Electric Utility Fleet Managers Conference (EUFMC)



2015 EDUCATION REPORT

Electric Utility Fleet Managers Conference (EUFMC)

EUFMC is an annual educational event for utility fleet professionals. The conference format includes sessions on topics related to fleet management, presentations of the latest fleet products and technologies, roundtable discussions on common challenges and solutions, and networking opportunities with industry peers and the manufacturer/vendor community.

In 2015, a record setting 125 fleet representatives from 70 investor-owned electric utilities, electric cooperatives and electrical contractors in the U.S and Canada, including 37 first time attendees, attended EUFMC. Joining them were 300 manufacturer and service provider representatives from 100 companies.

MONDAY JUNE 1, 2015

Suppliers attending the annual Electric Utility Fleet Managers Conference participate in a drive through equipment demonstration featuring more than 60 educational and technical presentations detailing the design features, specifications, capabilities and benefits of their latest technologies for electric utilities.

Technical details and other educational information pertaining to the design, procurement, application, operation and maintenance of equipment is also discussed at the annual EUFMC equipment showcase.

Fleet Strategies to Maximize Total Company Performance

The 2015 EUFMC educational program developed by the Board of Directors based on surveys and input from attendees was designed to address the informational needs of new and experienced fleet professionals. Featured were fleet executives, industry experts and supplier representatives.

TUESDAY JUNE 2, 2015

Keynote Address

Transportation Electrification - Leading our Industry

Jim Piro, President and CEO, Portland General Electric

PGE, a vertically integrated investor-owned utility serving 844,000 customers in a 4,000-square-mile service area that includes 53 cities is working to adopt electric vehicles. The utility, for example, has participated in early pilot tests, including serving as an initial test market for the Nissan Leaf. Other initiatives are aimed at sharing best practices, providing for infrastructure support, engaging customers, and fostering industry, policy and thought leadership activities.

“The top three reasons for fleet electrification,” Piro said, “are that electric vehicles are good for our business and we need to lead by example, the electric vehicle market is evolving quickly and leaders are able to shape the market, and that with the right vehicle for an application, electric vehicles can make good business sense.”

Types of electric vehicles in use at PGE include all-electric units that operate only on battery power, plug-in hybrids (PHEV) and extended range units that exhaust the battery charge and then switch to gas power, and electric power takeoff (ePTO) systems in which the battery is used for vehicle propulsion and to power booms, tools, climate controls and auxiliaries.

“The business case for electric vehicles should include consideration of extended lease terms, grant opportunities, tax credits and available incentives, and the potential for longer vehicle life and lower fuel and maintenance costs,” Piro stated. “There are non-monetized benefits as well. A heavy-duty bucket truck with an ePTO, for example, can be safer, allow us to extend the work day, which boosts customer satisfaction, provide a better work environment for our crews, reduce emissions, and showcase our corporate social responsibility and industry leadership.”

Fleet Electrification

Fleet Electrification: Utilities Leading the Charge

Kellen Shefter, Manager Sustainable Technology, Edison Electric Institute

Providing highlights of a comprehensive report called Transportation Electrification, Utility Fleets Leading the Charge, Kellen Shefter noted that according to the U.S. Energy Information Administration (EIA), the transportation sector is the second largest consumer of energy in the U.S. and 93% of the energy consumed in transportation today comes from petroleum.

“Despite the significant opportunity to power the transportation sector with electricity,” Shefter related, “an analysis of utility fleets by benchmarking firm Utilimarc shows only about 1.7% of the vehicles purchased by electric utilities in the last five years were equipped with plug-in technology.”

In the passenger car market, the report notes that plug-in technology is available and becoming more mainstream, and that a similar transformation is occurring in the truck market in the form of Plug-in Hybrid Electric Vehicle (PHEV) technology in pickups and electric Power Take-Off (ePTO) technology in service trucks.

“Plug-in technologies will continue to penetrate new sectors of the market as costs are driven down by improved technology and higher volume,” Shefter said. “Today, plug-in technologies are available and cost-effective for a number of fleet applications. They typically have longer useful lives than conventional vehicles and the Return on Investment will continue to improve as the incremental cost is reduced.”

