Departments

Terex Utilities Names First 9 Utilities to Order New All-Electric Bucket Truck

June 14, 2022 | Kate Wade | New Fleet Products & Services

Terex Utilities recently introduced the industry’s first all-electric bucket truck at the Electric Utility Fleet Managers Conference in Williamsburg, Virginia. In addition, the company has also announced the first nine customers who will receive these new Terex Optima 55-foot aerial devices, powered by the HyPower SmartPTO by Viatec and mounted on an International Class 6/7 medium-duty electric chassis.

“Xcel Energy, which provides power to millions of homes and businesses across eight Western and Midwestern states, will take delivery of the first unit later this month,” said Joe Caywood, director of marketing and product management.

Nine utilities of all sizes, representing investor-owned and municipal utilities from across the U.S. and Canada, made early commitments with orders prior to EUFMC. The first 10 units will be delivered in 2022. The other utilities receiving units are Oncor Electric Co.; Central Hudson Gas & Electric; CenterPoint Energy; PNM Resources; Los Angeles Department of Water and Power; Con Edison; San Diego Gas & Electric; and SaskPower. www.terex.com/utilities/en/products/terex-green-solutions/terex-ev

DECKED CargoGlide Extends Truck-Bed Utility

June 3, 2022 | Kate Wade | New Fleet Products & Services

DECKED has revealed CargoGlide, a heavy-duty sliding bed platform that makes loading, unloading, organizing and accessing gear for work and play more efficient. CargoGlide allows owners to store and easily retrieve heavy and bulky items like welders, compressors, heavy-duty tools, spare tires, rescue gear, boxes and more without crawling into the back of the truck.

With the pull of a lever, CargoGlide rolls forward out of the truck bed from its locked position. Extending past the end of the bed by as much as 100%, CargoGlide puts gear that would be otherwise out of reach at chest level.

More than a standalone storage solution, the CargoGlide sliding tray is designed to complement the DECKED Drawer System. Bolting CargoGlide atop the DECKED Drawer System is the ultimate solution in truck-bed utility. Owners can store heavy equipment on the CargoGlide. Beneath it, they can secure tools and smaller gear inside the Drawer System’s two full-length drawers.

DECKED CargoGlide comes in 1,000-, 1,500- and 2,200-pound payload options, with either 75% or 100% extension of the tray available. The 1,000-pound, 75% extension option is compatible with the DECKED Drawer System, enabling a truly multifaceted approach to organizing and accessing gear. https://decked.com/products/cargoglide

Spec’ing All-Terrain Utility Vehicles for Fleet Applications

May 16, 2022 | Grace Suizo | Equipment

Industry experts share important factors to consider before ordering an ATUV. One of the most common mistakes utility fleet managers make when it comes to all-terrain utility vehicles (ATUVs) is purchasing machines that are either too heavy or too light for the work they most commonly perform, according to Tavis Renglich, sales representative for UTV International Inc. (www.utvint.com). “If you don’t have the right tools for the job, you take a financial loss by having to replace the equipment you bought with the right equipment. In the meanwhile, until you can get this done, you may have to pay an outside contractor with the right equipment to do it,” he explained.

Marie-Élaine Dion, marketing manager for tracked vehicles at PRINOTH (www.prinoth.com), agreed. “It ends up bringing down their productivity,” she said. “They won’t be able to power the machine to its full potential, or the weight will bring the machine’s power down.” So, how do utility fleet managers make sure all their bases are covered when it comes to finding the right ATUV? Renglich and Dion shared the following considerations that should be on your checklist before placing an order. Identify Your Needs Dion emphasized the importance of knowing what is needed as far as your optimal end result is concerned. This holds true for ordering any vehicle or piece of equipment. Renglich advised asking vehicle operators what should be considered since they are the most familiar with what their needs are, plus what they currently have and don’t have. Other considerations include the terrain the ATUV will operate on; vehicle size; gross vehicle weight rating; payload capacity; trailering requirements; safety for operators and passengers; total cost of ownership; and service and reliability. Terrain What is the condition of the terrain? Is low ground pressure required to avoid the machine sinking or damaging the ground? Will you be climbing hills? What is the fording depth if you expect to encounter water? If the vehicle will be operating uphill and side-hill, how much power and traction are needed? “Depending on the terrain – hills, valleys, mountains, rights-of-way, mud, snow, loose gravel, swamps, etc. – of your job site, having insufficient power or traction may prevent you from accessing that job site,” Renglich said. Size, GVWR, Payload Capacities Fleet managers should also consider how much weight the machine can take on and how much payload it will be left with. “Say the OEM needs to put something like a man basket or a digger derrick on the machine to deliver to the utility fleet. More or less, the [gross vehicle weight rating] gives you the size of implement that you can match to your machine. Each machine is different and has specific needs depending on the needs that the customer will choose. For utility companies, the payload gives them the requirements of how much they can lift, like a crane, for example,” Dion said. Trailering Requirements If you don’t consider what type of trailer you’ll need to haul your equipment, you may find yourself unable to use a trailer you already have, Renglich warned. “If the truck required to pull the trailer needs to be heavier than 26,000 pounds, the driver has to have a commercial driver’s license,” he said. “Those drivers and trucks cost more money and may not be available on short notice when you need to haul a machine to a job site.” Safety and Available Options Is the ATUV equipped with a rollover protective structure and a falling object protective structure, if applicable? “If the machine were to fall or roll over, you need to be able to protect the operator,” Dion said. Additionally, after garnering operator input, Renglich suggested requesting available options from all the equipment vendors being considered. These can include options for cold/warm weather applications, such as air-conditioning and block heaters. Total Cost of Ownership When looking for an ATUV, don’t shop just based on cost, Dion recommended. Instead, she said, consider the total cost of ownership because purchasing an ATUV is a long-term investment. Think beyond the vehicle purchase to technical support, parts availability and the service network. “These machines do hard work and sometimes they break,” Dion said. “Even if we work really hard to make sure it’s as reliable as possible, eventually you’ll need some sort of support. That is why PRINOTH developed a series of tools like an online parts shop, an online training program for mechanics, and other service-oriented tools to support customers in the field and in their shops.” Renglich suggested that fleets request a demonstration unit so that they can try out the vehicle they want to buy. “They really only need a few hours to a day to try it out on a job they’re currently working on that requires this type of equipment,” he explained. Dion said that fleets “can also look for companies with similar equipment, go to trade shows or rent units to see it working and get a feel for its capacities.” Service and Reliability You’ll want to consider the company you’re thinking of buying your ATUV from. Not having to wait for parts or service means fewer delays on job sites. “We build both the carrier and the digger derrick boom, so we are not at the mercy of suppliers of carriers and booms,” Renglich said. “We also buy the parts we need way in advance to make sure we can keep production going. The more vehicles we build, the more improvements we can make to the process.” PRINOTH offers an online parts shop, training videos for operators, and a computerized system for mechanics to learn how to troubleshoot, fix problems and repair the machine. Another thing to think about: The customer should be able to have someone to fall back on if there are problems with the machine – to service it, to buy parts and so forth, according to Dion. “If the company goes out of business, where are you going to get your parts later?” she pointed out. 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.

The Skinny on Confined Spaces

May 16, 2022 | Jim Vaughn, CUSP | Focus on Fleet Safety

Author’s Note: Yes, this is a fleet-oriented magazine, so you might ask why this issue includes this article on confined spaces. Well, I’m glad you asked. All utility employees, including fleet employees, are required to have the skills to recognize a confined space and the hazards in the confined space, and they must also know how to protect themselves from confined space hazards. As you read through this article, you will note the descriptions and characteristics of a confined space, and you may find that some fleet-related spaces do qualify as confined and have the same hazards as a plain old manhole. It doesn’t matter who you work for or what you do, a confined space represents risks that will kill if you don’t recognize them. There are rules in our industry. We, as utility or utility contractor employers, must follow the rules for two reasons. The first reason is that, if we don’t follow the rules, we get into trouble with the regulatory authorities. The second and more important reason is that the rules are in place to protect employees from injury or death. So it is with confined spaces. Confined spaces can and have killed workers.

Confined space is a confusing issue among many of our colleagues and one I get questions about all the time. In fact, a recent inquiry about confined spaces in wind spurred this article. We will first look at the classification of the spaces we work in so that you start from the right perspective as you try to comply with the rules and effectively protect your workers without going way beyond what’s required. Then we will look at how to practically apply the rules in our workplaces. The Statistics According to the U.S. Bureau of Labor Statistics’ Census of Fatal Occupational Injuries, manholes and vaults are the third most frequent locations for confined space deaths. The most common sources of fatal exposure are naturally occurring hydrogen sulfide, carbon monoxide and naturally occurring methane. Trench collapses killed 168 workers in 2020, the year of the most recent census report. Yes, trenches can be confined spaces. Looking at the exposure statistics should get our attention. Those spaces are where we work. And we have another emerging confined space issue related to wind generation. There are no census reports yet because wind turbine maintenance is just getting into swing as turbines age and maintenance intervals increase, but we know injuries and fatalities are increasing, too. OSHA requires every employer to examine their workplace for confined space hazards and develop a plan for worker protection. The utility industry has a special classification known as an “enclosed space.” For all practical purposes, we have two classifications: permit-required confined space and enclosed space. Let’s start with some definitions. Permit-required confined space regulations are found at 29 CFR 1910.146 (Subpart J) and 1926 Subpart AA. Enclosed space standards are found at 1910.269(e) and 1910.269(t). You must be familiar with 1926 Subpart AA and 1910.146 so that you clearly know what a permit-required space is and when a location is considered one (more on that in a bit). Your utility’s enclosed space program and training must be based on 1910.269(e) and 1910.269(t). So, now let’s look at how all this fits together for practical application and keeping your workers safe. Understanding Definitions First, we need to understand the definitions of the spaces we work in. For those, we go right to the definitions in the OSHA standard for permit-required confined spaces in 1910.146. We must also go to the end of 1910.269, where we will find the definitions for keywords used in the 1910.269 standard. Each definition from the standard is followed by an explanation. “Confined space” means a space that:

Is large enough and so configured that an employee can bodily enter and perform assigned work; and
Has limited or restricted means for entry or exit (e.g., tanks, vessels, silos, storage bins, hoppers, vaults and pits are spaces that may have limited means of entry); and
Is not designed for continuous employee occupancy.

