 years,” related Lenny Fernandez, recently retired utility sales manager at Reading Truck Body. “The conference has always been about attaining knowledge from fellow attendees that you could not get anywhere else. Vendors and utility representatives come here with knowledge of products and what works in their operations.”

For many attendees, EUFMC has continued to be successful because it has not lost sight of its original mission – to bring together decision-makers from both sides of the partnership between fleets and manufacturers.

“It’s hard to imagine that any group can stick to its founding principles after so long,” said Skip Baker, president of Baker Equipment and grandson of conference founder Joseph B. Baker. “Yes, it has grown significantly, and the topics of conference discussions have changed with evolving technology and work practices, but the group’s fundamental reason for assembling year after year hasn’t. Fleet managers come to Williamsburg to learn and share.”

About the Author: Seth Skydel has more than 27 years of truck- and automotive-related publication experience. In his career, he has held editorial roles at numerous national business-to-business publications focusing on fleet and transportation management, vehicle and information technology, and industry trends and issues.

It Was a Dark and Stormy Night
It was one of those very intense New England winter storms that, in February 2011, buried Vermont in up to 4 feet of snow, not counting drifting snow. So much snow had piled up during the night that when Dan Mackey, fleet manager for Central Vermont Public Service, headed for his office in Rutland, he realized it was impossible to make it. The roads had not yet been sufficiently cleared, so Mackey had to settle for the nearby Poultney, Vt., office to try to manage the fleet from there.

About a dozen customers from the Benson, Vt., area were without power, a nasty situation to contemplate in the dead of winter in a rural area. Pat Traverse, operations supervisor, found out that the roads leading into that area would not be plowed for another day. Mackey overheard the comment and asked, if he could get someone over there with the GT2000, could service be restored to those customers? Traverse responded, “Let’s try it. Service restoration is very important and if we could get service restored to these few customers, the Poultney district would be finished with storm cleanup.”

After explaining the situation and conditions, Ed Baker, shop foreman, volunteered to drive the only equipment that had a chance of making it to the downed lines in that type of weather. He loaded a Prinoth GT2000 track carrier mounted with an Altec AM55 aerial device onto the back of a semitrailer and headed west to Benson. Baker went as far as he could on the unplowed roads before he had to stop. Brian Crossman, second-class lineman, and Baker then unloaded the GT2000 into the snow and ice and headed toward the broken line.

As the GT2000 powered its way to the target, snow built up in front of the windshield, about halfway up. This is equal to about 6 feet of snow that the GT2000 had to muscle through, hauling the 55-foot aerial device. After several hours of hard, cold work by man and machine, power was restored thanks to the combination of the Prinoth GT2000 and the Altec AM55 material-handling aerial device, along with a highly skilled lineman and a very capable vehicle operator.

In June 2012, the Vermont Public Service Board approved the merger of Green Mountain Power and CVPS. CVPS, a shareholder-owned electric utility, serves one of the most rural territories in the country. In place at CVPS is a fleet of more than 300 vehicles and nearly another 150 pieces of equipment. The utility’s transportation team provides a wide range of vehicle and maintenance services and, as was seen in February 2011, also fulfills a vital role as frontline support for operations during storms.

Bringing Tree-Trimming Fleet Needs to the Forefront
In early September, NAFA Fleet Management Association announced the formation of the Utility Line Clearance Tree Equipment Committee. The committee’s primary activities will include working to bring equipment needs to the attention of manufacturers. The objectives of ULCTEC include collaborating on industry equipment, regulatory issues and other concerns. The group also plans to standardize the approach to operator training and develop an operator training template that covers key areas for all equipment. ULCTEC will interact with both the NAFA Corporate Fleet and Utility Fleet committees.

Dave Lynn, CAFM, equipment service manager for Penn Line Service, is the committee chair, and Lenny Hedgelin, fleet and equipment training coordinator for Lucas Tree Experts, is ULCTEC’s vice chair. The committee’s secretary/treasurer is Kevin Fitzpatrick, CAFM, of Wright Tree Service, and its reporting officer is Claude Masters, CAFM, of Florida Power & Light. Other current ULCTEC members are Chuck Cotton of Lucas Tree Experts and Mike Harris, CAFM, of Carolina Tree Care. Committee membership is limited to NAFA members who have utility line tree clearance responsibilities.

Asplundh Crews Continue Storm Work
After Hurricane Isaac made landfall in late August, residents of Louisiana and Mississippi were among the first to see equipment and crews from Asplundh Tree Expert Co. Included were approximately 1,700 workers from 21 states who joined with hundreds of local Asplundh employees to remove storm-damaged limbs and trees. The crews were sent to assist utilities restoring power in the wake of the hurricane, including Entergy Corp., Central Louisiana Electric Co., Mississippi Power and Magnolia Electric Power Association.

