Sean M. Lyden

Confronting the Human Dilemma in a Brave New Self-Driving World

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In his speech at the AutoMobili-D Conference in Detroit this past January, John Krafcik, the CEO at Waymo – formerly the Google self-driving car program – cited this compelling statistic: “Each year, more than 1.2 million people die on the roads around the world.”

He then put that number in context: “That’s equivalent to a 737 [airliner] falling from the sky every hour of every day all year long.”

Krafcik’s point is clear. Society would never tolerate having a major airline crash every day; so, how can it accept the same number of people dying in automotive crashes? If self-driving systems could prevent the vast majority of fatalities on the road, wouldn’t it be a moral imperative for society to adopt that technology?

That’s the argument that Krafcik, several Silicon Valley entrepreneurs and most automotive executives have been making in recent months as they present a vision of a “crash-less” society made possible by fully autonomous vehicles. After all, according to the National Highway Traffic Safety Administration, 94 percent of crashes can be tied to human error. Remove the driver, eliminate human error – right?

But despite bold predictions by industry executives and analysts that fully autonomous vehicles will be available for sale in the U.S. within the next four years, human psychological barriers could put the brakes on societal adoption of this technology.

How?

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Sandy Smith

How Easy is it to Hack a Utility Fleet Vehicle?

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According to the National Highway Traffic Safety Administration, hackers may be able to access a vehicle’s systems via a phone or tablet connected to the vehicle by USB or Bluetooth. The vehicle’s diagnostic port is another access point.

But a vehicle’s biggest vulnerability may be behind the wheel. According to a November 2016 blog post published by Promon (see https://promon.co/blog/tesla-cars-can-be-stolen-by-hacking-the-app/), a Norwegian firm that specializes in app hardening, the company’s researchers demonstrated just how easy it is to trick a Tesla driver into giving a hacker access to the car’s systems. Tesla, like many vehicle manufacturers, offers a remote app that allows the driver to unlock the vehicle. During the experiment, Promon employees:
• Created a free Wi-Fi hotspot.
• Developed an ad for Tesla drivers that offered a free hamburger at a local restaurant if the driver downloaded a particular app.
• Used the app to gain access to the Tesla driver’s username and password.
• Located the car and used the Tesla app – and the previously captured username and password – to access the vehicle.
• Drove away in the Tesla.

Get Ahead of the Curve
When UFP spoke with Matt Gilliland, director of transportation and facilities for Nebraska Public Power District, he indicated that cybersecurity in vehicles was not historically a fleet management “care about,” but change is definitely on the horizon.

“The connectivity of our fleet is very limited,” he said, before noting that NPPD uses telematics and GPS intelligence, and that the fleet contains a limited number of new vehicles with Bluetooth capabilities. All of those are potential entry points for hackers and cyberattacks. In 2016, 3.6 million vehicles were recalled to fix cybersecurity issues; that figure is double the number recalled in 2015, according to the NHTSA, and this comes before vehicle-to-vehicle and vehicle-to-infrastructure connectivity has really taken off.

“Technology grows and advances so fast that a lot of utilities and fleets are going to find themselves behind the curve,” Gilliland said. “I think it’s going to be a significant concern and will maybe catch a lot of us unaware.”

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Fiona Soltes

Putting a Lock on Lost Keys

Putting a Lock on Lost Keys

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

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

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

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

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Sean M. Lyden

The State of Electrified Pickup Trucks in the North American Market

The State of Electrified Pickup Trucks in the North American Market

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

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

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

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

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Sean M. Lyden

What Utility Fleets Can Do to Curb Distracted Driving Incidents

What Utility Fleets Can Do to Curb Distracted Driving Incidents

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

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

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

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

Now you’re curious. Who could that be?

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

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

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Jim Galligan

The Pros and Cons of Driver-Facing Cameras in Utility Fleets

The Pros and Cons of Driver-Facing Cameras in Utility Fleets

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

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

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

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

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

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Sean M. Lyden

Anti-Theft Technologies to Protect Your Heavy Equipment

Anti-Theft Technologies to Protect Your Heavy Equipment

In 2014, heavy equipment theft cost U.S. companies about $400 million, and only 23 percent of stolen machines were ever recovered, according to a report by the National Equipment Register and National Insurance Crime Bureau.

Beyond a utility fleet’s loss of a machine itself, the fleet manager also has to factor in the costs associated with short-term equipment rentals, project delays and valuable personnel time consumed by dealing with the incident.