Explanation: This definition does not cover electrical manholes, vaults or wind towers. First, all three defining characteristics must be present. While condition 1 might be construed as a manhole, walk-in vault or subterranean electrical vault, that assumption is clarified by conditions 2 and 3. Condition 2 uses examples to help readers understand the term “restricted means for entry.” These restricted means are typically flanges or plates fastened in place with several bolts, meaning it takes a very purposeful act to try to enter the space. You can also surmise from this description the types of facilities these spaces are in. Condition 3 further clarifies the space as “not designed for continuous employee occupancy.” The word “designed” means that the entryways are engineered for access with space and hardware to facilitate frequent and relatively convenient access. Inside the space is appropriate room for maneuvering, walkways, walking grates, handholds, covers for hazardous equipment, lighting and/or ventilation. “Continuous employee occupancy” means that it is expected and common for employees to routinely enter the space for operation, maintenance or inspection. “Non-permit confined space” means a confined space that meets the definition of a confined space but does not meet the four conditions (see below) of a permit-required confined space. Explanation: The purpose of this definition and the way it is written have to do with mitigating any of the four hazards that make a space a permit space. This practice is known as reclassifying a permit space. If you have a permit space, but you mitigate or control the four hazards called out in the definition for a permit-required confined space, that space is now a confined space, recognizing that if any of the mitigated hazards reoccur, that space is instantly now a permit space. Following are the four conditions that make a confined space a permit space. A “permit-required confined space” means a confined space that has one or more of the following characteristics: Contains or has the potential to contain a hazardous atmosphere. Contains a material that has the potential for engulfing an entrant. Has an internal configuration such that an entrant could be trapped or asphyxiated by inwardly converging walls or by a floor that slopes downward and tapers to a smaller cross-section. Contains any other recognized serious safety or health hazard. Explanation: Characteristic 1 is frequently cited as justification for making a manhole a confined or permit space. The reasoning is that, should a fire occur, a hazardous atmosphere would exist. The assumption is true – a hazardous atmosphere would exist – but it does not apply to manholes or vaults. This definition is about confined spaces that are classified as permit spaces. A manhole or an electrical vault does not meet the configuration for a confined space established in the definitions, so this characteristic is not associated with electrical manholes or vaults. This definition also exempts wind towers for the same reason. Characteristic 2 refers to flowing materials, such as water, or flowable solids, such as seed. Characteristic 3 refers to bottom-dispensing hoppers or storage bins. Sloping walls do not relate to manholes, electrical vaults or wind towers. Characteristic 4 is also used to include manholes because electricity is hazardous, and vaults or manholes can contain hydrogen sulfide or carbon monoxide. While this is true, as is the case in characteristic 1, these electrical spaces don’t meet the configuration requirements of a confined space. So, a confined space has to do with shape and access, while a permit-required confined space has to do with the hazards within the confined space. An “enclosed space” is defined as a working space – such as a manhole, vault, tunnel or shaft – that has a limited (different from “restricted” in confined space) means of egress or entry; that is designed for periodic employee entry under normal operating conditions; and that, under normal conditions, does not contain a hazardous atmosphere, but may contain a hazardous atmosphere under abnormal conditions. Note to the definition of “enclosed space”: OSHA does not consider spaces that are enclosed but not designed for employee entry under normal operating conditions to be enclosed spaces for the purposes of this section. Similarly, OSHA does not consider spaces that are enclosed and that are expected to contain a hazardous atmosphere to be enclosed spaces for the purposes of this section. Such spaces meet the definition of permit spaces in 1910.146, and entry into them must conform to that standard. Explanation: Now we get to the space particularly defined for the electric utility industry, the enclosed space. Rule 1910.269(e), “Enclosed spaces,” explains that the enclosed space classification is in lieu of the permit-space entry requirements contained in 1910.146. This rule further requires that if, after the employer takes the precautions required by paragraphs (e) and (t) of 1910.269, the hazards in the enclosed space endanger the life of an entrant or could interfere with an entrant’s escape from the space, then entry into the enclosed space shall meet the permit-space entry requirements of 1910.146. This is a very important rule because it clarifies that 1910.269(e) does not stand alone as work rules for manholes and vaults. Section (t), “Underground electrical installations,” is part of the requirements for the protection of workers in enclosed spaces. You must be familiar with and follow both to get it right. Another Look Let’s look again at the definition for “enclosed space,” particularly the note to the definition. In simple terms, the note shares two important perspectives from which we interpret the rules of 1910.269(t). First, if it is designed for employee entry, it is not a permit space. Second, if the space is expected to contain a hazardous atmosphere, it is not an enclosed space. Again, this is important in defining an enclosed space, particularly when dealing with basements of wind towers or the nacelle. In a normally operating system, the presence of oil, hydraulics, or electrical equipment and cables is not considered a hazardous atmosphere or other hazard. This is a key issue for manholes and electrical vaults, especially regarding rescue, and here is why. Remember, a manhole is covered by both 1910.269(e) and (t). Part (t) requires a first-aid-trained attendant on the surface if the manhole has energized cables or equipment. Part (t) also allows the attendant to enter the manhole for short periods to provide non-emergency assistance. Part (e) requires an attendant as well. The part (e) enclosed space attendant must be first-aid trained and is not permitted to enter the space to assist workers inside. In fact, the rule uses the phrase “immediately available outside the enclosed space,” and those duties performed by the attendant must not distract the attendant from monitoring employees within the space or ensuring that it is safe for employees to enter and exit the space. So, why the difference? It is explained in the preamble. Part (t) specifies that the hazard is “electrical contact” to the exclusion of all other hazards. Part (e) includes other hazards such as gases, water and fires/explosions. Where the only hazard has been determined to be contact with an exposed electrical hazard, an attendant can briefly enter the space. The Bottom Line The bottom line on rescue from a manhole, vault or wind enclosed space is this: OSHA makes it clear in the preamble to 1910.269 that the intention is to have a space for the electric utility industry that recognizes both the nature of enclosed spaces and the types of tasks we perform in those spaces. Wind is somewhat different in configuration, but it is still electric utility generation, transmission and distribution, so we still benefit from that. Here is a summary of what you should know about enclosed spaces:

OSHA’s intent is that all confined spaces are hazardous until they are classified by a competent person and remediated to make the space safe to enter. Otherwise, they shall be treated as permit spaces.
OSHA also intends that a competent person must classify electrical manholes, vaults, tunnels or shafts as enclosed spaces in accordance with the standard before workers enter those spaces.
Classification of an enclosed space requires detection of flammable gases, toxic fumes and oxygen levels.
Where unacceptable atmospheres require ventilation, gas checks must assure the ventilation is effective prior to any entry.
Where electrical systems exist, a competent person must inspect and assure the integrity of the insulating systems.
A manhole or vault that’s only hazard is electrical shock requires an attendant who can occasionally enter the space to assist workers (see 1910.269(t)(3)(ii)).
An enclosed space has more potential hazards, not just electrical hazards, so an enclosed space attendant cannot enter the space (see 1910.269(e)(7)).
Enclosed space rescue where a hazardous atmosphere exists (e.g., smoke, fire, gas, toxic fumes) must be non-entry rescue. This requirement means enclosed space entrants must be equipped with rescue lines.
A manhole or vault that has come to contain any hazardous condition, such as smoke, gas or flood, is a permit space and non-entry rescue must be performed, meaning the entrants must be in a harness and lifeline where those potential hazards exist.
Entry rescue must be made by a qualified person in protective gear, and an attendant must be on the surface during the rescue entry.
Any space that has a hazardous atmosphere must be effectively ventilated or treated as a permit space.
Workers around any confined space of any classification must be trained to the requirements of the 1910.269 standard before they enter or serve as an attendant.

Some Final Notes on Wind When it comes to wind, rescue for a basement or the bottom of a tower is not too difficult to figure out and plan for. The nacelle has proved to be more difficult, and we have had several bad outcomes in those spaces in the past decade. The nacelle gets surveyed for hazards by a competent person just like a manhole does. If hazardous conditions are discovered, remediation must occur. Leaking fluids is a big one, especially if they are flammable. Egress from a nacelle is either down the ladder or out the top hatch. If the exit is the top hatch, timely rescue must be in the plan. The roof rescue is often a rappel, so that equipment must be in place while the work is going on. Rappelling should also be considered down the ladder. In a fire, it is much faster to rope down the ladder than to climb down it. About the Author: After 25 years as a transmission-distribution lineman and foreman, Jim Vaughn, CUSP, has devoted the last 24 years to safety and training. A noted author, trainer and lecturer, he is a senior consultant for the Institute for Safety in Powerline Construction. He can be reached at jim@ispconline.com.

Damage Control

May 16, 2022 | David Cullen | Maintenance

Tracking collision damage limits vehicle downtime and repair costs. The larger the fleet, the more complex the repair process and the higher the cost to fix body and frame damage. No one aims to bang up a bucket truck or other fleet equipment, but it does happen. Once damage occurs and is properly reported, the repair process can begin. Obviously, significant cosmetic damage or damage that interferes with driving the vehicle or using it as a work platform must be dealt with as soon as possible. And while some fleets may back-burner minor dings and scrapes, others have policies that mandate no repair delays to keep on-road equipment looking tiptop. Either way, the damage must be fixed at some point. But in the meantime, how do you track damage? That may include distinguishing between old and new damage. Which is which and were all incidents reported? On top of that, what do you do about drivers who don’t report damage?

To help answer those questions and smooth the repair process, here’s a look at best practices and tips gleaned from industry experts about how to stay on top of damage control. Best Practices Claims management has a significant impact on vehicle downtime, according to Trevose, Pennsylvania-based CEI (https://ceinetwork.com). The provider of accident management and fleet driver safety services stated that ensuring a solid workflow “from first notice of loss, vehicle estimate, appraisal, repair, and return to service has a significant impact on vehicle downtime” as well as driver productivity. Another best practice to consider is training drivers to take photos of damage as soon as it’s spotted. Drivers should be instructed to take photos of all the damaged area(s) and the vehicle’s license plate, vehicle identification number and odometer reading. According to Matt Gilliland, director of operations support for Nebraska Public Power District, any damage to an NPPD asset “is reported via our safety reporting and management system.” NPPD is a publicly owned utility and political subdivision of the State of Nebraska. Its service territory includes all or parts of 84 of the state’s 93 counties. “We then log the damage report in our fleet data management system,” Gilliland continued. “Because some damage is not repaired, it is critical to sort out new from old damage. With each report, we can cross-reference previous reports and/or the fleet database.” NPPD creates a workflow for the securement of the repair cost estimate, the decision to repair or not repair, and the repair process itself. In addition, the fleet’s external vendors assess and report damage as part of preventive maintenance. Gilliland noted that drivers not reporting damage has not been an issue for the utility. “That’s due to the overall safety culture within NPPD,” he said. “We take and store photos of each new asset/build. We ask for pictures of damages in the reporting system. And we outsource most of our maintenance, so our inspection process requires vendors to report conditions, and we record those photos taken when assets are reassigned.” Culture Counts It’s helpful to create a culture that encourages drivers to take photos of damage, according to the HD Repair Forum (https://hdrepairforum.com). The organization brings the heavy-duty collision repair industry together for education and collaboration. Some large fleets have their own repair facilities, others repair light damage and outsource larger damage, while still others outsource all repairs to a trusted facility. If you have a fleet that outsources repair work, the HD Repair Forum recommends reaching some sort of regular agreement with a trusted repair shop. “We even know of fleets that have their new vehicles shipped directly to their trusted shop for a quick inspection, to complete possible upgrades, and to log that truck in the system. That way, any future repairs add to the history of the truck.” About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications.

