Proof of effectiveness of rear mounted air foils & air puffers on snow plow trucks

Van Buren County Road Commission:  1/13/2012 approximately 10:00 a.m.;  east of Paw Paw, Michigan.  Both trucks on snow routes since 4:00 a.m.:

Top picture:  Truck equipped with rear mounted air foil and timed air "puffers" on tail lights.  Driver had not brushed any snow off rear of tuck all morning.

Bottom Picture:  Truck has no rear mounted air foil and no air "puffers" on tail lights.  Driver brushes snow off tail lights every hour. 

I have more pictures available.  If you are interested in more pictures or more information:  email:  mlester@ttspec.com.  Or visit:  http://www.ttspec.com/.

Rear Mounted Air Foils on Snow Plow trucks are effective in improving visibility

Dissertation done by University of Nevada Grad Student

aerodynamic approach to improve visibility during high speed snow plowing

by Dur, Onur, M.S., University of Nevada, Reno, 2007, 229 pages; AAT 1447628

Abstract (Summary)

The snow particles entrained in the wake of the snowplow (i.e. snow cloud) and the subsequent snow accumulation on the warning lights appear as the most pronounced visibility problems behind the snowplow truck. Computational fluid dynamics (CFD) methods are employed with detailed 2D and 3D models of the snowplow trucks (1) to evaluate the performance of the add-on devices (airfoils) available in the market which improve the rear visibility of truck by the public; (2) to gain more insight over the snow cloud pattern. Considering the low density of snow particles and high drag coefficient, they are assumed to follow air flow and their effect on the flow pattern is neglected. The effect of airfoil on the snow accumulation behind the truck is quantified by pressure and shear stress distribution. The airfoil selected based on the numerical studies is implemented on the back of the truck and tested in the field. The results confirmed the rear visibility performance increase by the airfoil over the base configuration. Three dimensional velocity and pressure measurements at twelve different locations on the rear surface of the truck are performed to validate the computational model. The calibration and design of the instruments used for the field test are done with extensive wind tunnel experiments. The error analysis is performed and the computational predictions are compared with the with field test results.

http://proquest.umi.com/pqdlink?did=1445045581&Fmt=2&VType=PQD&VInst=PROD&RQT=309&VName=PQD&TS=1326295854&clientId=79356.

Hub Piloted Wheels; Cracks

Are the trucks in your fleet equipped with hub piloted wheels?  Is your fleet used off road or in vocational application, i.e.; snow & ice control, dump body equipped, etc.?  Any issues with wheels cracking?  At Michigan DOT, we upgraded from open center wheels to hub piloted to eliminate wheel slippage and wheel "wobble" from incorrectly installed tire & wheel assemblies.  The hub piloted wheels solved those two issues very well.  But, another issue arose, cracking.  Not all wheels cracked but we had several failures that could have been tragic.  We had centers break completely out of the wheel, we had wheels that broke and wore into the hub, but we were fortunate to never have a wheel leave the truck.  However, we did find numerous wheels along the highway that had cracked and broken and came off the vehicle.  This is serious stuff.  You don't believe this is serious, Google the internet for cracked truck wheels, there are numerous attorneys advertising to represent motorists who have suffered an unfortunate encounter with a truck wheel that cracked and departed the truck.  So what can you do?  First of all, you need to develop a wheel inspection program.  I mean you need to remove all hub piloted truck wheels, clean them up with wire brush so you can perform a visual inspection for cracks.  Most cracks emanate from the wheel stud holes.  The cracks will travel between wheel stud holes until the entire wheel center is broken loose.  If you find any cracks, replace the wheel.  If the wheel is in good condition, prime and paint it.  Then  purchase Accuride Wheel Guards P/N  5903 from your local truck parts supplier.  See picture above.  Install an Accuride Wheel Guard between the hub and wheel (and between the wheels in dual application).  Torque the lug nuts (retrorque after use).  Document your inspection process, truck unit number, truck mileage, date, etc., in  case there is ever a failure and litigation.  These Accuride Wheel Guards are nothing more than big plastic gaskets.  They provide a seal between wheels and wheels/hubs to prevent corrosion, rust, and rust jacking.  In order to be effective, you must provide a good sealing surface.  Make it policy to replace the Wheel Guard everytime a tire & wheeel assembly is removed from a truck.   Make this wheel inspection a permanent part of your fleet preventative maintenance process.  How often do you inspect? I would recommend starting out annually and adjust frequency based upon your findings.   Like I stated; this is serious stuff..........loose wheels rolling down the highway are very dangerous.  64,000 GVWR trucks that lose a front wheel are guaranteed to make the newspaper headlines.  These scenarios are easily preventable.