So, what can you do to protect your equipment and your organization’s bottom line? Here are three anti-theft technologies to consider.

1. Keyless Ignition System
Equipment manufacturers have traditionally opted for a one-key-fits-all approach that makes it convenient for equipment operators at job sites to operate any one of a number of similar machines without having to carry numerous unique keys. But this approach also makes it much more convenient for thieves, who can easily purchase these keys online (see www.ebay.com/bhp/heavy-equipment-keys as just one example). Then they can go to the nearest job site, find an accessible machine and drive it onto a trailer to haul it away.

How can you make it tougher for thieves? Consider a keyless ignition system.

One example is Start-Smart by Keytroller (www.keytroller.com), which provides a hidden wireless relay installed in the starter circuit that – when the relay is disabled – cuts off power to the starter, preventing a key or even an attempted hot-wire of the machine from being able to start the engine. The operator then uses the Start-Smart programmable keypad ignition to input a valid code or radio-frequency identification card, which enables the wireless relay and provides power to the starter circuit. At that point, the user can press start on the keypad and the engine will fire up.

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Fiona Soltes

Getting Utility Fleet Drivers to Embrace Idle Reduction

Getting Utility Fleet Drivers to Embrace Idle Reduction

Regardless of how cutting-edge a type of technology may seem, getting buy-in from prospective users often requires a pragmatic approach: They need to be convinced it works.

Such is the case with anti-idling technology. Today’s tools – aimed at reducing emissions and wasted fuel – include automatic shut-off systems, real-time alerts and plug-in hybrid vehicles that allow systems to work when the engine is off. But the only way utility fleet operators will fully embrace such tools, experts say, is when they grasp the difference that can be made, in terms of both the environment and their organization’s financial bottom line.

“It’s very spotty,” said Linda Gaines, transportation system analyst at Argonne National Laboratory (www.anl.gov) and a recognized idling authority. “You’ll go to some meetings and talk to some fleets, and they’re on board. It’s like your job is done, and the information is all out there. A lot of states have regulations, and it seems like we’ve made a lot of headway. And then you go and visit some company and see how far there still is to go.”

Gaines referenced one organization that is interested in idle reduction and went through the process of installing telematics, but, she said, was still “absolutely shocked by how much idling their trucks were actually doing. I think that’s not an unusual occurrence. Just by sharing that information with the drivers, without any kind of threat or any kind of reward, either way, just by being aware, the drivers reduced their idling by some very significant fraction.” That fraction was near 30 percent.

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Sean M. Lyden

4 Smartphone Apps to Make You a More Effective and Efficient Fleet Manager

4 Smartphone Apps to Make You a More Effective and Efficient Fleet Manager

If you’re among the 64 percent of Americans who own a smartphone – up from 35 percent in 2011, according to Pew Research – you hold in your hand a powerful tool to record great ideas, facilitate collaboration, avoid traffic and make faster decisions, with thousands of apps available today.

The most obvious mobile apps discussed in fleet management circles are those associated with telematics providers to give you real-time access to fleet asset data on your smartphone. But beyond telematics, what other useful smartphone apps can help make your job easier and boost your productivity as a fleet manager? Try these four tools.

1. Evernote
URL: https://evernote.com
Cost: Free for basic plan

Think of Evernote as a virtual library of notebooks that you fill with important ideas, documents, emails, pictures or audio files – all in one place, accessible from any device.

For example, suppose you’ve found an interesting article and want to reference it later. With Evernote, you can clip the entire article or a part of it, place it in a note and access it anywhere from your smartphone, tablet or laptop. And if you don’t remember the name of the article, you can find it fast on Evernote by searching keywords.

Or, perhaps you’ve just finished a highly productive brainstorming session with your team and want to capture everything written on the whiteboard. Through the Evernote app, you can snap a picture of the whiteboard with your smartphone, and it’s automatically recorded on a note and organized in the notebook of your choosing, which you can easily share with others on the team.

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Jim Galligan

New Power Sources Aid Anti-Idling Efforts

New Power Sources Aid Anti-Idling Efforts

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

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

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

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

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

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Sean M. Lyden

On Your Radar: The Latest Developments in Self-Driving Vehicles

On Your Radar: The Latest Developments in Self-Driving Vehicles

Only a decade ago, the idea that self-driving cars could ever become mainstream within our lifetimes seemed far-fetched. Then came Google in 2009 with its fleet of retrofitted Prius hybrids and Lexus SUVs, which have since logged over 1.5 million autonomous-driving miles. And today, most major automakers, including upstart Tesla Motors, have also entered the race, with industry experts predicting that fully autonomous vehicles will enter the market within the next five to 10 years.