The Power of Body Repair Holding off on body repairs will take its toll. In downtime, yes, but also in terms of safety concerns, higher costs, vehicle value and company image. That’s per a blog post by Baltimore Freightliner-Western Star (www.baltimorefreightliner.com). Summarized below is the truck dealer’s take on why to stay on top of body/frame damage. Good looks. Your fleet represents your operation out on the road. Body repair can keep your vehicles looking professional, which helps reflect a positive image for your company. Safety matters. Ignoring larger body/frame damage can create a safety risk. A damaged frame may prevent a truck from hauling loads and could cause a serious accident. Damaged bumpers are often ignored, yet they can create more safety risks. Handle any safety concerns as soon as possible. Top dollar. Eventually you may decide to sell some vehicles, whether to make room for new ones or to liquidate some assets. With those sales, ensure you’ll get your money’s worth by taking care of necessary body repairs so that your vehicles are in tiptop condition. Time hurts. Putting off body repairs risks damage worsening over time, which can drive up repair costs. For example, a minor scratch can make a vehicle more susceptible to rust. It would be quick and easy to fix that right away. As rust grows, it becomes expensive and tricky to fix.

Will Hydrogen Electrify the Future of Heavy-Duty Trucks?

May 16, 2022 | Sean M. Lyden | Management

An industry executive says that hydrogen fuel-cell trucks – and the fueling infrastructure to support them – will become more practical and affordable in the not-so-distant future. Most discussions around fleet electrification today focus on battery-electric vehicles. And for good reason. More EV models are becoming available, costs are getting closer in line with conventional vehicles, and charging infrastructure continues to expand. But when it comes to electrifying the Class 8 truck segment, battery power remains impractical and insufficient to meet the performance and range requirements for most heavy-duty truck applications.

That’s where hydrogen fuel-cell vehicles come in. They’re also electric vehicles but offer longer-range capabilities for Class 8 trucks – in some cases, over 500 miles – at a significantly lower weight and with a much shorter “refueling” time than their battery-powered counterparts. Yet the knock against fuel-cell trucks has been the exorbitant cost of both the vehicles and the fueling infrastructure to support them. That’s changing, however, said Craig Knight, CEO at Hyzon Motors (www.hyzonmotors.com), a startup headquartered near Rochester, New York, that installs hydrogen fuel-cell systems and electric propulsion in existing truck brands. The company delivered 87 trucks globally in 2021 and announced during the fourth-quarter earnings call that it expects to deliver 300 to 400 units by the end of this year. And it launched a pilot program in California in March, with Hyzon-equipped Freightliner Cascadias. UFP recently spoke with Knight to get his outlook on the fuel-cell vehicle market. He pointed to the following five advantages he believes will position hydrogen fuel cells as the prominent power source in heavy-duty truck electrification in the not-so-distant future. 1. Lighter weight. According to Knight, a fully fueled hydrogen-powered truck with about 500 miles of range is anywhere from 400 kilograms (881 pounds) to 500 kilograms (1,102 pounds) heavier than a comparable conventional diesel truck. That’s a small percentage loss of cargo capacity for an 80,000-pound heavy-duty chassis. But the weight of batteries required to achieve a similar range? That’s where the numbers get big. “With the current state-of-the-art battery technology, you’re talking about an extra 5, 6 or even 7 metric tons,” Knight said. That translates to about 11,000 to 15,000 pounds – a substantial jump. “When the truck’s tare weight goes up by that much, every movement the truck makes is a lot less efficient. The fact of the matter is that if you’re going toward heavy vehicles, batteries are very inefficient because you’re carrying around all this extra weight,” Knight said. 2. Faster “fueling.” It can take at least an hour or more to fully fast-charge today’s light-duty electric vehicles. Now, imagine how much more time would be required to fully charge the much larger batteries in Class 8 trucks. Even if the charge time was only an hour, that’s still expensive downtime for a commercial truck that only makes money when the wheels are rolling. What about hydrogen fuel-cell vehicles? Knight said that the refueling time for hydrogen is similar to comparable diesel trucks. 3. Smaller infrastructure footprint. Hydrogen refueling stations can support significantly more trucks per day than charging stations, Knight said. He provided this frame of reference: “One piece of hydrogen infrastructure can make 50 or 100 trucks work every day, whereas one piece of electric truck infrastructure can make maybe half a dozen or 10 trucks work in a day – if you’re really lucky and plan very well. The electric vehicle infrastructure that’s out there is good for cars and a small battery. But it doesn’t work for 35 or 40 metric tons of combined vehicle mass.” 4. Greener “fuel” production. Knight said that Hyzon is focused on producing hydrogen fuel from renewable sources – such as waste, renewable gases, solar and wind – in the local areas of the fleets the company serves. This approach ensures the fuel’s sustainability, aligns hydrogen production capacity with local demand and drives down the high costs of transporting hydrogen. 5. Longer battery life. The recyclability of electric vehicle battery packs remains a challenge. But fuel cells can help with that. “A fuel-cell vehicle uses a lot less battery power,” Knight said. “And whether the truck is driving or sitting, the fuel cell preserves, protects and charges the battery. So, if you switched everything from battery electric to fuel-cell electric, we’d likely see a reduction in the number of batteries needed by eight to 10 times. That’s significant, and especially so as the supply constraints on rare earth minerals [such as nickel, cobalt and lithium used in batteries] continue to tighten.” Outlook Knight envisions a future where hydrogen could become more than a niche fuel for electrifying the heavy-duty truck segment. “We have this view in our business plan that, in the next three to four years, we’ll bring to market, for example, Class 3 type vehicles,” Knight said. “Right now, Class 8 drives the availability of hydrogen because it’s such a compelling use case. But that investment could bring hydrogen at scale to areas that have a lot of trucks, a lot of logistics activities, a lot of warehouses, a lot of fresh food deliveries, et cetera. And what does that do? That provides access to adjacent markets – like the lighter-class vehicles – that weren’t the low-hanging fruits for hydrogen on round one.”

The State of Electric Vehicle Order-to-Delivery Times

May 16, 2022 | Gary L. Wollenhaupt | Smart Fleets

Despite manufacturers’ reassurances, vehicle delivery delays are expected. In February, Ford began deliveries of its E-Transit EV van to fleet customers, one of the earliest of the highly anticipated commercial-grade battery-powered vehicles to have its orders fulfilled. It’s a bright spot in the electric vehicle market as fleet managers keep an eye on shifting EV delivery dates. Some delays are out of the manufacturers’ control as the supply chain, including semiconductor manufacturers, struggles with its own set of challenges.

“The EV segment is in a similar situation to the rest of the industry, with the ongoing microchip shortage continuing to limit vehicle production and supply,” said Emily Graham, director of sustainability at Holman (www.holman.com). “That being said, as electric vehicles continue to become increasingly popular with both consumers and vocational fleet operators, many manufacturers are prioritizing the limited allocation of microchips available to the production of EV units.” As Ford began deliveries of the E-Transit in February, the first 2,000 of the hotly anticipated Lightning Pro version of the F-150 rolled off the assembly line in late April, with a full rollout coming later this year. “I don’t have a specific date available, but we’re still putting it out there as spring 2022, which we announced last May,” said Mark Poll, Ford Pro Charging manager. To some extent, fleet orders compete with consumer demand for vehicles in short supply. Chevrolet has well over 140,000 reservations for the 2024 Silverado, including the WT (Work Truck) model. Deliveries are scheduled to start in spring 2023. In comparison, the standard Silverado sold more than half a million units in 2021. GMC’s electric Hummer pickup and SUV, with more than 60,000 consumer reservations, won’t see deliveries before 2024. Rivian has delayed deliveries of its R1T pickup until September, and the R1S SUV won’t see the light of day until sometime this fall. The much-hyped Tesla truck does not seem to be gaining traction among fleet operators, and its delivery date is shrouded in mystery at this point. It’s still possible to place a reservation on the Tesla website, with no hint of a production schedule. Medium-duty EVs are also on the way, but most are in pilot-project stages and not ready for wide-open order books. Delays are Expected Despite manufacturers’ reassurances, vehicle delivery delays are expected. Ford has stockpiled thousands of all types of vehicles awaiting semiconductors. Still, company representatives are publicly standing by the spring delivery time frame, but the definition of spring could be stretched by a few months. In online industry forums, fleet managers are talking about delivery dates in November 2022. Nevertheless, commercial and governmental fleets are ordering EVs to add to their vehicle mix. In February, officials in Round Rock, Texas, ordered 10 Ford Lightnings as part of the scheduled fleet replacement process. City officials said they expect delivery in six to 12 months. In the meantime, the city will complete the first phase of its charging infrastructure installation at municipal locations around the city. In British Columbia, Canada, the city of Richmond ordered four Lightning EV trucks and three F-150 hybrid trucks. The city expects to take delivery of the Lightning trucks in the second quarter of 2022. A number of police departments have adopted Tesla Model 3 and Model Y into their fleets, including New York City, Boulder, Colorado, and Spokane, Washington. Duke Energy is going all in on EVs, pledging to convert 100% of its nearly 4,000 light-duty vehicles to electric and 50% of its approximately 6,000 medium-duty, heavy-duty and off-road vehicles to EVs, plug-in hybrids or other zero-carbon alternatives by 2030. No Time to Waste Even as fleet managers await deliveries, there’s no time to waste in developing a charging infrastructure plan. Ford and GM are offering turnkey and custom solutions that include charging systems and fleet analytics tools. Software can boost battery performance through smart charging, pre-conditioning and remote monitoring. Companies will be able to track energy use and reimburse employees for home charging. Fleet telematics can help maximize vehicle efficiency and uptime. With 150-kW fast charging, the standard range Ford Lightning can recharge from 15% to 80% charge in 44 minutes, about the time of a typical lunch break, Poll said. GM has tapped eTransEnergy, a Duke Energy company, to help GM fleet customers integrate EVs using the GM Ultium Charge 360 service. Through eTransEnergy, fleet operators can take advantage of infrastructure planning, smart charging technology, on-site solar energy generation, battery backup options and other aspects of EV fleet management. The Ford Pro Charging system offers a similar program, including infrastructure assistance to help integrate charging hardware into fleet depots alongside charge management software. One new twist is the possibility of installing charging stations at employees’ homes for take-home vehicles. “Some fleets are buying a few vehicles to try out in different parts of their business, and others are planning larger deployments and aggressive transitions to electric within their fleet,” Poll said. Even if EV deliveries fall behind schedule, it’s critical to plan for the charging infrastructure to be ready before the vehicles arrive. It can take six to 12 months to go through the process of planning, designing, building and commissioning charging at a commercial facility, especially with large deployments. Electric utilities may also be advising their customers on EV integration at the same time as they are preparing for their own EV fleets. “We advise fleets they can’t order the vehicles and then start thinking about charging; they need to plan them hand in hand,” Poll said. “And they need to have a plan ready for take-home fleets.” About the Author: Gary L. Wollenhaupt is a Phoenix-based freelance writer who covers the transportation, energy and technology sectors for a variety of publications and companies.

