Multi-Functional Trucks Reduce Fleet Creep

One hot topic in fleet management circles, especially governmental units, is "fleet creep", or in layman's terms the tendency for fleets to gradually increase equipment inventory over time.  Fleet creep often happens when employee staffing is on the decrease.  There are many factors that contribute to fleet creep and no one single solution.  There are several types of equipment that are "mission critical" and not readily available as a short term rental.  Many times "mission critical" equipment is low usage and, if truck mounted, ties up a truck chassis.  Some examples could be:  water tanker trucks and/or liquid chloride tankers used for anti-ice applications (see photo),  flatbeds and/or beavertails used to transport equipment to a job site, core drilling equipment, tool vans or tool trucks, crane trucks, salt spreaders, pothole patchers or bituminous distributor units, and many more.  My point is:  one truck chassis spec'd for your specific needs equipped with the correctly spec'd hook loader becomes a multi-functional truck which can carry multiple different types of attachments.  Mount your water tank or anti-ice tank, your salt spreader (auger type are best choice for this application), tool van body, truck crane, pothole patcher, bit distributor, flat bed, dump body, you name it, on a subframe and you are ready to go to work.  One truck can be capable of all these functions.  Truck chassis wears out, no problem, transfer hook loader assembly to new truck chassis and retain existing equipment attachments and you are still in business.  You can virtually eliminate all low usage, mission critical, job specific type truck chassis without compromising your ability to perform these mission critical maintenance obligations.  I challenge you to evaluate your fleet and see where a multi-functional hook loader equipped chassis could reduce your inventory of low usage truck chassis and save your constituents money.  

Use of Liquid Chlorides compared to Granular

Various agencies are researching the use of liquid chlorides for direct applications as a deicer agent in snow removal operations as opposed to use of granular materials.  As in most things, there are "pluses and minuses" in both processes.  One complaint I consistently hear is the "refreeze" of liquid applications is much quicker than granular.  At the risk of being "coined a smart ass"; "DUH".  Think about what you are saying for just a minute:  "Liquid chlorides are effective as a melting agent as soon as the hit the pavement".   Remember:  all chlorides work the same:  they effectively lower the freezing point, just like the glycol in your car radiator (ethylene or polypropylene).  The lowered freezing (euthetic) temperature stays constant as long as the percentage of anti-freeze to water or chloride to water remains consistent.  It is at this point that the deicing process and the engine radiator analogy differ.  The radiator solution will stay relatively the same unless there is a leak and more coolant has to be added.  The liquid chloride solution applied to the road starts diluting as soon as it is applied and initiates the melting process.  Once the solution becomes diluted to the point whereby it's freeze protection is higher than the pavement temperature, you get a refreeze.  This science remains the same whether you apply straight granular sodium chloride, prewetted granular using sodium, calcium, or magnesium liquid chlorides, or straight liquid chlorides.  So why the potential for quicker refreeze when using liquids?  Because the liquids go to work much faster in the deicing process.  Granular salt does not become an effective deicer until it melts enough snow to form a brine.  Until that point, it really isn't doing much for you.  If one would record the time from the liquid brine formation when it reaches the same chloride to liquid concentration versus a straight liquid chloride application until there is a refreeze............you would find the time difference to be inconsequential.   The huge advantage to a straight liquid application is it provides is a safer driving surface for the motoring public much quicker than the 100% granular applications and it does not "bounce into the ditch".  So, what do you do about the refreeze?  Couple of things:  match your application rate to temperature and amount of snowfall.   Warmer temperatures are great for liquid applications.  28 degrees +.  If you apply at lower temperatures, raise the application rate to delay any refreeze.  If there is a heavy snowfall........you may need a higher application rate for liquid chloride or maybe you should use prewetted granular.  Prewetted granular and liquid chlorides both have a place in the snowfighters arsenal.  The exception could be very cold areas with huge amounts of snowfall, Upper Peninsula of Michigan being one example, where liquids might not be an option except as prewet agent.

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!

New Innovations

Truck & Trailer Specialties now has the ability to mate a wireless remote to a Raven Flowmax 810 batch controller which will allow your employees the ability to prewet loads of salt from the loader or truck cab by a simple "push of a button".   For more information go to:  http://www.ttspec.com/.  Look in "new technology" portion of site.