What’s fueling this momentum toward a self-driving world? There are many factors, but here are three interesting recent developments to keep your eye on.

1. Connected Convoys
Imagine three semitrailer trucks traveling at highway speed, one behind the other, with fewer than 50 feet between each vehicle. With conventional trucks, that’s a surefire recipe for a multivehicle pileup. But what if those three trucks were “connected” as a single autonomous platoon? Daimler is banking that its answer to this question will lead to improved safety and fuel economy, while contributing to advancements in the company’s autonomous truck technology.

In early April, three autonomous Mercedes-Benz semitrailer trucks completed a cross-border convoy drive from Stuttgart in Germany to Rotterdam in the Netherlands – about 400 miles – as a connected platoon.

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Jim Galligan

Top Trends in Utility Fleet Telematics

Top Trends in Utility Fleet Telematics

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

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

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

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

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Fiona Soltes

Is 3-D Printing Shaping Up for Replacement Parts?

Is 3-D Printing Shaping Up for Replacement Parts?

The mere presence of some cars can inspire creative journeys and wishful thinking. But a life-size Shelby Cobra, made with a 3-D printer? That takes even visionaries down a whole different road.

Cincinnati Inc. (www.e-ci.com) – an innovative machine tool manufacturer for more than 100 years – has been behind the printing of two such cars through its Big Area Additive Manufacturing (BAAM) technology; the first was in conjunction with Oak Ridge National Laboratory (www.ornl.gov), the largest U.S. Department of Energy science and energy lab, located in Oak Ridge, Tenn. Over the past couple of years, the cars have been used as marketing tools, a clear demonstration of potential.

Even though the Cobras have been transported to events in enclosed trailers rather than driven, they’re still enough to make many stop and wonder: If a 3-D printer can make a car or other vehicle, wouldn’t it follow that it would soon be in use to supply equipment parts as well? Will we soon see maintenance shops creating their own replacement parts for utility and other vehicles, rather than having to store them, purchase them elsewhere or wait for delivery?

Time to tap the brakes. Three-dimensional printing is indeed showing promise in a variety of industries. But in terms of creating parts that can withstand heat, water, chemicals and other challenges facing current automotive materials, we’re not there yet. First, there’s a fundamental point of physics to be overcome, said Duncan Stewart, director of technology, media and telecommunications research for Deloitte Canada (www.deloitte.com/ca). Even if printers and processes become significantly faster – silencing those who believe no one will want to wait the hours it takes to create parts – there’s still the matter of allowing each printed layer to cool completely before the next one is applied. Eventually, the rate of progress will reach a saturation point.

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Sean M. Lyden

The Future of Drones in the U.S. Utility Market

The Future of Drones in the U.S. Utility Market

In the past year, a handful of U.S. utility companies – including San Diego Gas & Electric, Southern Co. of Atlanta and Commonwealth Edison Co. of Chicago – have received clearance from the Federal Aviation Administration (FAA) to perform limited testing with aerial drones for transmission and distribution line inspections.

“Utility assets require regular inspections that can often be dangerous, time consuming and costly for human personnel,” said Christian Sanz, founder and CEO of Skycatch Inc. (www.skycatch.com), a San Francisco-based drone developer. “However, drones outfitted with different types of sensors and cameras can perform aerial surveys and provide high-resolution imagery at a much faster, safer and cheaper rate. We've seen this with using drones to detect things like defective panels on solar farms or blades on wind turbines, cracks in pipelines, and malfunctions with heavy machinery and equipment.”

And the future looks bright for drones in the utility sector. According to a recent report from Navigant Research (www.navigantresearch.com), global annual revenue for drone and robotics technologies for utility transmission and distribution is expected to grow from $131.7 million in 2015 to $4.1 billion in 2024, about a 31-fold increase over 10 years.

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Tricia Singer

Upfitting Cargo Vans with Ergonomics in Mind

Upfitting Cargo Vans with Ergonomics in Mind

In order to keep employee health costs and downtime to a minimum, ergonomics – or fitting a job to the person performing the job – must play a big role in upfitting fleet vehicles.