Commercial customers are increasingly turning to electric vehicles. “The top ten electrified commercial fleets as of 2013 have 10,851 all-electric and hybrid vehicles on the road and many have ambitious goals to continue deployment,” Shefter added. “Companies are turning to utility fleets for best practices and lessons learned regarding the acquisition and operation of electric vehicles. The key to success will be connecting with fleet leadership to learn, share information and innovate.”

“We must continue to innovate, invest and work closely with regulators, automakers, and other partners to develop policies and best practices that will allow electric transportation to flourish,” Shefter also said. “EEI is requesting each member utility dedicate 5% of its annual fleet purchases to plug-in vehicles. In many applications, this choice already makes economic sense, and it’s an investment in the future.”

Plug-In Hybrid Medium-Duty Truck Demonstration and Evaluation Program

Mark Kosowski, Technical Executive, Electric Power Research Institute

The objectives of the EPRI Plug-In Hybrid Medium-Duty Truck Demonstration and Evaluation Program, a nationwide demonstration and evaluation of approximately medium-duty PHEVs (Plug-In Hybrid Electric Vehicles) were to develop a production-ready, PHEV system for Class 2 to 8 trucks with “smart charging” capability, to build customer familiarity and use the project results for system development to optimize performance and reduce costs, and to quantify performance attributes and environmental impact.

“All program objectives were met,” Kosowski stated. “The project designed, developed, validated, certified and produced three different plug-in hybrid vehicles and was officially completed on July 31, 2015.”

For the EPRI project, a total of 296 trucks were deployed with 64 fleets in 23 states and Washington, D.C., including VIA Motors pickup-up trucks and vans and Odyne Systems Class 6 to 8 trucks. Chassis manufacturers included Freightliner, International, Ford and Kenworth. Final stage manufacturers included Altec, DUECO, Terex, Amthor, Vanair and Utilimaster.

Program Vehicle Specifications:

VIA Class 2 PHEV extended cab 4x4 pickup truck

• 4.3-liter gasoline V6 engine

• Automatic transmission

• Series hybrid system with high energy, lithium-ion batteries (A123 23 kWh), blended regenerative braking; vehicle can drive without being charged

• On-board charger (14.5 kW), Charging-Level 1 (120 VAC) and Level 2 (240 VAC); Charge time less than 6 hours with Level 2

• Export Power (14.5 kW, 120/240 VAC, 60 Hz)

• Reduces payload by about 850 lbs

• Expected Performance: Up to 40 miles all-electric; Up to 400 miles between refills

VIA Class 2 PHEV cargo an or 12-seat van; RWD, 135-inch wheelbase

• 4.8-liter gasoline V8 engine

• Automatic transmission

• Series hybrid system with high energy, lithium-ion batteries (A123 23 kWh), blended regenerative braking; vehicle can drive without being charged

• On-board charger (14.5 kW), Charging-Level 1 (120 VAC) and Level 2 (240 VAC); Charge time less than 6 hours with Level 2

• Export power (14.5 kW, 120/240 VAC, 60 Hz)

• Reduces payload by about 600 lbs

• Expected Performance: Up to 30 miles all-electric; Up to 400 miles between refills

Odyne Class 6-8 Trucks

• Diesel engine

• Allison automatic transmission

• Odyne hybrid system with high energy, lithium-ion batteries (JCI 28.4 kWh), blended regenerative braking, launch assist; vehicle can drive without being charged

• On-board charger (3.3 kW), Charging Level 1 (120 VAC) and Level 2 (240 VAC); Charge time less than 7 hours with Level 2

• Export Power up to 12 kW, 120/240 VAC, 60 Hz

• Redundant system that can be returned to conventional driving

• Expected Performance: ePTO operation (>3 hours with engine off), up to 10 miles equivalent all-electric range, up to 300 miles between refills

“Data collection and analysis from all trucks will continue,” Kosowski said. “All 296 vehicles are equipped with a Data Acquisition System. Data collected daily includes motor, battery, charger and export power current and voltage, battery state of charge, motor and engine torque and speed, odometer reading, vehicle speed, accelerator and brake pedal position, fuel used, charger time, and software and calibration levels.”