Do you have need for a down pressure feature on your front mounted pickup snow plow?  Truck & Trailer Specialties has developed the necessary hydraulic features to provide down pressure capability on the Boss brand snowplows.  Previously, this feature was only available on Sno-Way brand snowplows.  Now you have the ability to bid "apples to apples".  Down pressure capability is absolutely essential if you utilize front mounted push brooms for intersection sweeping.  If you are still using a front mounted rotary broom for this task, you really need to reassess your operation.  I am aware of two fatalities caused by use of a rotary broom for intersection sweeping attibutable to the dust cloud created by the broom and the subsequent head-on collision that occurred in that dust cloud.  Plus the weight of the rotary broom and the dust create havoc with the vehicle it is mounted on.  Add to these issues the costs; including original purchase and labor to install plus the single use of a pickup.  Push brooms are relatively inexpensive to purchase and maintain,  weigh no more than your snowplow, create little or no dust, easy to remove and install allowing the pickup to be used for other activities, and effective at sweeping off the "marbles" that cause vehicles to slide through intersections.  They will not clean off the sand as well as rotary brooms but this is not your living room, you only need to remove the gravel/marbles.  Trynex makes a very good product, check out their website.  Think about it.................

Newest Project; Liquid Chloride Bulk Storage & Pumping Station

Just completed the liquid chloride bulk storage and pumping station at city of Livonia.  This system features two control systems and spray bars, each one located at opposite ends of their salt storage building.  Both systems share a common pump, 10,500 gallon tank, and Y-strainer.  One system utilizes a spray bar set 5 feet off the ground to spray salt in front end loader bucket and controlled by a wireless remote radio transmitter and receiver.  The operator can activate the system from the loader cab.  The other spray bar is set-up to treat loads of salt in their snowplow trucks.  This system is activated by a remotely mounted push button switch with a 30 second delay feature so the driver can activate the system and climb back into the truck cab before the system activates.  I designed and installed this unit so am rather excited.  If any of you have need of bulk liquid system, contact me and I"ll see what I can offer you.

Fleet Management 101

To all the public sector fleet folks,  I know the "political push" right now is to downsize fleets and outsource more repair and maintenance work and, in my opinion, to a degree, that is fine.  However, be carefull, like every task you perform, set a goal;  follow Stephen Covey's advice:  "Start with the end in mind".  What should your fleet look like?  To set this goal, the "end users" must be part of the discussion; i.e. the operations folks.  You are the provider and they are your customers.  If you are not providing what they need for their operations, then you are useless.  In the private sector, you would be "fired" or bankrupt.  What you must do first is identify all your equipment by these criteria:  what activity is this equipment engaged in?  Proactive (planned maintenance)?  or  Reactive (unplanned/snowfall is great example)?  Is there a rental option available?  Here is good example;  you can rent road graders rather readily but what if you need a road grader with a wing plow mounted?  They are not readily available.  Or, is there a contractor or another agency that can be employed in a crisis?  Recent winters in Michigan have not been as severe as some in years past, but don't be deluded, we could suffer another blizzard.  We have been lucky recently, high winds and blowing snow cause visibilty issues which historically have created unsafe conditions for snow plows and they have been pulled off their routes.  This causes roadways to plug up and the end result is closed roads, even expressways, until snow removal equipment can be safely redeployed.  In this type scenario, graders with Vee plows and wing plows plus snowblowers are required.  If you auction off all this type of equipment, what are your plans in this type of emergency?  Do you have any concept of the delay cost to the Michigan economy caused by a closed I-94, for example?  How long do you think business, the general public, and politicians will "put up with this" while you try to locate equipment to reopen these trunklines due to your lack of foresight?    I heard a quote attributed to the current director of Michigan Department of Transportation: "Directors are fired over snow removal and rest areas".  If the director loses his job over your poor planning, how will this impact your job security?   Not saying fleet reduction isn't good viable fleet management, but make sure you know what you are doing and always include your customers in the decision process.  Equipment usage is important information in identifying equipment that can be eliminated, but it is not the only factor and by far, not the most important factor.  Quite a number of years ago, there was a huge snowstorm that followed the Ohio River and shut down that area.  Kentucky suffered the most and had the greatest difficulty restoring mobility.  As a result, the Commissioner of Highways in the Commonwealth of Kentucky lost his job.  The replacement commissioner and his employees formed relationships with contractors who agreed to supplement Kentucky DOT snow plow forces in crisis situations.  Kentucky DOT purchased "self contained" salt hoppers which they placed in storage to provide to these contractors if and when needed.  Obviously, the Kentucky DOT did not expect heavy usage of this equipment but still realized the necessity of having it in the inventory.  As a result of this event, I, Dave Budd (MDOT Southwest Region Operations Superintendent) with the support of Tom Maki (Region Engineer) established the MDOT Contingency Fleet and promoted and assisted in the development of the equipment rental optional use  contract to speed up the equipment rental process, especially in emergency situations (including tornado and storm clean-up).  We investigated rental dump trucks which we could equipment with MDOT owned hoppers and snow plows but determined retaining our plow trucks that were scheduled for auction was actually more viable.  We talked to vendors about providing graders with wing plows for short term rental which they would do but at a very stiff price.  What we did that made the most sense was to have excavating contractor on contract who would be available with their grader(s) and operators to open up roads, cut banks, etc. as needed.  Our contribution would be to mount our wing plow and front Vee plow on their grader.  They would be utilized on an "on-call or call-in" basis.  This will work, we already completed a pilot and docmented the process and any needed improvements.  We reseached a partnership with other agencies but the down side is; when we need their grader with wing plow, so do they.  Contractor equipment generally sets idle all winter so there is no conflict with usage.  My point is; there aare all types of options and various "public/private" sector partnering opportunities.  In the end, who benefits?  We all do.  My advice;  In your quest to become more efficent and leaner...........do it the smart way and "start with the end in mind".  An FYI:  I will soon have a book on Fleet Management available based upon my years of experience and the classes and seminars I have attended.  It will be available from LuLu Publishing.  I'll let you know when it is ready.  I have a book available from LuLu Publishing now but it has nothing to do with fleet or other technical issues.  Happy motoring!!!!!!!!