On the Road to Self-Driving Trucks

May 16, 2022 | David Cullen | Technology

The trek to fully autonomous trucks is a journey in stages driven by partnerships – yet the pace of development is quicker than one might expect. One of the only technological advancements in trucks that sparks as much interest as the rollout of electric vehicles is wondering when fully autonomous trucks will be available. Your fleet may already be familiar with automated vehicles. At the lowest level of automation (see sidebar), a truck spec’d with adaptive cruise control is a stepping-stone to self-driving. At the high end will be trucks that can be autonomously operated in a limited manner and trucks that are entirely self-driving. Those entirely self-driving vehicles may not even need to have a cab.

Not surprisingly, the development of systems that can fully control trucks – ranging from pickups to Class 8 highway haulers – without human drivers is not a simple task. What is surprising is how far along global truck builders working in partnership with vehicle-automation firms have already come regarding autonomous trucks. But surpassing engineering challenges is not the only obstacle to self-driving. There is also the need to overcome the public’s concern that self-driving trucks are not safe. That will take consumer education. Then there is the lobbying that will be needed to fund the appropriate infrastructure for autonomous vehicles, such as clear road markings and other, more complex requirements to ensure autonomous driving can take place in all weather conditions. Still, there is impressive forward movement, thanks to industry suppliers and partners that are willing to invest time and money into this moonshot of a venture. There may be a future shakeout of competitors, but currently the marketplace is bustling with activity, including, in some cases, developers of baseline autonomous technology partnering with more than one traditional truck maker. Engineers at Work Here’s a rundown of some of the key truck developments on the self-driving front in the U.S.:

Daimler Truck is developing a scalable autonomous platform suited for SAE Level 4 (see sidebar) autonomous driving. The L4 platform is based on the Class 8 Freightliner. The OEM is partnered with autonomous vehicle software developers Torc Robotics and Waymo Via
Navistar is partnering with TuSimple, a self-driving tech firm, to co-develop an SAE Level 4 truck, which is targeted for production by 2024. The new Class 8 will be sold by Navistar dealers and operate on the TuSimple Autonomous Freight Network.
PACCAR, parent of Kenworth and Peterbilt, is teamed with Aurora Innovation, an autonomous tech company, and FedEx to launch a commercial pilot of autonomous linehaul trucks. The OEM said this is the “first collaboration of its kind between a truck manufacturer, an autonomous technology developer and a logistics provider.”
Aurora Innovation is working with platform partners, including PACCAR and Volvo, and with logistics partners like FedEx, UberFreight and U.S. Xpress, to prepare its “premium self-driving product,” dubbed Aurora Horizon.
Volvo Autonomous Solutions recently announced that it has reached the “next milestone” in their development of on-highway autonomous trucks in the U.S. A prototype of Volvo Trucks’ long-haul VNL model, integrated with the Aurora Driver system, was revealed in September.

Why and Where? Arguably, the biggest questions surrounding the advent of driverless trucks are not when and how but why and where. Why are they needed and where will they operate? The answers differ sharply based on how trucks are used. The most obvious application, and thereby the one being worked up first by heavy-truck makers, is the long-haul Class 8 tractor-trailer running Point A to Point B over interstates or other limited-access highways. But medium-duty trucks and even pickups and vans that operate over regular routes could be candidates as well. Aside from fully autonomous vehicles with no allowance for an onboard driver, advanced but still partially autonomous trucks could have drivers take over at waypoints where infrastructure for self-driving ends, such as off an interstate ramp. This solution would also apply to large trucks, including Class 8 rigs. On the other hand, vocational trucks that are more a platform to work from than a mere vehicle might only rise as high as SAE Level 4, meaning a truck would have a system that only drives under specific circumstances. At this point, the bucket truck fits this example. There would be no need to fully automate the driving of one until robot lineworkers are deployed. And that’s a whole other discussion for another, faraway day. About the Author: David Cullen is an award-winning journalist who specializes in covering the trucking industry. Based in Connecticut, he writes for several business publications. Degrees of Automation Launched in 2014, the SAE Levels of Driving Automation provide a baseline set of terms for different degrees of vehicle automation, as follows:

Level 0: No driving automation.
Level 1: Driver Assistance. A vehicle with a single automated system for driver assistance, such as adaptive cruise control.
Level 2: Partial Driving Automation. A vehicle with advanced driver assistance systems that can control both steering and accelerating/decelerating. But a human in the driver’s seat can take control at any time.
Level 3: Conditional Driving Automation. A vehicle capable of making informed decisions itself, such as to accelerate, brake or steer, under limited circumstances. The driver must remain ready to take control if the system cannot execute the task.
Level 4: High Driving Automation. An autonomous system that only drives the vehicle under specific, limited circumstances.
Level 5: Full Driving Automation. Only the autonomous system drives the vehicle, under all conditions.

Source: www.sae.org/blog/sae-j3016-update

Electrifying Heavy-Duty Trucks with Hydrogen

May 16, 2022 | Sean M. Lyden | Editor’s Perspective

Any fleet pursuing a goal of 100% electrification will need to plan to include hydrogen fuel-cell vehicles in their mix, specifically for their Class 8 truck segment. That was the overarching theme of a Green Truck Summit panel session – “How Hydrogen and Fuel Cells Will Affect Work Trucks” – that I attended in March at NTEA Work Truck Week. The panelists included Morgan Andreae, executive director of the Growth Office at Cummins Inc.; Craig Knight, CEO at Hyzon Motors; and George Rubin, chief commercial officer at Loop Energy.

Here are my seven takeaways from that session. If you’d like to learn more, I delve deeper into this topic with Hyzon’s Craig Knight in this article. 1. Hydrogen fuel-cell vehicles are EVs. The difference is in the electric power source: hydrogen and fuel cells versus battery power only. 2. Hydrogen offers a much higher energy density than batteries. More energy can be stored on the truck at a much lower weight than batteries, allowing for a longer range and larger payload.

3. The current commercial focus for hydrogen fuel cells is on higher-use, harsher duty-cycle fleet applications that involve carrying bigger loads.

Think long-haul trucks, refrigerated trucks, garbage trucks and dump trucks.

4. Hydrogen refueling times are a fraction of the battery charge rates for a comparable range.

Hydrogen takes about the same amount of time as refueling a diesel vehicle.

5. The big obstacle to fuel-cell growth is the lack of infrastructure.

The high cost of hydrogen fuel and fueling stations has constrained fuel-cell expansion, but the U.S. infrastructure bill addresses this challenge. Initiatives are also underway to produce hydrogen locally to serve the local market. This model should reduce costs by minimizing hydrogen fuel transport.

6. There’s still a lack of knowledge and education around hydrogen fuel-cell technology.

That’s why OEMs are targeting the fleet/work truck industry as early adopters to help build awareness for the broader market.

7. Hydrogen fuel-cell generators could be an answer for EV resiliency.

Fuel-cell generators could replace fossil-fuel-powered generators to charge battery-electric vehicles in the field – especially important during storm response situations – or supplement existing grid capacity to handle power surges.

ANSI A92.2: 2022 Changes and Training Requirements

May 16, 2022 | Phil Doud | Special Focus

Here’s what owners and operators should know about upcoming updates to the standard. Updates are coming to the ANSI A92.2 standard, titled “American National Standard for Vehicle-Mounted Elevating and Rotating Aerial Devices.” Your most common piece of powered equipment soon will have new or revised requirements for design, manufacturing, testing, training and operation. These new requirements go into effect in August of this year. First, let’s cover some of the most notable changes, and then we’ll look at some often misunderstood training requirements.

Manufacturers must now consider the structural effects of operating on slopes up to the unit’s maximum allowable slope, not just at 5 degrees. This change follows the industry trend toward units capable of operating beyond the traditional 5-degree limit.

Along with higher unit slope capabilities come changes in stability testing requirements. Units must still be tested on a 5-degree slope in the direction of least stability. However, if the unit has allowable slope limits greater than 5 degrees, it must also be tested on its maximum allowable slope.

Controls for positioning the platform must have an unlocking or enabling device to prevent inadvertent movements. ANSI has also added a requirement that the platform level must remain within 5 degrees of initial leveling while the boom structure is raised or lowered. Synthetic rope must have an average breaking strength of at least five times the working load. This addition mirrors the requirement in A10.31, the ANSI standard for digger derricks. Category C and D units with a conductive, articulating lower boom above rotation must have a chassis insulating system. This refers to the fiberglass section of the lower boom. Although not previously required, most if not all manufacturers have already installed them.

If a unit has upper controls with high electrical resistance, those controls shall be tested periodically at a one- to 12-month interval. This was previously a “should be tested” requirement.