Fleet Services Electrification Activities

Mike Allison, Director Design and Tech Support Services, Duke Energy

With operations in six states and assets valued at over $660 million, Duke Energy operates approximately 8,200 on-road vehicles and about 4,200 off-road units. The company spends $37 million annually on fuel for a fleet that covers 37 million miles per year.

Duke Energy’s material handlers average 5.7 MPG, digger derricks average 5.6 MPG and most of its diesel engines consume one gallon of fuel per hour of idle time. To offset some fuel usage, in 2015 the fleet will be deploying 47 VIA pickups, three VIA vans, four Odyne bucket trucks, three Odyne fuel tankers, six Odyne step vans, a Tesla Model S, and 14 electric forklifts and ATVs.

Plug-in Hybrid Electric Vehicle (PHEV) Deployment

Glenn Martin, Fleet Quality & Reliability Manager, Florida Power & Light

The Florida Power & Light (FPL) PHEV program was implemented as part of a commitment to promote the use of battery electric vehicles and expand employee participation in an energy conservation program.

FPL has deployed more than 130 hybrid and plug-in hybrid bucket trucks over the last six years. FPL also specs JEMS (Jobsite Energy Management System) units with electrified AC and dual plug-in charge reels on either side of vehicle. The AC operates on the JEMS battery to avoid excessive engine idle in the summer months and the cable reel allows for an easy charge connection.

“We developed compact 120-volt Level 1 charging stations to avoid relocating vehicle parking locations,” Martin reported, “and Fleet Services partnered with our building services and local operations teams to jointly determine charge locations. Employees have embraced the program and identified relatively few technical issues.”

Charging stations at FPL show high levels of usage. Martin also related there have been minor issues with Zero-RPM AC unit wiring and hoses/O-ring leaks. “Zero-RPM AC technical training is needed,” he said, “but overall the operators have done a good job plugging in the units at night. They like that the units are quiet and offer cold air conditioning with the engine off. With the majority of these units recently placed in-service, we are just starting to evaluate the fuel savings.”

Regulatory and Legislative Update

Washington Update

Pat O’Connor (Kent & O’Connor, Inc.), Legislative Counsel, NAFA Fleet Management Association

“Engagement by fleet managers helps inform public policy, influence public policy and serves as a resource to senior management,” O’Connor said. “A sustainable fleet manages and reduces net environmental impacts from fleet operations at or ahead of the pace required for environmental need.”

The light-duty vehicle fuel efficiency and GHG standards final rule for model years 2012 to 2016 was published on May 7, 2010. The light-duty vehicle fuel efficiency and GHG standards final rule for model years 2017 to 2025 was published on October 15, 2012. The medium- and heavy-duty vehicle fuel efficiency and GHG standards final rule for model years 2014 to 2018/19+ was published on September 15, 2011.

“Phase 1 truck standards implemented in 2014, the first ever medium- and heavy-duty standards, have reduced fuel consumption, CO2 emissions and operating costs for thousands of businesses,” O’Connor stated. “The standards have allowed manufacturers to produce a single fleet of vehicles to meet requirements by focusing on off-the-shelf technologies.”

Vocational vehicles account for 21% of total medium- and heavy-duty truck fuel consumption. Phase 1 - Class 2b-8 vocational vehicle standards include separate vehicle and engine requirements. Vehicle standards are expressed in gallons/ton-mile, the same compliance model approach used for Class 7 and 8 vehicles. Chassis manufacturers are regulated under the standards, not final bodybuilders that assemble everything from bucket trucks to ambulances.

Heavy-duty pickup trucks and vans account for 14% of medium- and heavy-duty vehicle fuel consumption. Under Phase 1 standards, pickups and vans are treated as a unique subset of heavy-duty vehicles, although these vehicles are largely derivatives of light-duty vehicles and are tested as complete vehicles on a chassis test similar to light-duty units. Standards are based on a combination of payload and towing capacity (with adjustment for 4WD) and account for the work performed by these vehicles.