Reactive or Proactive; do you know the difference

I have been "scratching my head" for quite awhile trying to understand why more agencies do not fully employ proactive processes for both snow & ice control and fleet maintenance?  It has finally dawned on me;  too many of us have engaged in reactive behavour for so very long, we are conditioned to react; remember Palov's dog experiment?  It snows, we plow and apply chemical.  Truck breaks down we repair it.  Truck has dead batteries or no crank complaint,  we, may, test batteries and replace.  Of course, this happens when the truck is about to go out on a job, maybe even to plow snow.  Why did we wait until there was a no start complaint before we tested the batteries?  We know that batteries fail, right?  If you have worked in the business for any length of time, you can probably accurately predict the longevity of the batteries and many other truck components.  Let's review;  you know batteries have a finite life, right?  Your experience may suggest the life, in this application, is about two years.  Why don't you have a defined time frame for testing batteries?  Make it part of your PM.  You could have replaced the batteries mentioned in the previous story when the truck was out of service for regular maintenance and avoided a reactive repair and an angry operations foreman whose job was delayed due to break down.  Same for snow & ice control, we had snw this week.  It was predicted, temperatures were well below freezing.  The snowfall was light, 2-3" in many areas.  The day before the snowfall, temperatures below freezing, sun was out, roadway was clear and dry.  I would think, a perfect day for anti-ice application.  This was not the first snow event of the season, plus there had been several heavy rains, so pavement should have been free of rubber and oil residue.  Why did not agencies apply anti-ice chemical during regular work shift the day prior to the  trunkline.  The end result would have been less de-icer needed the next day, no packing/adhering of snow to road surface hence no ice buildup and faster "recovery time, and most likley, a huge decrease in accidents and slide-offs.   So, why was it not done?  Because we are way too programmed in the "reactive mind set"?  Everyone that reads this Blog should make a point of looking for situations where they can be proactive and evaluate every situation to determine if they could/should have been more proactive.  Every task you perform, ask yourself, what could I have done at the beginning to make a quicker, better, simpler outcome?   Think about it;  a 5,000 gallon tanker can do 20 gallon per lane mile anti-ice chemical application on a regular work shift (operator not making overtime wages) at the posted speed limit and cover 250 lane miles per trip in about 5 hours...............or............a tandem axle plow truck can carry about 10 tons of salt applying 200# per lane mile during a storm (operator could be on overtime) at 25 miles per hour and cover about 100 miles in 4 hours............you tell me which is the better option?  Same with the truck with dead battery?  Lose two hours of snow removal time due to reactive repair?  Or lose 0 time from snow removal as a result of proactive repair?   All that is required is a paradigm shift folks...............just because we have always "done it that way" does not necessarily mean we are "doing it the best way", especially with funding cuts and manpower shortages....

Chemical Deicing- Facts & Myths

http://www2.apwa.net/documents/Meetings/congress/2009/Handouts/4799.pdf

2009 APWA presentation by Scott Koefod, principal scientist for Cargill Deicing Technology shared by Dave Budd of Great Lakes Chloride from his Blog

Fleet Management 101; Post #2

Hello all, hope everyone had enjoyable Thanksgiving with family & friends!  I have promised a series on Fleet Management so thought I better get focused once again:

I graduated from Ferris State College (today it is Ferris State University) from what was called the "Automotive Service" Program (today it is called "Automotive Technology").  One of our classes was called "Service Management".  In this class we were taught that a properly ran service department should cover all the overhead costs of any dealership.  Please keep this thought in mind as we work through this series;  "fleet's/fleet maintenance should not be a money-losing propostition". 

My first Fleet Management 101 post commented on "time mangement" component.  To borrow from Total Quality Managment philosophy; there are two definers of time in any project or endeavour.  "Total Elapsed Time" which, as the name implies, is the total time devoted to the project from "cradle to grave".  "Hands on Time" is the actual time required to build the "widget", fix the piece of equipment, etc. 