Hundreds of these mobilized crews began their trek for storm restoration work weeks earlier when Florida Power & Light began to prepare for Hurricane Isaac to hit the southern half of the state. When Isaac skirted Florida’s western coast and headed for New Orleans, most of the crews were sent to Louisiana and Mississippi. Asplundh also sent its mobile storm center trailer to Baton Rouge, La., to be a base of operations and communication for its crews. At the same time, Asplundh’s storm coordination team, in its Willow Grove, Pa., headquarters, worked throughout the Labor Day holiday to expedite the movement of crews and address logistical issues.

Life Cycle Cost Modeling
The issues are not unfamiliar to utility fleet managers. While developing models for vehicle replacements that meet operational and cost needs, fleets must also compete for capital funds and address the impact of inconsistent funding. If the fleet is aging due to a lack of capital for replacements, there is the added concern about having enough trained technicians to care for older vehicles.

Fleet managers involved in this process ask themselves important questions. Why do we replace vehicles at specific intervals? What are the most recent utilization patterns and will they change? What are current and projected purchase prices? What are our parts and labor costs for particular types of equipment? What are our projected residual values at different replacement intervals?

The experiences of three fleets shed some light on this challenging aspect of utility fleet management and the ways in which positive results can be realized.

Kansas City Power & Light
“Our fleet is comprised of about 1,570 units and the average age of the equipment is just under eight years,” said Steve Granger, fleet manager. “Our life cycle study objectives took into account the aging fleet, our business model, and evaluations of previous practices and assumptions. The goal was to optimize the use of capital and level operating and maintenance costs.”

The result of this predictive approach, according to Granger, was an increase in capital funding of 30 percent over three years. “That was possible,” he added, “because we had a clear understanding of our objectives as we buy vehicles and equipment to support our company’s transmission and distribution and generation assets.”

Commonwealth Edison
Spanning a wide variety, there are nearly 3,100 vehicles and 1,100 pieces of equipment in the ComEd fleet. Annually, the utility’s vehicles travel more than 28 million miles.

“We had inconsistent funding from 2001 through 2009, which created large peaks and valleys in spending,” said Mike Radziewicz, director of fleet. “That also resulted in an aging fleet where about 40 percent of the vehicles and equipment were beyond life cycle. At the same time, 68 percent of the fleet is alternatively fueled and there’s interest in expanding the number of hybrid electric vehicles.

“Historically,” Radziewicz continued, “we had difficulty in competing for capital dollars and mathematically proving why we need consistent funding. Large groups of vehicles were coming due for replacement without funding in place and, at the same time, parts and labor costs and the number of annual work orders we generated were becoming unpredictable.”

The ComEd fleet’s recommendation for capital spending was based on a three-year – versus a five-year – vehicle life cycle. “We also indicated the benefits of maintaining recommended life cycles,” Radziewicz related. “Included were lower overall cost of vehicle ownership from reduced maintenance costs and improved residual values, reduced vehicle downtime that improved crew and fleet productivity through quicker maintenance turnaround, along with reduced rental costs.”

A strategy to optimize vehicle investments at ComEd was based on analyzing vehicle life cycle costs to determine optimal replacement cycles, and establishing a three- to five-year plan to bring the entire fleet back into an acceptable life cycle. “We used risk scoring to prioritize vehicle replacements,” Radziewicz said. “We standardized vehicle builds and types by vocation and matched fleet size to current and planned organizational staffing. The results include a vehicle replacement plan that calls for three years of consistent funding. We are also working to level future spending in the long-range budget.”

Pike Electric
With 7,500+ pieces of equipment, Pike Electric fields one of the largest electrical construction contracting fleets in the United States. Included are bucket trucks, digger derricks, cranes, pickups, and an assortment of dozers, excavators and backhoes.

To address replacement needs, said Cliff Edwards, vice president, fleet and support, Pike looks at controllable and other factors. Included are capital and maintenance costs and salvage or residual values. Other factors are standardization, the equipment’s condition at the time it’s being turned in, the benefits of an auction service or private sale, storm response and business growth needs, and contract stipulations. Additionally, replacement plans are impacted by equipment lead time and rental vehicle availability.

By taking into account all of the many factors outlined by these three utility executives, a path to determining the optimum time for vehicle and equipment replacement becomes clear.

Editor’s Note: These scenarios were first presented at the 2012 Electric Utility Fleet Managers Conference. EUFMC 2013 will be held June 2-5 in Williamsburg, Va. For more information, visit www.eufmc.com.