On February 18, 2014, the Obama Administration directed the EPA and NHTSA to accelerate Phase 2 standards to reduce greenhouse gas emissions and improve fuel efficiency in medium- and heavy-duty trucks. A Notice of Proposed Rulemaking was issued in June 2015 and a final rule is expected in March 2016.

Phase 2 standards will follow Phase 1 standards for emissions and fuel efficiency issued in 2011 for model years after 2018. The standards will include vocational vehicles and work trucks, and likely will go beyond off-the-shelf technology. They may also include trailers. The proposed rule is under review by the White House Office of Management and Budget.

“Phase 2 issues to watch include that fleets will be able to continue to spec the equipment they need to perform their work,” O’Connor noted, “and that frequent “look backs” on the early stages of implementation are conducted before the next stages are commenced. Performance-based targets versus technology-forcing mandates avoid regulations that impede incentives, avoid increased cost and payback periods, recognize diverse duty cycles and consider incentives.”

The questions to be asked to ensure changes are implemented in a logical manner with industry input and readiness of technologies include: Is it working? What was the cost? What were the paybacks?’ Are the technologies market-ready?

EPA has extended the waiver on selling E-15 to include model year 2001 and newer cars and light trucks and has issued pump labeling requirements, including that the fuel industry specify the ethanol content of gasoline sold to a retailer or fleet. EPA also approved the first registration of ethanol for E15. Several lawsuits have been filed challenging EPA’s approval of higher ethanol blends in newer vehicles and off-road vehicles.

The Renewable Fuels Standard (RFS) sets targets and timetables for biofuels to be added into the nation’s transportation fuel supply. EPA has released its proposed volume limits for 2014, 2015 and 2016 and intends to take final action on the proposal by November 30, 2015. Ethanol is scheduled to reach its cap of 15 billion gallons by 2015, while the other categories continue to rise until the total RFS reaches 36 billion gallons by 2022.

The blend wall is the limit at which ethanol can readily be added to the gasoline supply in order to comply with the RFS. The ethanol target in the RFS may soon necessitate that more than 10% be added to the gasoline supply due to smaller-than-expected gasoline use. 2007 turned out to be the peak year for gasoline consumption, which has declined ever since. According to EIA, 134 billion gallons were used in 2012, well below the approximately 150 billion gallons that had been projected.

FMCSA rulemaking for Electronic Logging Devices continues with a final rule expected in fall 2015. FMCSA is evaluating the impacts of considering a company's proactive voluntary implementation of state-of-the-art best practices and technologies when evaluating the carrier's safety. Beyond Compliance would include voluntary programs implemented by motor carriers that exceed regulatory requirements, and improve the safety of commercial motor vehicles and drivers operating on the nation's roadways by reducing the number and severity of crashes.

Compliance, Safety, Accountability (CSA) is FMCSA’s safety compliance and enforcement program. CSA reform legislation introduced temporarily prohibits FMCSA from publishing safety data on its website, and requires FMCSA to submit an improvement plan to Congress. Scores will only be made public once the necessary methodology changes are made. Additional legislation is expected.

A NHTSA rulemaking covering Rear Impact Guards and other safety strategies for single unit trucks is in the pre-rule stage. Other proposed rules cover heavy vehicle speed limiters, upgrades to Rear Impact Guard Requirements for Trailers and Semitrailers, and sound for hybrid and electric vehicles.

Tax credits for biodiesel, natural gas and propane expired on December 31, 2014 and Congress is moving away from tax incentives for fuels and vehicles.

Super Storm Sandy emphasized the problem that occurs when utility service vehicles sent to help with restoration are delayed by many hours due to differing state requirements. NAFA is working with EEI and other stakeholders to pre-clear utility service vehicles.

ANSI A92.2 Update

Ron Norris, VP International and Strategic Accounts, Terex

“While only the SAIA/ANSI committee can provide official interpretations of the standard,” Norris stated, “the revised ANSI A92.2 2015 standard will soon go into effect. The current standard is A92.2-2009 and the A92.2 committee has completed its work on the re-write and the revised A92.2 standard is waiting for final approval. The revised standard implementation date is expected to happen within the next year and the intent is for the revised standard to remain in effect until the early 2020s.”