So, for example, the time a technician spends replacing an alternator is the "hands-on time".  This seems to be the time most managers focus on.  What about the time the parts personnel spent locating and purchasing the alternator?  If, stocked part, what about the time spent placing it in inventory and assigning to work order?  What about the time spent by finance personnel to pay the supplier of the part?  What about the time the manager spent scheduling the repair and writing the service request?  What about mechanic clean-up time?  This cleanup would include work area and self.  Diagnosis time is part of the process, also.  Alternator replacement is a relatively simple task, think about a project where some design and fabrication are involved..............the bulk chloride storage and pumping stations we install are an excellent example.  The are not "cookie-cutter" systems, each one require individual design which entails meeting with customers and collaboration on design, locating and purchasing components, pre-construction site meetings, etc.  The total   time (elapsed time) involved in any project or process must be compensated or you will be out of business, publice or private.  The best practice is a continuous  review of time required for every job, both elapsed and hands-on, to locate areas where time can be "shaved off" the process.  This is done by well managed successful organizations. 

The best and most successful way to scrutenize jobs and time committment required for those jobs is to involve all players in the process and glean their input.  The manager is then reponsible for taking this input and blending it together in a more efficient operation.  Not every attempt will be successful, but keep in mind, non-successful initiatives still provide a learning opportunity. 

Effective teamwork is the first step.  And, as Stephen Covey teaches: "Begin with the end in mind".  Set a goal or a few goals, not too many or you'll be overwhelmed.

An exercise which can be a real "eye-opener" is a "flow chart" depicting all the steps required (or so you thought) in completing a job/project.  It needs to be 360 degrees (cradle to grave).  This will take a little time and thought if done effectively but is well worth it.  I am confident once you complete this exercise, the areas needing improvement wll be very obvious.  You will not need to perform this exercise for every task performed in your facility.  You'll see why.

Once you complete the time study exercise you can start using your findings to develop "vehicle equivalency units" (Google this term for more information; U.S. Air Force and U.S. Army both use this process) which will provide you with data needed to justify staffing, identify repairs/processes that lend themselves to outsourcing, identifying repairs/processes that are better done "in-house", plus the "ammunition" you need for governing commisssions or councils that you are obligated to report to and acquire budget monies from, which are looking at justifications based upon some type of measurable.  You can also utilize this data for identifying equipment for replacement and help refine equipment specifications.  You can justify purchase of expensive shop equipment and tools that reduce time involved and increase productivity. 

I would suggest, YOU be the one who scrutenizes time requirements and develops methods to streamline your operation.  Don't leave it to the "bean counters".  If you choose not to spend the time on this excercise, rest assured, the "bean counters" will and you will not be happy with their recommendations. 

More to come;  As the song proclaims "We've only just begun"............

Old Plow Trucks

This video can be found on you tube and also on Truck & Trailer Specialties website:  http://www.ttspec.com/.  I highly recommend that you visit the Truck & Trailer Specialties website as there are several videos covering snow & ice equipment and technologies that you wll find interesting, even if you are not in the snow & ice control business.  While you are on the site, sign up for our newletter.  It is free, will provide you with information & resources you might be lacking, and you can always end your subscription at any time.  There is a lot going on right now, I have several "irons in the fire".  It is fun & rewarding but also tiring & busy.  We, Truck & Trailer Specialties, do have a new Cat CT660 vocational truck in our lot awaiting dump body install.  I will send some photos and specification information when I get some free time.  Enjoy the video!

Fleet Management 101; Post #2: Costs

Know your costs!!  Do you?, know your costs?  What are employee costs?  Wages?  Benefits?  Contributions made by employer for workman's compensation, unemployment compensation, retirement, insurances, uniforms, training, tool allowances, etc.  What are your overhead costs?  Building & grounds including payments, taxes, insurances, maintenance.  What about electric, water, heating, How are costs allocated?  How do you support parts room and parts room personnel?  How do you account for support persons, i.e. secretaries, laborers, etc.  Who pays the wages of supervision?  I have encountered way too many public employees who naively believe they are more competitive against the private sector soley due to the fact that the public sector is not profit driven.  The fallacy in this belief is the persons espousing it, don't factor in all their true costs, i.e., the fully burdened labor costs.  First and foremost, we must figure our true costs, don't cheat.  We cannot improve unless we know our current status.  Figure your costs and then look for ways to decrease those costs.  Next, develop ways to increase productivity and efficiencies, or vice versa.   For example:  if your true costs are $60.00 per hour per employee, your costs are $1.00 per minute.  A ten minute "potty break" cost your organization $10.00 and there is "no return on that investment", well maybe for the employee.  If your public sector shop mechanic spends two hours on a complete brake replacement, your labor charge for that job is $120.00.  What if you can decrease the time required by that mechanic from 2 hours to 1 hour simply by changing the layout of his work area, location of his tools, and deliver the parts needed to his work area by parts room personnel?  Your labor charge for the same brake job is now only $60.00.  In doing this, you have decreased overall time required on this job, but not his "hands on" time he needs to actually perform the brake job.  What you need to find out is, how much total elapsed time is spent on any given task and how much is actual hands-on time.  You want to streamline the task so the time committed is actually working on the equipment; i.e. "hands on time".  I plan to offer tips on cost containment, ways to increase efficiencies and ultimately increase productivity.  We will also need to figure out what we are really good at and what we should outsource.