Many of today’s fleet administrators are tuned in to the importance of employee ergonomics, and an ever-increasing number are focused on keeping their utility fleet vehicle drivers safe and efficient, rather than simply giving them the tools to do their jobs. The mindset has evolved from determining vehicle shelf capacity and how ladders will be stored to asking questions of individual drivers such as:
• Do you need to carry all of your inventory and multiple ladders at all times?
• Which frequently used items can be located near the doors so you don’t need to climb into the vehicle?
• Is there a safer way to transport and access your ladders?
• How can you stay safe on the job without sacrificing productivity?

For cargo van drivers, one of the primary ergonomic issues associated with using that type of vehicle is climbing in and out of it, often while stepping over items on the floor with their arms full of gear. To minimize the need to enter the van – as well as the risk of back or joint injury – drivers should determine the tools and inventory they frequently use and place those items near the doors for easy access from outside the van. This can be accomplished using shelving and bins located within arm’s reach, drawers that open out through the cargo door and hooks for quick grab-and-go items.

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Grace Suizo

How Plug-In Hybrids Impact Vehicle Maintenance

How Plug-In Hybrids Impact Vehicle Maintenance

Utility fleets are leading the way when it comes to the use of plug-in hybrid electric vehicles – a growing solution for operations that must work around the clock to provide vital services to the general public.

While going green and convenience are definite pluses, plug-ins also enable significant operational savings over conventional vehicles and typically have longer useful lives, according to the Edison Electric Institute. Extending vehicle life also means lengthening purchase cycles and really getting the most value out of these units.

Fewer Parts Provide More Savings
Part of the value of owning and operating plug-ins is reduced maintenance expenses. Manufacturers and fleets agree that electric-based vehicles have lower maintenance costs due to fewer parts and less engine use. Some manufacturers even purposely design their trucks with that in mind.

VIA Motors (www.viamotors.com), for instance, did away with the transmission, starter motor and alternator in designing its “virtually maintenance-free” single-speed, extended-range electric pickup, according to Jeff Esfeld, VIA’s director of national fleet sales and business development. The company currently installs its technology on GM platforms, specifically the Silverado truck and Express van. Installed components are maintenance-free except for coolant. Any component failure is a plug-and-play replacement.

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Tim Taylor

Using Gamification to Improve Employee Performance

Using Gamification to Improve Employee Performance

Today’s utility fleets have a powerful tool at their disposal, and it’s one that nearly everybody already carries with them: mobile apps that run on cellphones and tablets.

By tying new apps into existing fleet and work order management systems, fleet managers can help employees improve their execution of day-to-day tasks through use of their mobile devices. This article will take a look at exactly how today’s utility fleets can use gamification to coach and improve worker performance in real time, and why utility fleet managers should consider engaging with gamification to drive a more satisfied, efficient and safe workforce.

What is Gamification?
Gamification is the use of game mechanics in a context that is typically not game-oriented. It is used by software companies to build business applications that increase engagement and participation while accelerating learning. Gamification leverages our human nature to compete with ourselves and others, with the objective of encouraging teams to achieve company-wide goals and – in the fleet world – deliver greater safety, productivity and compliance. To accomplish this, the apps provide real-time data to users so they can track and eventually improve their performance.

So, how can you integrate gamification into your organization? There are three phases you must complete: establishing your mission, aligning objectives with your mission and deployment.

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Jim Galligan

Keeping Crews Warm in Winter

Keeping Crews Warm in Winter

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

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

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

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

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Jim Galligan

Using Video Monitoring Wisely

Using Video Monitoring Wisely

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

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

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

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

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Sean M. Lyden

Prevent Overloading with Onboard Scales

Prevent Overloading with Onboard Scales

Overloading trucks and trailers can be an expensive habit. It puts the safety of operators and the public at risk, increases fines and leads to premature wear and tear on vehicles. But when you can’t physically inspect drivers’ loads throughout the day, how do you ensure your trucks are operating at a safe weight?

One solution is to install onboard scales, which help operators immediately determine whether loads fit within the allowable weight capacity of a truck and/or trailer.

How do onboard scales work? Air-Weigh’s LoadMaxx system (www.air-weighscales.com) measures change in pressure within an air suspension and then converts the scale’s measurements into comparable on-the-ground weights displayed on an in-cab digital gauge. For axles with leaf-spring suspensions, LoadMaxx uses a deflection sensor that measures the flex in the suspension to determine weight.

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