Some of the changes in the revised A92.2 standard include additions to definitions of “Familiarization” and “Gloving” and that lower controls will require an enable or unlocking device. A section has been added on boom tip covers and several lower voltage classifications have been added for other industries. along with access design requirements for steps and hand rails.

Under Section 8 of the standard owners are responsible for inspection, testing, maintenance, modification, training, retraining and familiarization of operators, as well as transfer of ownership. Section 9 covers the responsibility of users, including that only trained and authorized personnel shall operate the aerial device, operators shall receive training by a qualified person for inspection, application (only for intended use), operation, training and retraining, and familiarization.

Section 10 of the A92.2 standard covers responsibilities of operators and has added information on loading, carrying material, vacating or entering an elevated aerial, pre-start inspection including daily prior to first use, visual inspection and functional tests, training, retraining and familiarization. Section 11 detailing responsibilities of lessors or lessees includes all requirements in the 2009 standard and generally follows the requirements of Users and Operators.

Design requirements apply for units produced after the standard takes effect, Norris concluded, and Owners, Users and Operators must follow the new standard irrespective of the age of aerial of the aerial device.

Safety – Are You An Influential Leader?

Bruce Bolger, Director, Safety, Eversource Energy

In an interactive presentation, Bolger covered the leadership qualities that will improve and influence safety performance. His advice to attendees included to reflect our your own personal style in communications and to be open to potential learning opportunities identified.

e·mo·tion·al in·tel·li·gence (noun) Definition: understanding of feelings: personal attributes that enable people to succeed in life, including self awareness, empathy, self-confidence, and self control

Keys to influential communications include understanding the importance of Emotional Intelligence (EQ) in everything, being strategic by choosing words carefully, both written and spoken, knowing your strengths while identifying underlying traits that could be sabotaging your career, studying others to understand what makes them “tick”

WEDNESDAY JUNE 3, 2015

Telematics

Improving Driver Safety Using Vehicle Telematics

Nina Kisch, Manager, Transportation Services, Pacific Gas and Electric

PG&E, a combined gas and electric utility based in San Francisco, serves 17 million customers in a more than 70,000 square mile territory. Transmission and distribution includes more than 159,000 circuit miles of electric line and over 48,000 miles of natural gas pipeline.

The PG&E fleet numbers approximately 14,000 assets, including 9,700 powered vehicles of all classes and 3,200 on-road alternative fuel and high efficiency vehicles. The fleet is maintained by 300 technicians at 63 garages.

“The goals of our telematics efforts are to raise awareness of unsafe driving behaviors and to use technology to decrease the rate of unsafe driving behaviors and speeding,” Kisch said. “Through self correction, we aim to decrease motor vehicle incidents and increase employee and public safety by providing increased visibility into driving behaviors at the utility level.

“We set out to configure a technology platform that supports these goals and has additional functionality for later expansion,” Kisch continued. “We found a series of providers that could help. GPS technology has matured. Product capabilities are different than when it first came on the market. Each provider was a little different, with different strategies and philosophies, and the variety of a fleet makes a difference in the unit that gets installed and time it takes for the installation. We piloted several different types of technology, learned a lot and ultimately selected one supplier.”

PG&E is rolling out the technology in waves, starting with the functions and areas with the highest risk of crashes. The fleet is using the system to measure actions that are precursors to accidents, including lack of seatbelt use, excessive speeding, accelerating in curves, and abrupt stops and starts. Additionally, to gain feedback in the cab for the driver, 100 units with voice notification and 100 units with a tone (different supplier) were implemented to provide immediate coaching advice and to allow for self-improvement.

Safety results from two different providers were compared to a larger, nationwide sample and were achieved with no discipline, no recognition and no reporting. Drivers were electronically scored based on safe driving attributes and scores were determined by severity and duration of an event. Sensitivity settings vary based on operating conditions-- for example, urban vs. rural driving-- and alert settings can be different than reporting settings and may take some adjusting.