Underbody Scraper Versus Front Mounted Plow

I read an article in Better Roads magazine which dealt with winter maintenance and Clear Roads sponsored plow design projects.  One of the concept plow designs is a front mount snow plow with multiple blades, including;  a flexible cutting edge that adjusts to the contour of the roadway, a scarifying blade that cuts into hardpack and ice, and a  rubber squeegee blade that removes excess liquids and solids that other blades miss.  DOT's from the states of Iowa, Indiana, Ohio, Wisconsin, and Minnesota have partnered in this testing and evaluation process.  You can find information on this project and many more at:  www.clearroads.org.   What I found intriguing in this article was the feedback from Wisconsin, Indiana, and Ohio DOT's concerning the scarifier portion of the multiple blade front plow, these DOT's were not impressed with the scarifier piece and were more in favor of using underbody scraper blades for cutting into hardpack and ice.  Being a former employee of Michigan Department of Transportation, an organization that uses underbody scrapers exclusively for snow & ice removal, I found this very intriguing.  Especially considering I had just returned from a family reunion in southern Indiana where I had an interesting conversation with a cousin, Josh Asdell, who is employed by Indiana Department of Transportation in Sullivan.  Josh shared with me they had received a plow truck with an underbody scraper and he was anxious to operate it.  He thought it looked a whole lot more appealing than hauling around a front snow plow.  I would be inclined to agree.  Prior to leaving MDOT, we researched pro's and con's of retaining our underbody scrapers or eliminating them in favor of exclusive use of front mount snow plows.  There are pro's and con's for each, but after careful consideration, we concluded that we had the best set-up.  MDOT snowplow operator's rarely use a front plow for removing snow from the trunkline.  Plows are used for pushing back snow banks and even that is becoming more infrequent since the implementation of mid-mount wing plows.  Another point I would offer, implementation of an effective anti-ice program will greatly reduce hard pack and will hasten the post storm clean-ups. The plow evaluation report can be viewed at:  www.clearroads.org/multiple-blade-plow-prototypes.html. 

Fleet Management Techniques & Software Series 101

I will be offering a series of articles containing fleet management techniques and processes that I have learned and implemented over the years.  A very important component of sound fleet management is a comprehensive but "user friendly" fleet management software package.  In my recent "Roads Scholar" post, I forgot to mention that Dave Budd  (the "Roads Scholar) was the individual responsible for introducing fleet managment software into Michigan Department of Transportation.  In 1993, Dave purchased an "off-the shelf" fleet management software package called "Qquest".  I think he bought five programs (they were DOSS versions) for $300.00 each.  He distributed 3 in his area and sent me 2.  One of those programs opened the door to fleet management software in MDOT.  Robin Lester and Keeley Farrell undertook the initiative to get the program updated to "Windows" and they key punched in all the region fleet data..  That very program was the program used when the Paw Paw Central Repair Facility was opened on August 5, 1996.  The very first repair facility and region in Michigan Department of Transportation history to utilize fleet software. 

I doubt you will ever find any of this information mentioned in the MDOT historical files.  Working for government is very much like urinating in your dark navy blue trousers.............no one notices it but it does leave you with a warm feeling inside....

Stay tuned for some very practical and useful fleet management tehniques. 

Anti-Ice Tanker News Article MDOT in 2000

ROAD CREWS MAY WARM UP TO NEW ANTI-ICING TRUCK
The Michigan Department of Transportation (MDOT) will test a new anti-icing truck this winter in the Kalamazoo area. The 5,000-gallon tanker will operate on I-94 and M-31. The unit is capable of covering 165 to 250 lane miles with anti-icing material in one trip, "five times as far" as the old 1,000-gallon trucks, said Mark Lester, regional equipment manager for MDOT.

The truck cab is equipped with a global positioning system that is able to provide and record application data. This notifies the truck driver of the rate of application, route, road temperature, truck speed and the time and date of application. This ensures a uniform coverage of anti-icing material to the roadway and allows drivers to pick up where a previous driver left off.