The entity performing periodic electrical tests must document each test and provide a certified report to the owner upon request. ANSI A92.2 now contains a specific listing of reportable test details. Manufacturers now have the option to provide one set of manuals in an electronic format. They must still provide at least one printed set along with the electronic copies. Updated Ownership Requirements Updating ownership records with the manufacturer is very important. This gives the manufacturer current contact information for sending equipment bulletins. Dealers and installers have a newly added responsibility to notify the manufacturer of the name and address of the new owner when a unit changes hands. A further requirement exists for dealers or installers to notify the new owner of their responsibilities under A92.2. ANSI A92.2 now defines a “service entity” as a person or entity whose business is inspecting, testing, maintaining or repairing aerial devices or mobile units. This is significant because service entities also have requirements under the standard, including the responsibility to properly train maintenance personnel to repair and operate the equipment. A major structural inspection shall be performed after the first 15 years of service, and every 10 years after that, or as directed by the manufacturer. This is a significant new requirement for owners. The major inspection must include a periodic inspection, level-surface stability testing, and a detailed inspection for structural deformations, broken members and cracked welds. Any damage must be repaired or replaced before returning the unit to service. There has long been a requirement for operators to use appropriately rated and tested insulating devices when handling energized lines. It is a common misconception that fiberglass jibs are insulating. Unless jibs are rated and tested for the voltages involved, they must be considered conductive. For this reason, A92.2 requires the use of insulating devices – such as link sticks or insulating jib inserts – for this work. These devices provide protection from energizing the boom tip through the jib and winch rope. In the upcoming revision, this requirement now falls on both the user and the operator. The user is the entity with custodial control of the unit, whether that’s an employer, dealer, installer, lessee, lessor or operator. Adding the user to this responsibility expands accountability beyond the operator for performing live-line conductor-handling tasks safely. A primary purpose of ANSI A92.2 is to standardize industry safety requirements, so when purchasing any A92.2-compliant device, you have assurance that a basic standard of safety is designed into each unit. This ultimately protects the personal safety of everyone in contact with the unit. Training Requirements As manufacturers innovate new features, such as fall protection lanyard detection sensors and advanced boom load monitoring systems, operators need to know how those features work, what protections they may offer, and how to inspect and test them before use. Unfortunately, many operators use new equipment without proper training. Lack of operator familiarity with complex equipment leads to increased risk for everyone on the job site. Nearly everyone in the utility industry knows that training is important, yet the vast majority of A92.2 equipment owners have no idea where the operator training requirements come from. Fortunately, that’s easy to answer. First, OSHA. They require employers to properly train employees to recognize and avoid hazards. However, OSHA provides very little detail on what constitutes proper training for A92.2 aerial devices. By interpretation letter (see www.osha.gov/laws-regs/standardinterpretations/1992-10-23-0), OSHA explained that they “use the ANSI requirements to help establish what the industry practice is in regard to operator qualifications.” Translation: Employers need to look to ANSI A92.2 for operator training requirements that comply with OSHA’s requirement to train. A92.2 defines operator training requirements and details what training topics to cover when training someone for the first time or when training someone on a new piece of equipment. ANSI A92.2 lists two main training categories. The first is general training. All operators must receive general training, which includes classroom information about safety topics and hazards related to operating aerial devices. General training also requires an operator to demonstrate hands-on proficiency in actual operation under the direction of a qualified person. Although not specified, general training should be refreshed periodically, and a five-year cycle is consistent with other industry certifications. Familiarization is the second training category. Operators must be familiarized with any unfamiliar units before operating them. A manufacturer’s in-service demonstration is not operator training. A typical in-service does not satisfy familiarization requirements and certainly does not fulfill the wider general training requirements. Through proper familiarization, operators learn about the location of the manuals, purpose and function of all controls, safety devices and unit operating characteristics. Of course, this also includes learning about any new features. To complete their familiarization, operators must achieve proficiency through actual operation of the unit. ANSI A92.2 also directs retraining if an accident or a near-miss occurs, or when a training need is observed. It would be appropriate to follow the general training requirements when retraining an operator since a qualified person must evaluate their proficiency in safe unit operation.

Here’s what owners and operators should know about upcoming updates to the standard.

Simply put, general training is an “every operator, once” requirement and familiarization is an “every operator, specific units” requirement. OSHA expects to see documentation that both types of training occurred, and they will certainly expect the training program to meet the ANSI standard. Filling the Training Gap Many employers already have trainers on staff who handle new-hire and recurring training. As apprentices come in from formal, entry-level training programs, these in-house trainers may focus on teaching essential work methods and other qualification skills, leaving an unintentional gap in their basic operator training program. Assumption or ignorance fills this gap and creates eventual hazards for all involved. Often, the void in basic operator training programs is only recognized when an accident occurs and the resulting investigation reveals that an untrained operator did not know or follow the manufacturer’s guidance for operating the equipment. There are industry training resources that can help fill the gap. Some manufacturers offer in-person general training and specific-unit online familiarization courses to get operators started on the right training path. Train-the-trainer courses can also assist employers in developing their own qualified person to direct in-house operator training. Conclusion Although ANSI A92.2 training requirements are the same industry-wide, each employer must craft a compliant solution that fits their needs. The manufacturer is a good resource to help build the solution since A92.2 requires manufacturers to develop and offer training materials that aid in operating the unit. If you have an Altec unit, you can visit www.altecsentry.com. Whether you’ve got questions about training or the A92.2 standard in general, feel free to contact the Altec Sentry training department to start the discussion. About the Author: Phil Doud is the Sentry safety program manager for Altec. Reach him at phil.doud@altec.com.

All-Electric Medium-Duty Trucks Coming to SMUD this Summer

May 16, 2022 | Sean M. Lyden | Fleet Profiles

The new Class 5 trucks nudge the utility closer to its goal of zero carbon emissions by 2030. Sacramento Municipal Utility District expects to take delivery of five new all-electric medium-duty trucks this summer that will offer an estimated range of 100 to 150 miles. The vehicles will be built on the Z-19 model – a 19,500-pound-GVWR chassis – by Zeus Electric Chassis Inc. (https://zeuselectricchassis.com), a startup based in White Bear Lake, Minnesota. This purchase is part of SMUD’s goal of removing all carbon emissions from its entire power supply and fleet by 2030. As of press time, the utility had electrified 120 vehicles, or about 13% of its fleet of more than 900 units.

UFP recently spoke with Casey Fallon, director of purchasing, warehouse and fleet at SMUD, to give us a behind-the-scenes look into the factors he and his team considered when designing and ordering these vehicles. Here’s an edited version of the highlights from our conversation. UFP: How did you decide which fleet applications to electrify with the Zeus trucks? Casey Fallon: We considered any Ford F-550 in our fleet scheduled to be replaced. So, when we were writing the specification, we didn’t make concessions because it’s an electric vehicle. But we had to dial in the vehicle’s daily usage and whether it had a prescribed route and a planned amount of driving instead of it being a response vehicle or a 24-hour vehicle. So, our spec [for the Zeus trucks] changed very little from our conventional diesel engine trucks with similar usage. What is the incremental cost you factor into your numbers when you plan your electrification budget? We spend about $10 million per year on our capital investment for replacements and some new vehicles, not including inflation. If you make the numbers simple over 10 years, that’s $100 million. So, when we initially did this plan over 10 years, we looked at the status quo as $100 million. Then we looked at all of the different equipment that we would replace. We made our best estimate based on what was available from the market and worked with some of our friends in [research and development] and finance and treasury to come up with numbers for equivalent zero-emissions vehicles over 10 years. We came up with $200 million. So, over 10 years, we’re looking at two times [the status-quo budget]. But a few things help reduce that number. Over the 10-year period, we estimate around $20 million to $40 million in offsets from grant funding, and a fuel expense reduction of around $9 million to $10 million. There’s also a maintenance cost reduction of another $4 million. So, the number we came up with was roughly an increase of $50 million on top of the original $100 million to align our fleet with SMUD’s 2030 zero-carbon plan. When I presented this plan publicly, I said that this [budget] is based on what we know now. As we refresh our plan year over year, we expect that number to come down as the technology improves, we get additional financial offsets, and we continue to optimize. But this is a conservative estimate over a 10-year period. How will the maintenance and repairs be handled for the Zeus trucks? We’re still working that out. We’ll leverage Zeus during the warranty period. But we’re still discussing whether we’ll do maintenance and repairs in-house or through a dealer network after the warranty period. It’s still up in the air. We’d prefer to do the work on everything else in our fleet because we’re a full-service maintenance shop. When do you expect the vehicles to be delivered? One of the five trucks will be at the Advanced Clean Transportation Expo in Long Beach in May. Then we’ll have a staggered delivery schedule until about the end of July. We’re kind of relaxed with the schedule because Zeus is a startup, and these trucks are all new. We also have a pretty significant period where we will be doing our own road testing. And we may even work with a third party to do some road testing before we turn them over to operations. How long will the road testing occur? We’re thinking 90 days, just to be sure we run the vehicles through their paces and get them out on the road. We’ll put the trucks in safe conditions and take our time to get to know them. There may be some things to work out regarding the programming of the technology on the vehicle. So, we want to take our time. What type of training do you plan to provide to the operators? We’re thinking about training in a couple of ways. One is that we’re thinking about the change management aspect. You’re switching the operator from a gas or diesel vehicle to electric. There’s a need for education to build awareness and familiarization with the new technology. So, we’re taking a change management approach where we want to get everybody on board to become aware of what’s changing and what the technology is. That’s the big boulder to move initially. Regarding training, when switching somebody from an internal combustion engine to an electric vehicle, range anxiety will likely be an issue. But we’ve been putting a lot of numbers together to show that, hey, on average, you’re not driving past this vehicle’s maximum range for a day. The operators have been used to a Ford for the last 10 years, and now you’re putting them into this unknown variable for them. But I don’t think it will be too much of a change for them. And the operation of the onboard equipment – the liftgates, dump bed and all that – will be very similar to what they’re already familiar with. What is the backstory behind SMUD’s fleet electrification initiative? We’re located in the capital city of California. So, we have an incredibly ambitious goal for the entire utility overall – zero emissions by 2030. When we put our fleet electrification strategy together for our executive team and our new CEO [Paul Lau], we brought it to them and said, “We think we can get 50% of the way by 2030.” We remember that conversation because there’s a great quote from our CEO. He said to us, “I like your thinking and your strategy, but we’ve got to go big or go home.” It was time for us to go all-in and align with the 2030 plan. So, what we had to do from there was challenge our initial assumptions and really figure out how to accelerate and get to that 100% goal by 2030. We know it’s still a tall order, a very ambitious goal. But we’re going to give it our best shot. Over the next three to five years, we’ll be focused on what’s available from the market. And then, beyond that, things are not really clear. But we’re banking on the idea that the technology will accelerate rapidly, including hydrogen fuel cells for our heavy-duty vehicles in the later years of the plan. So, we’re going to do our best and hang on for the ride and see where all this goes.