Kisch reported that drivers hated the voice feedback and preferred the tone. In opinion surveys, 80% were content with the technology and 20% were against it.

Remote Diagnostics

Scott Sutarik, OnCommand Connection Service Program Manager, Navistar

There are a number of telematics providers in the marketplace with different hardware platform capabilities and strategies. Included are three-piece installations that usually consist of an on-board computer, an antenna module (satellite and/or cellular), and a driver interface. One-piece systems usually consist of a self-contained unit that connects directly to the diagnostic port and that can connect to external displays if a driver interface is needed. Some vendors offer the ability to utilize the data plan of a traditional cell phone and connect to an in-cab transponder.

Every truck has thousands of different signals being communicated across the electrical system. For example, on the CAN Bus, data is available on fuel economy, PTO engagement, RPM, transmission gear, DPF soot load, fuel usage, engine hours and regen inhibit.

The customer has the ability to view the health of vehicles utilizing fault code information from telematics providers. Examples of common faults include low Urea, DPF soot load level, coolant temperature, low coolant, EGR valve and injector faults, and sensor faults.

Some OEM Programs allow the dealer visibility to the fault information on customer vehicles, which can be used for virtual triage, workflow, technician skill sets, parts availability, and bay availability.

The installation of telematics has the potential to change how drivers operate vehicles. Signals can alert drivers to speeding, idle time, body usage, PTO engagement, warning lights and regeneration requests.

“When you get back home,” Sutarik advised, “look into what remote diagnostic systems are available from telematics service providers or your truck OEM. Write down some of your pain points and consider if a remote diagnostic system would help solve those issues, and map out a new maintenance process utilizing real time data.”

Fleet Telematics – Usage in Work Management

Mark Muratore, Senior Technical Solutions, AT&T

The AT&T Mobile Solution is a platform for integrating multiple mobilization initiatives (GPS, RFID, OBDII) in a cost effective and consistent manner. The non-proprietary platform capitalizes on device agnostic applications, plug-and-play devices and sensors and the increased functional capabilities of mobile content management software. The integrated solution collects and manages unstructured in-vehicle information from existing and future devices and serves as a two-way, real-time portal for sending and receiving information between systems and the technician.

The AT&T solution’s Intelligence Vehicle Device (IVD) is a 4G/hardware/software system that automates the collection of in-vehicle asset data and provides it real time to upstream systems. This reduces the number CPU devices for the mobile technician and the vehicle. The single device with over-the-air configuration and management has integrated built-in power management capabilities to eliminate vehicle battery drain.

Fleet Standards for Aerial Equipment

Greg Loew, Fleet Specialist, Avista Utilities

An investor-owned utility, Avista provides electric and natural gas service to about 680,000 customers in a service territory of more than 30,000 square miles.

An equipment overview of the many different vehicles in the Avista fleet revealed what is needed to effectively service over 2,200 miles of transmission line, 18,000 miles of distribution line and 7,600 miles of natural gas distribution mains.

Mark Johnson, Director of Fleet Operations, DTE Energy

DTE’s Fleet Operations group is responsible for managing over 4,700 assets. The group is staffed by 125 employees, located throughout DTE’s utility operations, including 26 garage locations.

“In 2002, we had seven digger specifications and 12 bucket truck specifications,” Johnson said. “In 2008, a vehicle committee and Fleet Management began a standardization approach looking for reduced maintenance and a narrowed number of aerial configurations. The 55-ft aerial specification was changed to eliminate the need to replace leveling cables and remaining substation, underground, and one-man service trucks became one model, which reduced various maintenance requirements over a few models to just a couple.

“Moving into 2010, DTE and Altec strategically implemented a specification to help reduce and eliminate corrosion,” Johnson continued. “In 2011, to help improve outage response time, 45 additional one-man service aerial trucks were added via a lease program. In 2012, a different aerial configuration was added to address a need for a 46-ft, two-man platform with the same material handling capability as a 55-ft aerial with an overall length as short as possible.”