"By eliminating the cost of extra operators, trucks and hours, this single truck can do the same job of three to five trucks with a savings potential of hundreds of thousands of dollars per year said State Transportation Director James DeSana.

For more information, please see:
http://kz.mlive.com/news/index.ssf?/news/stories/20001128kmdot.frm

Hey folks, I found this on-line and it is as relevant today as it was when written in 2000.  When doing anti-icing applications, bigger is better.  I still don't know why everyone does not anti-ice?  It can pay back in big ways, especially in the after storm clean-up.  You apply the chemical prior to storm during regular work time, on decent roads, at highway speeds.  Agencies could even collaborate on equipment and applications by mutually investing in tanker.  Perfect application for Swaploader would be interchangeable tank, salt hopper, etc.  Equipment truck with controller that can handle granular, prewet, anti-ice, and booms.

Winter Snow Removal Efficiencies

One Response to Why Should You Add Liquids to Your Winter Operations Arsenal?

1. Mark Lester says:

   September 10, 2011 at 7:53 am

   Thanks for sharing my comments. Seems like there are two areas of “contention, if you will” in snow & ice control operations. One seems to be adding liquids to your “snow fighting arsenal” and in what context, i.e. prewet, anti-ice, etc. and the other is in the addition and use of wing plows. WIng plows have become a standard spec. item in most fleets but there are still a few hold-outs. Adding liquids and wing plows to your winter snowfighting “tool kit” will: a.) increase your efficiency by increasing your productivity, b.) provide a better service and end result to your customer, c.) your customers will notice the results quicker d.) and ultimately you have satisfied cusomers which means you have a happy board or council. The “icing on the cake” is you can have an increased level of service and productivity with decreased manhours. It would be great if we could create a message board or discussion group so those that are using these techniques successfully could share their processes and successes with everyone.    check out:  http://www.deicemandave.com/.  and  http://www.ttspec.com/. 

Why Add Liquids To My Snow & Ice Control Operation?

Why should you add liquids to your snow & ice control operation when you have always salt in a granular form and it works?  I have to be honest with you, this is a "trick question".  Everyone engaged in snow & ice control utilizes liquids..............don't believe me?  Call your old high school chemistry teacher and ask them to explain the process of melting snow with sodium chloride (rock salt).  Or I will be happy to explain, granular salt is ineffective in melting snow or ice.  The granular salt must attract water and transition to a liquid state (brine) before it becomes effective.  There are a couple of methods to speed up the melting process:  A.)  apply in a very concentrated application (apply in band rather than broadcast).  Try it for yourself on your own sidewalk this winter, throw out a handful of salt like you are feeding chickens in one area and then pour the entire handful in a concentrated application.  Compare the results after about twenty minutes.  In a trunkline application, you would apply the concentrated band of salt on the crown of the road or high side of ramp and allow gravity and traffic to assist in the effectiveness of the salt brine.   B.)  the other method is to apply a liquid chloride from the "get-go" or prewet the granular salt.  You will notice an almost instant response and you'll discover you can use less granular and obtain better results.   If you really want "more bang for the buck", apply prewetted granular salt in a concentrated pattern.  If you prewet with calcium or magnesium chloride, you can lower the melting temperature giving yourself the ability to apply salt and have it be effective at a much lower temperature.  Now you are a hero to the motoring public and ultimately with the police agencies and politicians.  How's that for job security?  Have a anti-corrosive additive included with your liquid chloride purchase and reduce equipment rust & corrosion damage, liquid product pump lock-ups, etc. and now you are a hero with your fleet maintenance folks.  So, the answer to the original question is:  We are using liquids.  The next question:  why are you not expanding your liquid use?  The legitimate answer might be:  our budget will not allow us to purchase the application and storage systems for the liquids at this time.  There are many different options and you should contact us:  http://www.ttspec.com/.  If you answer:  1.) well we always done it this way  or   2.) our employees are afraid it will reduce "their overtime",  then you are not a good steward of the taxpayers tax dollars and you need to retire.   

Wing Plow Use in City and Muncipal Snow Removal Operations

To all those "nay-sayers" who question the advantage of wing plow usage in cities, villages, and other urban settings, I have to say you should reconsider.  Pictured is a newly completed single axle plow truck with underbody scraper and mid-mount wing for the city of Kentwood, Michigan.  For those that are unfamilar wih Kentwood, it is suburb of Grand Rapids in west Michigan right on the edge of the lake effect snow belt.  Kentwood is not the only Michigan community to utilize wing plows and realize their effectiveness.  The community of Monroe, Wisconsin (where Monroe Truck is located, primary maufacturer of snow and ice equipment including wing plows) uses wing plows on their city trucks quite effectively.  I observed, first hand, a Monroe City Snow Plow truck clearing a city street with diagonal parking using a plow truck with wing plow and in one pass he cleared most of the lane and the parking area.