Fleet Facts: Sacramento Municipal Utility District Description: The nation’s sixth-largest, community-owned, not-for-profit electric service Headquarters: Sacramento, California Service area: 900 square miles Total accounts served: 644,723 Employees: 2,179 Power from non-carbon-emitting resources: Over 60% Fleet size: 917 total on-road, off-road and trailer assets All-electric or hybrid vehicles: About 120 units

DICA Expands Ground Protection Mats

May 6, 2022 | Kate Wade | New Fleet Products & Services

DICA has announced the expansion of its ground protection products and the addition of new access mats. Light-duty LibertyMats join the current ground protection mat product line. Additionally, a new access mat product line provides solutions for temporary roadways and includes the heavy-duty TuffTrak XL, a combination ground protection/access mat, and the TuffTrak XT, an overlapping and interlocking access mat that is designed to support mobile or crawler equipment. LibertyMats have built-in handholds and a chevron traction surface ideal for lighter-duty equipment and pedestrian use. This cost-effective ground protection option is an excellent solution for applications like walkways, work platforms and storage areas. TuffTrak XL is a multipurpose, heavy-duty ground protection and access mat designed for extra-wide applications and is capable of supporting mobile equipment on wheels or crawlers. The mats are 13 feet 6 inches wide, nearly 7 feet long and can be installed with 4-foot tines. This durable mat has a load-bearing capacity of 150 tons. TuffTrak XT overlapping and interlocking access mats are the lightest, most durable access mats on the market. They are designed to remain rigid and do not conform to the subsurface. The internal closed-cell foam design prevents water penetration and helps make the mats buoyant, which is perfect for wetlands, marshlands, peat bogs and river deltas. https://dicausa.com

Miller CabEn Climate Solutions for Work Trucks

May 6, 2022 | Kate Wade | New Fleet Products & Services

Miller Electric Mfg. LLC has announced the release of new CabEn Climate Solutions for truck cab heating and cooling. The only fully integrated cab heating and cooling systems on the market, CabEn Climate Solutions provide all-day relief from the outside environment while the truck is turned off.

Miller partnered with recognized industry leaders Bergstrom Inc. and Eberspacher to design, engineer and manufacture the systems with legendary Miller dependability. When the systems are paired with an EnPak power system, fleets and truck operators have the ultimate solution to eliminate truck engine idling.

Three new CabEn Climate Solutions are available. For work trucks that operate in both cold and hot environments, CabEn Climate Pak is a fully integrated heating and cooling solution.

For work trucks that primarily operate in cold environments, CabEn Heat warms the cab using a heater that’s powered by the truck’s diesel fuel supply. The truck’s engine never needs to run to keep technicians warm.

For work trucks that primarily operate in hot environments, the truck’s EnPak power system provides the power that CabEn Cool needs to maintain the cab at a comfortable temperature all day without the limitations of battery-operated cooling systems.

CabEn Climate Solutions utilize many existing truck HVAC components and controls, so the truck doesn’t require major modifications or additional components that take up room. www.millerwelds.com

2022 NAFA Trade Show

April 29, 2022 | webmaster | Industry Events, Event Coverage

UFP Magazine attended the 2022 NAFA Trade Show on April 11 – 13, 2022 in Columbus , OH.

Click the link below to view video from the event!

For more information visit www.nafa.org/event/nafas-2022-institute-expo/

Dejana Van Shelving System

March 9, 2022 | Kate Wade | New Fleet Products & Services

Dejana Truck & Utility Equipment announced the launch of their brand new DuraRac R-Series Interior Van Shelving System at Work Truck Week 2022. The R-Series is the second product line in the DuraRac van shelving family and features a heavy-duty aluminum extrusion frame with a contoured design to give it exceptional strength and rigidity.

Cummins Propane Autogas Engine

March 9, 2022 | Kate Wade | New Fleet Products & Services

Medium-duty fleet owners looking to invest in an alternative energy source that provides clean, affordable, reliable benefits have new technology to turn to with the Cummins B6.7 Propane. The 6.7-liter displacement engine will be built on Cummins’ recently announced fuel-agnostic B-series platform and powered with propane autogas. Backed by data and support from the Propane Education & Research Council, the new engine offers fleets a path to decarbonization without compromising on performance or range.

The new engine will provide fleet owners with diesel-like performance and durability, uptime and low total cost of ownership, with expected power ratings between 280-360 horsepower and 600-860 pound-feet of torque.

The B6.7 Propane is suited for several applications, including medium-duty truck, vocational, school bus and terminal tractor markets, making it a low-emissions solution designed to meet or exceed EPA and CARB regulations in 2024 and beyond. https://propane.com/fleet-vehicles

Safety Signs and Sign Policy

February 23, 2022 | Jim Vaughn, CUSP | Focus on Fleet Safety

You might be surprised how a little thing like a safety sign can turn out to be one of your company’s biggest financial losses of the year. Over the last decade, I’m aware of three clients who lost big because a sign they put up was the wrong color, the print was imprecise, or the employer didn’t have a sign policy or effective safety sign training.

Let’s start with having a sign policy. When helping to develop any policy, I always tell clients that the policy you write is only as good as the training you provide when you roll it out. For instance, if I were to research signs in preparation for a sign policy, I would likely start with the ANSI Z535 safety sign standard. That is where you find the results of the research and testing performed by industry on how to compose and employ effective safety signs. Having done all the research, you establish a procedure and policy that ensure signs are effective. Your new policy enhances worker safety and the safety of the public, and it protects the employer. There is only one very big problem: Your sign program will not be effective if the workforce that uses the signs, the facilitator who provides the signs, and the employees who install or maintain the signs don’t understand sign color, size, print and placement. This is especially true over time when the signs become worn, illegible or damaged, or if they need to be replaced or moved.

If you aren’t already convinced, you are probably now asking, why do employees need to know about safety signs? There are a number of reasons and all of them are lab tested. Agencies like OSHA and MSHA know through experience that safety signs prevent incidents when they are part of a system of safety. Placing signs is only part of the job. A good safety program consists of several elements that link together to establish a safety culture. Employees who are trained on the purpose and function of safety signs are more likely to see and adhere to them. Training employees on the value and construction of signs gives them some ownership and awareness that signs are important and are not only to be followed but are to be maintained in a functional condition. Training on safety signs is not an all-day enterprise. But that short training makes the safety signs a tool in facilities safety when employees understand why they work and what they mean. Signs that an employer places in the environment are there to protect the public from hazards associated with the employer’s facilities. These are the signs warning of lakes, ditches, driveways, alligators, hidden drives, speed limits, trucks entering/exiting, energized equipment, radio-frequency energy and slow-moving vehicles.

The ANSI sign standards are tested to determine the effects on observers of viewing the signage and warning symbols. Those effective sign constructs are then categorized and standardized to keep signs consistent. When workers and the public see a safety sign, they are conditioned to react to the color and graphics. By “conditioned,” I mean that consistency in color, graphics and shape is immediately recognized as a warning because signs are consistent. The Manual on Uniform Traffic Control Devices provides the same consistency, so much so that no one really reads a stop sign. The size, shape and color automatically result in the driver slowing to a stop. This cognitive act was made clear a few years ago when an artist thought stop signs were boring, so he replaced numerous standard stop signs with artistic versions using different colors and graphics. The result was a flood of traffic accidents and jail for the artist who foolishly signed his artwork.

The ANSI safety sign standard specifies that a sign must have three panels bordered within the sign. The three components of effective signage are the signal word panel, the message panel and the symbol panel. The signal word is one word, such as “DANGER,” “WARNING” or “CAUTION.” The message is short, concise and describes the hazard, such as “High Voltage” or “Poison” or “Wild Animals.” The symbol panel is a second method to repeat the message for those who may not fully comprehend it. The symbols are researched using numerous groups of people of varying ages, levels of education, nationalities and culture groups to learn their responses to viewing the symbols. These three panels and the colored backgrounds make up the effectiveness of the sign. The colors for “DANGER” are white letters on a red background. For “WARNING,” they’re black letters on an orange background. “CAUTION” uses black letters on a yellow background, while “NOTICE” uses italicized white letters on a blue background. “SAFETY INSTRUCTIONS” are white letters on a green background.

The placement of signs is elective based on avenues of approach to the hazard and angles of view. Signs should be placed within view of an approaching person so that they can see the sign and react in time to avoid the hazard. Inside a facility where employees are trained to recognize signs, placement is simplified. Out in the public environment, unlike with the MUTCD, the size, number and location of signs are not specified. The owner must make an evaluation and consider the nature of the passing public and the level of hazard to decide where and how many signs are appropriate, keeping in mind that approaching persons must be able to see and react to the sign’s message in time to avoid the hazard.

Real-Life Examples
In the introduction to this article, I mentioned the cost of poor environmental signage. Here are a couple of real instances where the true value of safety signs was overlooked.

Case 1
A utility built a substation. The fence around the substation was 7 feet high with three strands of barbed wire at the top. The fence was also a minimum of 18 feet from the nearest structure in the substation. Outside the substation, a hedge ran parallel along the substation’s rear fence. The hedge was about 10 feet high and 12 feet from the fence. When the fence was erected, the crew installed “HIGH VOLTAGE” red-and-white warning signs every 30 feet along the 240-foot-long fence. About four months later, a local man with a history of burglary and theft convictions laid a wooden ladder against the barbed wire and easily scaled the fence. A short time later, while cutting the 4/0 ground from the substation power transformer, he got in series with a ground current and was electrocuted. A substation maintenance crew member found his body. According to the coroner, he had been in the substation three days.

Within 72 hours, the utility received a notice of claim and a negligence injury lawsuit based on the standards of care established in Section 11 of the National Electrical Safety Code and the codes referenced therein (the American National Standard for Environmental and Facility Safety Signs, ANSI Z535.1, .2, .3, .4 and .5). The suit was successful and hinged on one brief paragraph found in ANSI safety sign standard 8.2.2, “Determination of Safe Viewing Distance,” which reads, “Determination of safe viewing distance for the message panel text shall take into consideration a reasonable hazard avoidance reaction time.” It was argued by the utility that the ANSI standard only applied to workers. The jury disagreed – and they were right. The plaintiff’s case clearly showed that the ladder the victim used was placed almost equidistant between the two closest signs. The plaintiff also demonstrated that when emerging from the hedge used to conceal his unlawful entry for a criminal purpose, the local man could not see the face of the signs. That single argument was enough to result in a multimillion-dollar award to the family of the deceased.

This raises the question for the utility: Would training on sign placement and purpose have triggered a change in company policy? If the sign installers had recognized the placement issue, would the signs have been placed at 8-foot intervals and would that have prevented the incident? No one can argue intent or assumptions on the part of the deceased in this event. What is clearly true is that sign placement did not meet the intent of the standard of care.

Case 2
A highway engineering and construction firm leased an empty 3-acre lot as a base of operations. Highway equipment and materials were stored there. Residential housing was across the street from the lot. A neighborhood market down the street next to the construction lot was across the street from a residential street entrance.

One morning, an improperly loaded material truck caught the system neutral of a single-phase line that crossed the construction lot entrance. The impact broke the #4 copper primary, which fell clear of the neutral, landing on the crushed granite cover in the construction lot. The road crews said the wire was smoking some at first but then stopped. They decided to put up a sign. They used a 4×8 sheet of 5/8 plywood against a sawhorse. In orange fluorescent marking paint, they sprayed this warning on the plywood: “Don’t Touch the Wire.” They proceeded to return to their work area some 100 yards away and then called the power company to report the downed wire.