In 2014, the configuration of existing one-man AT37g aerials was executed to allow implementation of the Jobsite Energy Management System (JEMS), which allowed for usage of aerial devices while reducing fuel consumption and idle time. Quadrants were set up for specialty aerials and four 77-ft units replaced eight 65-ft units. In 2015, the major focus was on improving operating characteristics during cold weather. Hydraulic oil specifications were changed and a hydraulic tank heater has been added to specs.

Other requests at DTE improved safety lighting on trucks with LED packages, back up cameras were added for safer backing, and Espar heaters were added to specifications to reduce idle time. Mechanical AWD was replaced with Hydraulic AWD (EZ Trac) to reduce maintenance of transfer cases, drive shafts and front ends, and to reduce weight on front axles and decrease overall finished vehicle travel height. In addition, axle weights were managed to allow 4x2s in lieu of 6x4s.

DTE has signed onto the EEI Electrification Initiative and is meeting its commitment through the purchase of Plug-in Electric Hybrid technology that operates aerial equipment at jobsites. JEMS provides operational cost, environmental discharge and noise complaint reduction benefits, and safety is a consideration as employees can communicate while on the job. Payback is being realized through a reduction in fuel use due to idle time reductions and reduction in engine run-time associated maintenance. DTE also currently has approximately 250 CNG powered vehicles in service, displacing almost 400,000 gallons of gasoline annually.

Glen Guillory, Manager, Fleet Management, Entergy

Between 1999 and 2014, Entergy reduced the number of units in its fleet from 6,625 to 6,063 and the number of aerial units dropped from 1,150 in 27 models to 1,050 in seven models. The average age of aerial units also fell from 10 to four years.

A Six Sigma Hydraulic Team developed key findings, including that inconsistent use of hydraulic equipment across operating areas was caused by hydraulic equipment orders based on cultural or historical factors with no best practices criteria for hydraulic equipment existing within Entergy. The team concluded that standardization would allow for optimal capitalization cost and recommended that Entergy develop best practices for equipment use and identification, standardize hydraulic fleet models and configurations and eliminate hydraulic unit customization.

Also recommended was the establishment of a Fleet Advisory Board with responsibility for reviewing standards for hydraulic and light-duty fleet vehicles, evaluating and making decisions for changes to existing standards, evaluating requests for modifications to standards, and monitoring Six Sigma initiatives for consistency and compliance. The board will also have the authority to make decisions on issues of standards for the entire fleet.

“The benefits of this activity,” Guillory said, “are more consistent and effective training, reduced slips, trips and fall accidents related to variance in unit configuration, increased quality through manufacturing consistency, a simplified ordering process, and maintenance and repair efficiencies.

“Aerial equipment standards have allowed us to have a fresh fleet with an average age of four years,” Guillory added, “to plan and execute an Aerial Drop Ship Program, to develop an asset Automated Request System, to reduce the number of spare aerial units and the number of technicians required to support the fleet, to have a disciplined replacement cycle that is not dependent on capital dollars, and to support our Green Fleet Strategy.”

Fleet Finances

Moderator: Tom Nimmo, Utilimarc

Jeffrey Shingler, Executive Manager of Business Services, Consumers Energy

Consumers Energy has a chargeback system for its fleet of 5,842 units used by Gas Distribution and Service, Electric Distribution and Service, Generation, Gas Storage and Transmission, Electric Construction and Gas Construction operating groups. The fleet travels 44 million miles annually and is supported by 106 mechanics and 38 support staff at 33 garages.

Challenges faced included monthly balancing, work order data management and clearing issues. Additionally, accuracy improvement at the unit level and integration with HR, finance and the supply chain were needed. Cost management issues included mechanic hourly rate, total labor costs, overhead, building costs, supplies, training and meetings, internal shop costs, management salaries, business expenses, and outside services. Unit costs also need to include fuel, license fees, lease payments and warranty.

“The positives of our approach include capitalization benefits, utility synchronization and alignment on Capital and O&M funded projects with minimal manual intervention, and shared partnership in costs,” Shingler said.