He was clearing the streets very early before there was much traffic and I assume there was a winter parking ordinance in effect.  Granted, wing plows won't necessarily work well in every application but they do have their place.  Winter operations folks should rethink their snow removal practices and objectively consider process improvements and improved efficiencies.  When I was in the MDOT fleet arena, I always observed "what the other guy was doing" and what results "he was obtaining".   Don't be an "ostrich".........you know what body part you expose when you bury your head in the sand!

Snow & Ice: Truck & Trailer Specialties Wing Plow Video as see...

Snow & Ice: Truck & Trailer Specialties Wing Plow Video as see...: "http://youtu.be/pzKNLtzPOGY You'll love this video if you like old vintage snowplow trucks. Includes footage of Ionia County Road Commiss..."

Truck & Trailer Specialties Wing Plow Video as seen on youtube

http://youtu.be/pzKNLtzPOGY

You'll love this video if you like old vintage snowplow trucks.  Includes footage of Ionia County Road Commission Plow Trucks from winter of 1936 plus modern wing plow equipped trucks from Barry and Kent County Road Commissions, winter of 2010/11.

Bulk Chloride Storage and Pumping Station Installation Completed

Per prior post, we have finished this project..........almost.  Waiting for the electricians. 

Snowplow truck featuring latest technology

http://www.macombdaily.com/articles/2011/07/28/news/doc4e323273615f0638374624.txt?viewmode=fullstory.

The snowplow truck featured in this link was built by Truck & Trailer Specialties in Dutton, MI. for Macomb County, Michigan.  This truck features teh latest technological options for snow removal on public thoroughfares.  It can respond to various types of winter weather conditions.  It is equipped with granular application capabilities with on-board prewet system, anti-ice application capability, salt grinder to grind salt into fine gradation for faster and more complete mixing with chlorides to melt snow & ice much quicker at slightly higher ambient temperatures on multi-lane roadways.  It uses a pneumatic single joystick controller and the new touch screen Bosch Rexroth controller for all salt and liquid applications.  The truck is equipped with underbody scraper blade and wing plow allowing it to remove fifteen foot swath of snow in every pass. 

Liquid Chloride Bulk Storage & Pumping Station

Here is our latest liquid chloride bulk storage and pumping station.  It is still a "work in progress".  This agency furnished their own storage tanks (two 10,000 gallon HDLPE tanks, one with eductors and one without) and they constructed the cement containment area.  We, Truck & Trailer Specialties, provided and installed the pumping stations (2) and the flow control & monitoring systems (2).  One pumping station will easily handle two bulk tanks, in this case, the agency is considering evaluating two different chloride blends, so doesn't want them mixed together.  The pumps are located under the stainless steel enclosures (look like a doghouse).  Each pump is 200 gallon per minute centrifugal pump, self priming, powered by 5 horsepower, electric, single phase, 230 volt motor.  Each set-up has a Y-strainer on fill circuit (from product supply tanker), and on the discharge side (pressure) has a flow meter and banjo boom valve wired to a Raven Max Flow liquid batch controller located in the gray plastic enclosures.  These units are designed to monitor product being pumped off delivery truck and product being pumped into ant-ice or prewet tanks or even product applied directly to loads or to salt piles in storage sheds.  You enter number of gallons desired in the controller, then the flow meter  monitors gallons pumped and when the rate you selected is acheived, the controller will send signal to boom valve to shut off flow while at same time sending signal to switch shutting off electrical supply to product pump.   How's that for slick?  We have options for double wall storage tanks (self contained) eliminating the need for a cement containment area.  The double wall tanks are much more expensive than the tanks in picture but are very much more economical than the cement containment area.  Plus, self contained tanks can be moved, cement containment areas cannot.  Something to consider in these financially stressful times.  Please contact me with questions or concerns dealing with any liquid chloride bulk storage & pumping station.  We have yet to plumb and wire this system, I'll send pictures of completed project.  

www.ttspec.com.

Serious Liquid Application Tanker, not for the "faint" hearted

Liquid application trailer set-up for dust control and anti-ice applications.  Two 3,250 gallon poly tanks on galvanized trailer frame with tag axle.  Tanks plumbed so liquid can be drawn from both simultaneously or individually.  Has two spray bars, one with fan nozzles and boom buster nozzle for dust control spraying and one with streamer nozzles for anti-ice application.  Operator has ability to use off rear tank first keeping liquid in front tank and maintaining weight on tractor drive axles so as not to lose traction.  Contact Truck & Trailer Specialties for more details.  616-698-8215. 

Death Valley 20 mule team picture to accompany "Put a pencil to it" post

This picture was supposed to accompany "Put a pencil to it" post. Well, her it it. 