Fewer than 15 minutes later, a pedestrian from the residential area crossed the street into the construction lot, walking toward the market. She stepped on the downed wire and was electrocuted just as the utility troubleman was pulling up to the location. One of the two-man crew cut the wire with hot cutters and rubber gloves while the second began CPR on the pedestrian. The first man drove to the fuse and pulled it. Despite their efforts, the victim did not survive.

The family of the deceased sued the engineering firm and won. The ANSI sign standard was the basis of their negligence claim. The plaintiff agreed that the workers sought to minimize risk to the public. The plaintiff’s claim also showed that the sign was noncompliant with the ANSI standard in size, shape, color and message and thus could not be recognized by the victim. It was purely an accident that the wire was brought down, but the crew recognized there was a remaining hazard. That is why they put up the sign. Their efforts were honorable but fell short of the standard of care established by the ANSI standard. The crew should have stood by to warn approaching members of the public of the hazard, but instead they chose to erect a warning. That made sense to them because they knew the nature of the hazard. The message made sense to them because they clearly knew of the presence of the wire. The color made sense to them because that is the color that they use to write warnings on the ground where underground obstructions are known to exist. But the pedestrian had no foreknowledge or experience that would have caused her to recognize the hazard expressed by the crew member’s sign.

The ANSI sign standard shows that colors, hazard symbols and warning messages have a repeatable and predictive effect, informing observers that a hazard is present. Of course, such a sign was not available in this case, and a compliant sign could not have been constructed by the highway workers. However, basic knowledge of the function and purpose of signs should have compelled the workers to know their plywood composition was not effective or compliant when such a life-threatening hazard was present. A trained worker would have immediately rejected the crew-made sign idea and posted observers to keep the area clear.

Conclusion
By the way, remember the old white “DANGER” sign in a red oval on a black background? When research showed the value of the three-panel design in 1991, the new design was presented. The ANSI standard explained the rejection of the old red oval but allowed its use to provide time for the conversion. In 1998, the oval sign was removed from the standard and no longer considered compliant. You can still buy them even though they were removed from the ANSI standard. However, again, installing red-oval “DANGER” signs is no longer considered compliant. The bottom line here is that if you are a safety person and/or a policy writer, you need to know these consensus standards and employ their guidance in your own safety programs – both to better protect your workers and to protect your employer.

About the Author: After 25 years as a transmission-distribution lineman and foreman, Jim Vaughn, CUSP, has devoted the last 24 years to safety and training. A noted author, trainer and lecturer, he is a senior consultant for the Institute for Safety in Powerline Construction. He can be reached at jim@ispconline.com.

Web-XL-Fleet_Hybrid-Upfit-for-Ram-Heavy-Duty-Pickup-Trucks.jpg

What’s New in Truck and Van Upfits in 2022?

February 23, 2022 | Sean M. Lyden | Special Focus

Despite a lingering pandemic and a supply chain crisis, truck and van upfitters continue to bring new products to market that will help utility fleets cut costs, improve crew safety and productivity, and reduce carbon emissions.

So, what are some notable new products and design enhancements to keep your eye on in 2022? Here are eight developments.

XL Fleet Corp.
What’s New: Hybrid-electric upfit for Ram 2500 and 3500 heavy-duty pickup trucks
Website: https://xlfleet.com

XL Fleet Corp. now offers a hybrid-electric drive system for Ram 2500 and 3500 heavy-duty pickup trucks.

This XLH system for Ram represents the fourth OEM platform with which XL Fleet’s electrification systems are compatible. The other OEMs are Ford, General Motors and Isuzu fleet vehicles.

XLH is available for select Ram 2500/3500 models with a 6.4-liter V-8 engine. It features a high-efficiency lithium-ion battery, inverter, and electric traction motor to propel the vehicle forward during acceleration and capture energy through regenerative braking during deceleration.

The system requires no external power or charging infrastructure to operate, and all OEM factory warranties remain intact. It also includes XL Fleet’s standard three-year, 75,000-mile warranty, with available extended warranty options.

Stellar Industries
What’s New: 86 Series telescopic cranes
Website: www.stellarindustries.com

The new 86 Series telescopic cranes have an octagon-shaped boom design (versus the previous hexagon shape) that allows the cranes to maintain strength with a more compact boom tip to create an easier reach in tight work areas.

The 8621 Telescopic Crane offers a maximum horizontal reach of 21 feet and vertical lift of nearly 23 feet from its crane base, with an 8,600-pound lifting capacity. The 8630 Telescopic Crane has a maximum horizontal reach of 30 feet and vertical lift of over 31 feet from its crane base, also with an 8,600-pound lifting capacity.

Terex Utilities
What’s New: General 65 digger derrick for utility transmission applications; Extreme Duty Auger
Website: www.terex.com/utilities

Terex Utilities has introduced a new generation of the General 65 digger derrick for utility transmission applications, along with a new high-productivity auger tool.

The updated General 65 offers increased capacity ranges from 26% at high boom angles with X‐Boost to 80% at lower boom angles specifically below 0 degrees (subject to chassis and unit configuration due to stability). X-Boost adjusts hydraulic pressure to increase load-handling capability and enhance performance for lifting at high boom angles.

The company also recently introduced its Extreme Duty Auger designed for longer wear when used in hard soil mixed with rock and boulders. The auger’s hex hub is available in 2.5-inch, 2-5/8-inch and 3-inch sizes. The 1-inch flighting is solid welded to the stem and extends the full length of the stem to reduce bending.

Ranger Design
What’s New: Redesigned ladder rack product line
Website: https://rangerdesign.com

Ranger Design’s new ladder rack line includes the Max Rack Low-Roof, Cargo Rack, Clamp Rack and Combination Rack.

The Max Rack Low-Roof is a drop-down rack that requires only four hooks for easy installation.

And the Clamp Rack’s inside hooks help guide the ladder for safer and easier loading and unloading. The Clamp Rack’s throttle latch secures the ladder from the outside to avoid rungs, brackets and gussets. Its new design prevents metal-to-metal contact and reduces risk of splintering from fiberglass ladders.

Stellar Industries
What’s New: CDTpro control system with Range Finder technology
Website: www.stellarindustries.com

Stellar’s updated CDTpro control system with Range Finder technology offers a single-handed controller that delivers quick, smooth operation with finite control for precise placements of loads while allowing multiple functions to run simultaneously.

With the Range Finder, the operator can create a lift plan without needing to unstow the crane. It estimates distance and calculates crane capacities wherever the operator holds the control system.

The CDTpro feedback screens include the current load of the crane and distance to maximum capacity. The system also vibrates to alert the operator when they’re approaching maximum load capacity.

Maintainer Corp.
What’s New: Bolt Bins
Website: www.maintainer.com

Maintainer Corp. has expanded its line of service truck accessories to include the new Maintainer Bolt Bins. The Bolt Bins have a housing and shelves made of 0.090-inch aluminum, with bins made of composite material. The units are available in a standard 18.5-inch depth or optional 12.5-inch depth. Each standard-depth bin is rated for 25 pounds and comes with three aluminum removable dividers.

There are eight standard configurations in the introductory Bolt Bins lineup, but custom configurations up to eight bins wide and eight levels high are also available.

Utilimaster
What’s New: Velocity R2
Website: www.utilimaster.com

Utilimaster has expanded its Velocity walk-in van lineup to include the R2, an under-10,000-pound-GVWR van built on the Ram ProMaster chassis.

The Velocity R2 will debut in Indianapolis at the NTEA Work Truck Show this March.

With the Velocity R2, there’s no need to walk outside to open the cargo door. Operators can push a button to open the interior bulkhead door, making it easier and safer to access the cargo area.

The van’s safety systems include a 360-degree camera with clear, wide views for backing up and avoiding potential hazards while driving or parking, and rear and front collision detection systems to protect the driver, pedestrians and other vehicles on the road.

Utilimaster can customize the R2’s interior shelving, cabinets, bins and partitions for utility service applications.

Terex Utilities
What’s New: HyPower SmartPTO for Hi-Ranger aerial devices and Commander digger derricks
Website: www.terex.com/utilities

Terex Utilities has introduced the HyPower SmartPTO for a variety of Hi-Ranger telescopic, overcenter and non-overcenter aerial devices, and Commander and General digger derricks.

The system reduces engine idling to increase fuel savings and reduce noise and air pollution. And it powers the primary unit, auxiliary functions, lights and optional integrated cab A/C using factory vents and controls.

The SmartPTO comes standard with a 14-kWh battery, which Terex said can get most utility crews through a normal workday. An optional 21-kWh battery is available for higher-use applications.

The SmartPTO warns operators to recharge the battery within about 5% of battery life. When the engine is powered, it automatically disengages the ePTO function for specific situations – such as storm restoration – where plug-in recharging is limited.

The State of the All-Electric Pickup Race

February 23, 2022 | Sean M. Lyden | Fleet Profiles

The state of the all-electric pickup race has changed considerably in just one year.

Last January, the Ohio-based startup Lordstown Motors was poised to take the inside lane to produce the first-ever all-electric pickup with its Endurance truck.

But then allegations of fraud in the spring and a subsequent Department of Justice investigation hammered the stock and led to the resignations of the CEO and other key leaders. The company is now on life support with dim prospects of ever producing a pickup.

Meanwhile, Amazon-backed Rivian, another startup, became the first to market in September with its R1T all-electric pickup. And GM launched its Edition 1 model GMC Hummer EV in December.

Ford, which introduced the F-150 Lightning last May, expects to begin producing the electric pickup this spring. Chevrolet announced in January that its Silverado EV would launch next spring.

What about Tesla’s Cybertruck? Some new developments are impacting its target launch timeline.

Toyota recently announced its plan to build an electric pickup but has not offered details yet.

So, here’s a breakdown of the key contenders in the electric pickup race – as it stands today – to help you assess which vehicles might be available for and applicable to your fleet operations in the next few years.

Rivian R1T
Irvine, California-based Rivian was the first automaker out of the gate when its first R1T electric pickup truck, offering a range of about 300 miles, rolled off the assembly line in Normal, Illinois, on September 14, 2021.

The crew cab truck seats five and starts at $67,500, a steep price for most fleet applications. But production capacity is perhaps the company’s biggest barrier to widespread fleet adoption.

Rivian produced 1,050 vehicles in 2021, about 15% below the company’s 1,200-unit target. And according to reporting by Bloomberg, the company halted its production lines for about a week in early January to fix its manufacturing processes to ramp up to 200 units produced weekly, an increase from the current rate of 50.

But the 200 units per week number is about 1/10th of Ford’s production forecast to reach a 150,000-unit annual rate by next year for the F-150 Lightning.