It's the little things that count: Plus, change is good>you go first!

Happy New Year:  To start the year I would like to share a true story.  One year ago I retired from Michigan Department of Transportation vacating the Southwest Region Fleet Manager position.  I was fortunate in initiating several positive changes with the assistance and support of several "like minded" and talented co-workers.  How did this opportunity to affect change come about?  Like most things in life, there are several different situations that arise offering the window of opportunity but the one action I attribute to give me the most opportunity is this;   MDOT underwent transition in the early to mid-90's including a reorganization that converted the old "Districts' to Regions with some being combined.  District 7 became Southwest Region although structurely remained the same.  Along with the new name came a new head engineer (Region Engineer).  District 7, especially the maintenance division, had became "stagnant" and was in need of some "new blood".  Michigan DOT is rather unique, as most state trunkline maintenance is contracted to county road commissions with the major exception being District 7 (Southwest Region) where MDOT forces maintain the state trunkline.  One would think with this amount of direct involvement by MDOT forces new equipment and operational innovations would abound.   But, alas, that just wasn't the case.  Things were about too change.  As I stated previously, along with our new name, Southwest Region, came a new leader.  Tom Maki was appointed the new Southwest Region engineer with the task to redesign and renergize Southwest Region.  Now, finally, you have enough background information to hear my story.  In those days, MDOT, participated in APWA Snowplow Roadeo and held their own in-house roadeos to select particpants for the APWA Roadeo.  I first met Tom Maki at one of these in-house snowplow roadeos at the Plainwell MDOT Maintenance Garage.  Tom made a point of introducing himself to me and requested a locking gas cap for his state provided automobile as a preventative measure once he began instituting change.  To me, his request was "no big deal" and rather than risk my forgetting to fulfill his request, I asked a Plainwell employee, (Robin Sutton who later became my wife) to run down to the parts store and pick up the gas cap.  Within about twenty minutes I handed the gas cap to Tom.  Imagine my surprise when he stopped the proceedings to point out the gas cap to everyone in attendance and announce that in his "over twenty years in state employment, this was the quickest service he had ever received".  That one small action on my part proved to Tom Maki that I was a "go to" person and opened many doors and opportunities.  I will share all those opportunities and changes with you in an upcoming post.  For now, my goal is for everyone to take notice of the seemingly small things that can have a huge pay back.  Tom did make many changes in Southwest Region which did not always make him popular.  There are those who were required to change their processes in the name of efficiency and increased productivity who have some very strong opinions concerning Tom Maki and Mark Lester, and not all positive.  Like I said "Change is good> you go first". 

"Holy Snowplow Batman"; What is wrong with this picture?

What do you see in this picture that shouldn't be?   Want a hint?  Look at the shoulder of the road, look at it all the way to the horizon.  What do you notice?  In many places it is completely free of snow.  Now look at the driving lane, what do you see?  There is melting activity taking place but it is not as clean as the shoulder.  In fact, on my first trip down this road, the driving lane was still snow covered but the shoulder was melted.  How does this happen?  Could be several reasons, maybe equipment related but more likely driver error; i.e. traveling too fast when applying material, salt distributing device (Y-chute, spinner, etc.)) at wrong setting.  With decreasing revenues for governmental agencies resulting in tight budgets & the rising costs of labor and materials; i.e. salt at over $60.00 per ton,  prewet agents at $0.80 per gallon or more, diesel fuel at $3.50 to $3.75 per gallon, and the driver wages at over $20.00 per hour & more with benefits, you should not be applying deicing agents to the shoulder of the road as it offers zero return on the investment.   This should not happen, agencies have spent countless hours and dollars in training employees on proper salting techniques, including the expectation of the end result when performing snow & ice removal operations.   Sometimes folks need to be reminded that paying attention to detail is a good thing and "the little things really do count".  At the end of the day, what you do really does matter.  Happy New Year!