Put a pencil to it!

The picture is me sitting on rail fence in Death Valley, California.  Behind me is one of the wagons used for transporting Borax out of Death Valley by the legendary "20 mule teams".  Actually the two animals hitched closest to the wagon were draft horses.  More on that later, the picture has little to nothing in common with the title of the post.  Although I guess the teamsters had to put a pencil to their operation, one challenge they had to figure was lack of water and the water requirements of draft animals.  Which is why they chose the mules, they consume less water than horses.  And water tank wagons were part of the convoy.  What I wish to share is the different opinions concerning liquid chlorides, including salt brine (sodium chloride).  There are many factors to consider when choosing and using liquid chlorides, including performance characteristics, cost, temperature, equipment, damage to equipment and/or infrastructure, damage to environment, etc.  Cost of product is a big issue and I have heard many individuals promote salt brine based upon purchase price.  Some agencies mix their own salt brine, which is great.  But, contrary to claims that salt brine can be mixed for $0.10 to $0.20 per gallon, I would have to question that logic.  "Put a pencil" to it!  What is cost of salt?  What is cost of water?  If you have city water, you are paying for it.  If you have well water, you pay the electricity to pump it.  Did you purchase a brine maker, if so, what did it cost?  Did you make a brine maker?  If so, there is parts and labor costs?  What is the cost of labor to make the brine?  Unless your employees are volunteers, they are receiving a wage and benefits.  If employees are busy making brine then there is something else not getting done.  Or, you are a very lucky agency who has yet to undergo any staffing cuts.  I am not advocating that no one should be making or using salt brine, but I do want everyone to be honest, at least with themselves, when they are calculating "cost of doing business".   My personal opinion, as a "fleet guy", is to use a chloride with a corrosion inhibitor, whatever that may be.  Corrosion inhibited chlorides reek much less damage and destruction to winter maintenance trucks and equipment, including applicator pumps.   That results in true cost savings.  And on that subject; I was approached by several companies promoting salt neutralizers to use on our equipment.  I never used any because:  A.  it is very expensive if you have many trucks (we had over 100) and use it regularly  and  B.  soap and water after every snow event work wonders on removing salt and brine plus the purchase price is very low compared to "special neutralizing agents".   Just takes some "elbow grease".  Don't believe me?  "Put a pencil to it"!

Look at this "Big Boy"

This set-up is the complete package for winter operations.  It has anti-ice application capability with 3 lane boom set-up.  It is equipped with 700 gallon liquid storage capability.  Has the Monroe salt crusher to grind up salt into fine granules and saturate with liquid chloride(s).  This is same process accomplished by Epoke but at much less cost and utilizing all American parts and labor.  In addition, the heavy duty 201 stainless hopper is equipped with it's own self storage legs.   This unit is being readied for delivery to Macomb County Road Commission by Truck & Trailer Specialties.  http://www.ttspec.com/.

KY-1 Y-chute with Double Short Chutes

Note the Y drop chute salt distribution attachment in photo.  Thise is a Michigan Department of Transportation standard winter maintenance truck component.  This device has virtually no moving components and provides economical means to apply material in a "band" on centerline/crown of road per National Salt Institute guidelines.  Note the short drop chute on passenger side between spinner housing and discharge spout.  This short drop chute allows the driver to deposit material in wheel tracks behind truck tandems, in "iced up" passenger vehicle wheel tracks, in one traffic lane only rather than on center line, compensate for wind when applying material, and more options for material placement on ramps.  Now, thanks to MDOT Kalamazoo Maintenance garage, a short chute has been added to the driver's side of the unit providing the driver with the same advantages on left side material discharge as they have on right side.  This modification is simple and relatively inexpensive.  The "slang term" for the newly modified chute is "KY-1".  This attachment is manufactured by Monroe Truck, Snow & Ice Division and available from Truck & Trailer Specialties in Dutton, Michigan.  www.ttspec.com.

Bulk Liquid Chloride Storage & Pumping Station Automatic Flow Control System

Flow control system featuring Raven Flow Max 810 controller

Read my book: titled: "Common Folk": available from LuLu Publishing

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Bulk Liquid Chloride Storage & Pumping Station Print

Click on post title: Bulk Liquid Chloride Storage & Pumping Station Print, you will be directed to my profile page on www.docstoc.com. where you can preview and/or download the print.  The print depicts the Truck & Trailer Specialties design which features the automatic flow control option.

Directions to access Docstoc

To access my documents on Docstoc.com where I am storing PDF files, such as Chris Deal Rollrite Tarp Modification:

Double click on post title:  in this case; double click on Chris Deal Rollrite Tarp Modification.

Double clicking should bring up my profile page on Docstoc.com.

You will see the PDF file containing the Chris Deal tap modification print.  Click on the file to open it.