The bottom line: Rivian might have the head start, but will it be able to hold off Ford and GM, which have much larger manufacturing capacities, stronger supply chains and greater economies of scale?

R1T by the Numbers
Max Range: 314 miles (with a 400-plus-mile-range battery available in 2023)
Max Horsepower/Torque: 835 hp/908 lb.-ft. of torque
0 to 60 mph: 3 secs.
Max Payload: 1,760 lbs.
Max Towing: 11,000 lbs.
Pricing: $67,500 to $73,000 MSRP
Deliveries: Started September 2021

Ford F-150 Lightning
Expected to arrive this spring, the all-electric crew cab F-150 Lightning will be available in four trim levels: Pro (the work truck version with vinyl seats); XLT (mid-level trim with cloth seats); Lariat (up-level trim with leather heated and ventilated seats); and Platinum (high-end premium trim).

One option utility fleets will find interesting: an available onboard scale that uses sensors to estimate payload so that operators can know precisely how much weight they’re hauling. This is important because payload impacts range. And the onboard scale is integrated with Ford’s Intelligent Range system to provide operators an estimated range that’s as accurate as possible.

The Lightning’s starting price of $39,974 is more in line with most fleet budgets, but recent news reports state that some Ford dealers have been capitalizing on the strong demand by marking up the price by tens of thousands of dollars over MSRP.

The bottom line: On paper, Ford looks like a strong contender. The truck should start hitting the roads soon, and the company has a lot of the pieces in place – manufacturing capacity, supply chain and a vast service network – to accelerate to the lead in electric truck production and sales. But with such strong retail demand projected, how much will fleets have to pay? What will be the allocation for the fleet-spec Pro models?

Lightning by the Numbers
Max Range: 300 miles
Max Horsepower/Torque: 563 hp/775 lb.-ft. of torque
0 to 60 mph: 4 secs.
Max Payload: 2,000 lbs.
Max Towing: 10,000 lbs.
Pricing: $39,974 to $52,974 MSRP
Deliveries: This spring

GMC Hummer EV
The GMC Hummer EV pickups began rolling off the assembly line in December.

The first trucks are Edition 1 models priced at $110,295 MSRP and estimated to produce 1,000 horsepower and 11,500 pound-feet of torque.

A couple of notable features include 4-Wheel Steer with Crabwalk and Adaptive Air Suspension with Extract Mode. The 4-Wheel Steer feature allows the rear and front wheels to steer at the same angle at low speeds, enabling diagonal movement for greater maneuverability on rough terrain, while the Adaptive Air Suspension raises the suspension height by 6 inches to handle extreme off-road situations, such as clearing boulders and fording water.

Lower-price models ($79,995 to $89,995) are targeted for deliveries in 2023 and 2024.

The bottom line: Hummer’s price and performance specs are overkill for most utility fleet applications. However, the truck’s off-road capabilities might make the Hummer EV an interesting pilot vehicle for a fleet looking to electrify part of its all-terrain utility vehicle segment; it could serve as a people-mover in areas that are hard to reach with conventional four-wheel-drive vehicles.

Hummer EV by the Numbers
Max Range: 329 miles
Max Horsepower/Torque: 1,000 hp/11,500 lb.-ft. of torque
0 to 60 mph: 3 secs.
Max Payload: 1,300 lbs.
Max Towing: 7,500 lbs.
Pricing: $79,995 to $110,295 MSRP
Deliveries: Started December 2021 (with Edition 1)

Chevrolet Silverado EV
In January, Chevrolet introduced the 2024 Silverado EV crew cab pickup that’s expected to offer 400 miles in range and produce up to 664 horsepower with 780 pound-feet of torque.

The truck is targeted to launch in spring 2023 as a work truck model with a starting MSRP of $39,900. A fully loaded RST First Edition model will debut with an MSRP of $105,000 in fall 2023.

GM said that customers will have the ability to spec the truck across various price ranges to build a truck that meets their capability and pricing requirements.

The bottom line: Chevy’s Silverado EV is a strong answer to the F-150 Lightning. It’s priced right for fleets while offering 100 more miles of maximum range than the Lightning.

But the truck’s targeted launch date is a year after Ford’s, giving the Lightning a significant head start, especially with prospective fleet customers. So, the critical question is, what is GM’s strategy to catch Ford?

Silverado EV by the Numbers
Max Range: 400 miles
Max Horsepower/Torque: 664 hp/780 lb.-ft. of torque
0 to 60 mph: 4.5 secs.
Max Payload: 1,300 lbs.
Max Towing: 10,000 lbs.
Pricing: $39,900 to $105,000 MSRP
Deliveries: Spring 2023

Tesla Cybertruck
The Cybertruck was introduced in 2019 with great fanfare by Tesla CEO Elon Musk. At the time, it appeared that Tesla would be the prohibitive favorite in the electric pickup race.

After all, on paper, the Cybertruck looks unbeatable: up to 500 miles of electric range, a maximum payload – 3,500 pounds – that’s nearly double the competition’s, a maximum tow capacity of 14,000 pounds and a base price under $40,000.

Plus, deliveries were slated to begin in late 2021. But that didn’t happen.

In the most recent earnings call in January, Musk confirmed that 2022 wouldn’t be the year for the Cybertruck either. “If we were to introduce new vehicles, our total vehicle output will decrease,” he said. “We will not be introducing new vehicle models this year.”

Musk said that the Cybertruck won’t launch until 2023 at the earliest.

The bottom line: While other models mentioned in this article have either started deliveries or have firm targets in sight, the Cybertruck appears to be in limbo. And that puts it to the back of the pack – for now.

Cybertruck by the Numbers
Max Range: 500 miles
Horsepower/Torque: 800 hp/1,000 lb.-ft. of torque
0 to 60 mph: 2.9 secs.
Max Payload: 3,500 lbs.
Max Towing: 14,000 lbs.
Pricing: $39,900 to $69,900 MSRP
Deliveries: TBD 2023 (initially targeted for late 2021)

Top Trends to Watch in Fleet Technologies

February 23, 2022 | Gary L. Wollenhaupt | Technology

As electric light-duty trucks and vans begin to be delivered to customers, fleet managers are keeping a close eye on emerging technologies that could reshape operations over the next year or two.

Battery-electric vehicles are some of the hottest tech to hit the market, especially for utilities that have committed to reducing their greenhouse gas emissions. But they’re in short supply, as are gas and diesel vehicles, due to the semiconductor shortages that have hampered vehicle production worldwide.

Another top trend is analyzing the billions of data points from connected vehicles to help guide not only fleet acquisition and rationalization but driver performance as well.

Electric Vehicles
The Rivian R1T is one of the first battery-electric pickups to go from prototype to production, with trucks hitting the streets late last year. The Ford F-150 Lightning is expected to roll off the assembly line this spring. The Tesla Cybertruck launch has been delayed, but don’t count Elon Musk out of the race just yet. And other manufacturers have announced or are already producing hybrid versions of pickups and SUVs to improve gas mileage and reduce environmental impact. Electric medium- and heavy-duty trucks are still a few years away from widespread availability.

Some fleet drivers could take home light-duty vehicles like a plug-in hybrid Prius or an F-150 Lightning pickup, but that could also present a challenge.

According to Jeremy Dewey, manager of EV operations for Holman Enterprises (www.holmanenterprises.com), a fleet management provider based in Mount Laurel, New Jersey, “You have to look at the infrastructure for charging – can the employee’s home accommodate the installation of a charging station?”

Dewey also said that overreliance on public charging infrastructure could be a dangerous and costly proposition as drivers may find it challenging to find a working charger where and when they need one.

The chip shortage won’t last forever, and when it eases, manufacturers will ramp up EV production, so it’s a good idea to prepare. Utilities should assess their EV readiness and replacement needs to support the company’s overall sustainability goals, said John Wuich, vice president of strategic consulting services for Donlen (www.donlen.com), a Bannockburn, Illinois-based fleet management company.

“Map out your charging infrastructure before your EVs hit the ground and keep an eye and an ear to federal tax credits and state and local rebates that may be available,” Wuich said.

Data Analytics
With a flood of data from fleet telematics, it’s easy to get caught in analysis paralysis. Fleet managers can track power-takeoff usage, unproductive idle time, route optimization, seat-belt usage and high-risk driving behavior, such as harsh braking and aggressive cornering.

It’s tempting to try to home in on the perfect solution for every problem, but that’s not realistic. Instead, Dewey recommended fleet managers use the data to make quick, actionable decisions.

“If you’re seeking perfection in the data, I would caution you against it; strive for ‘close enough’ and then work on incremental improvements from there,” he said.

Fleets need the right tools and analytics professionals to make the best use of the data they already have and will generate using EVs.

“The fact that most companies seem unable to identify an actual return on telematics investments or seem to use telematics as an asset tracker may be an indication that data is not being used to the full benefit,” Wuich said.

Fleet Utilization
Fleets can track assets to make actionable decisions to repair, replace or redeploy assets where needed. Assets that are overutilized tend to lead to higher maintenance costs. It may make sense to redeploy underutilized assets from elsewhere to reduce operational expenses. Given the rising costs in the used vehicle market, underutilized assets could be liquidated for a high return on value.

Fleets may also have surplus vehicles because their driver population has decreased due to the pandemic and other factors.

“With telematics, maintenance and other data, it’s a quick assessment to decide which vehicles to sell off and capitalize on that given the state of the U.S. vehicle market today,” Dewey said. “Suppose you have vehicles that are no longer necessary to support your business. In that case, there’s an opportunity to liquidate them for top dollar, money that can be reinvested into other areas of your business.”

Sustainability
Fleets are under pressure to commit to carbon emissions reduction and other sustainability measures in the coming years. It will take time to develop a strategy based on real-life data and a plan to adopt electric or alternative fuel vehicles to meet those goals. What once seemed like science fiction with EVs is rapidly becoming a reality.

“You have to start with a plan today because this is not an evolution, it’s a revolution,” Dewey said. “Identify your goals and determine the incremental steps it will take to achieve those goals over the next three, five, 10 years. Transitioning to EVs and hybrids won’t happen overnight, so it is best to plan for a gradual transition over the course of multiple vehicle life cycles.”

A utility’s ability to meet its goals is dependent on how well its fleet transitions from gas or diesel to EVs.

“The key will be good replacement forecast planning, so setting a goal now gives you a target at which to shoot as you plan your transition,” Wuich said.

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

*****

Prepare for the EV Transition
Industry experts recommend these steps to plan for your utility fleet’s transition to electric vehicles:

Set sustainability goals.
Assess current EV readiness.
Forecast replacement needs.
Understand EV availability.
Map availability to needs.
Assess total cost of ownership and carbon reduction relative to goals.
Map out charging infrastructure.

VIEW LATEST ISSUE