Dave Fisher, Fleet Manager, PNM Resources

A Direct Chargeback system was implemented at PNM Resources. “Groups were not paying their fair share of costs,” Fisher stated. “This reduced confusion and frustration, and generated buy-in by management and customers. With business units more involved, we are better managing costs and utilization.”

The strengths of the direct chargeback approach, Fisher noted, include that business units incur appropriate costs and that detailed reporting allows for comparison between groups.

Steve Rolland, Fleet Supervisor, We Energies

Implementing a Chargeback systems meant monthly charges were created to control costs by making each department responsible for their equipment. Equipment count, modifications and damage are reduced when each department pays with their own budget dollars.

A target monthly rate is based on fleet labor, vendor costs, parts, tools and consumables, vehicle costs, and fixed costs, including depreciation, facility charges, licensing, software and training. Charges are based on a monthly target rate by equipment class, the number of units and damage charges.

“The results,” Rolland said, “include a significantly reduced equipment count and options to share or rent equipment when needed. In addition, maintenance costs can be separated from damage, accident and modification costs. There are also reduced modification requests as equipment is built for departments not operators, and there is more departmental accountably for accidents and damage.”

Distracted Driving from a Legal Point of View

James B. Hood, Partner, The Hood Law Firm

Types of driver distractions include Visual, which require drivers to look away from the road; Manual, which require drivers to take a hand off the wheel to manipulate a device, and Cognitive, which require thinking about something other than driving.

Cell phone use is worse than an impairment of .08 Blood Alcohol Count in terms of driver reaction time. The number of fatalities associated with cell phone use is equivalent to one major aircraft crash every week. There are over 326 million cell phone users in the U.S. and at any given time 10% are using their phone behind the wheel. 46 states ban texting and 14 states ban handheld cell phone use.

For fleet managers, this means there is an electronic footprint of call and text logs, Internet browsing history and a compilation of historical information that can be used in lawsuit.

“To protect your company, design, communicate and implement a policy that includes mandatory training programs that emphasize consequences, a yearly campaign to reinforce the message and in vehicle placards,” Hood said, “Consistently enforce the policy and impose penalties through regular audits. Create a culture of safety with signs, training, meetings, manuals and competitions.”

Roundtable Discussions

Moderator: Art Macey, Director of Fleet Service, Florida Power & Light Company

Roundtables at EUFMC address common challenges by allowing fleet executives to share best practices and to work with suppliers to find solutions. Discussion topics are determined based on member surveys.

Polling topics:

• Acoustical emissions testing for bucket trucks

• Policies to disable cell phones and vehicle mounted laptops

• Back up cameras

• Active safety systems-- collision mitigation, lane departure warning, adaptive cruise

• Replacing tires at a maximum age in place of tread wear

• Personal vehicle use policies

• Mileage logs

• Garage technician shifts and their impact on recruiting and retention

• Standard specifications versus custom vehicles

• Bench seats versus bucket seats

• Seat options for high mileage vehicles

• Aftermarket seats

• RFID to track inventory on mobile service units

• Body configurations for digger derricks

• Future transmission aerial and derrick working heights

• Using gallons burned for maintenance intervals

• Updating mileage in maintenance systems

• Rental equipment and vehicle tracking and maintenance

ABOUT EUFMC

The objectives of this non-profit association are dissemination of educational and technical information pertaining to the design, procurement, application, operation and maintenance of equipment used by the Electric Utilities; provision of a forum where Utility Fleet Professionals can exchange information and discuss mutual problems, and promotion of close cooperation between Manufacturers, Suppliers, Services, and Fleet Professionals engaged in the development and design of vehicles and equipment associated with the Electric Utility Industry.

Held annually in June at the Williamsburg Lodge and Conference Center in Williamsburg, Virginia, the Electric Utility Fleet Managers Conference brings together fleet professionals from investor-owned electric utilities, electric cooperatives and electrical contractors from across the U.S., Canada and South America. EUFMC activities include educational presentations, a drive-through utility equipment demonstration and an exhibition of the latest equipment and services for utility fleets. In attendance are representatives from manufacturers and service providers. For more information, visit .

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