Filed under: Trucks
Outfitting a mixed vehicle fleet with the right tires is a much about strategy and dealer relationships as it is about tire technology or capacity.
By Dan Calabrese
For fleets that operate a wide variety of vehicles, with an even wider array of uses, on of the most underappreciated maintenance challenges may be to properly equip their vehicles with the right tires. Municipalities and utilities with their typical array of light- and medium-duty trucks have to manage the variety of sizes and uses.
But is it really that complicated to procure or supply tires for a fleet with a broad mix of vehicles? Granted, different-size vehicles with different uses will use different-size tires and different wheel types. Surely any competent tire manufacturer or dealer can make, sell and install what they need, can’t they?
They can, which is why the challenge in meeting the tire needs of mixed-vehicle fleets is on of knowledge, strategy and even relationship-building, more so than of technology or capacity.
“Here’s the issue,” said Guy Walenga, director, engineering, commercial products and technologies, Bridgestone Firestone North American Tire LLC. “The commercial tires are not one-size-fits-all, and not even one type of tire fits all. You have different sizes for different applications for different wheel positions – steer drive and trailer – so you have multiples of traces in tire design, and then from vehicle to vehicle might be a tire-size issue. You can see how complicated it can be.”
Jim Thompson, manager of fleet technical services for Alabama Power, handles a fleet of 4,300 vehicles, ranging from quarter-ton pickups to 6×6s. He sources most of his tires through a contract with Michelin Tires North America, but his crew reserves the right to go elsewhere if a specialized need calls for it.
“They’ll work with the Michelin group to determine if the trend is aggressive enough, and that aggressiveness request is coming from the crew,” Thompson said.
Alabama seeks more aggressive treads for vehicles that operate off-road the majority of the time, and goes less aggressive for those for vehicles that are off-road less than 20% of the time.
Thompson said speed limitations also are an issue.
“We got into a big program about two years ago where people were putting on tires and getting more aggressive [with treads], and weren’t paying close enough attention to the speed ratings on the tires,” Thompson said. “We had to come back and put out some information – bulletins and placards – where we identified where a vehicle might be 60% off-road, and might have a 55-mph speed rating on it.”
The city of Napa, Calif., places a high priority on the use of retreads wherever possible – both to save money and to reduce the city’s environmental impact.
Rick Longobart, fleet services superintendent in Napa, said retreading works on only about 20% of the city’s vehicles – and is absolutely forbidden for certain uses, especially for police cruisers – but is nevertheless a priority.
“We’re reducing the overall cost of the tire, and of our dependence on foreign oil,” Longobart said. “And if we can reduce our energy consumption by buying a retread, and it’s feasible and legal to put on an application, we’ll run a retread tire.”
That strategy, Longobart said, helps keep the city’s spending on tires below $30,000 a year. All told, Longobart said, the city goes through about 300 tires each year.
But how do you know that you are spending the right amount of money on tires? For Longobart, it is an inexact science, but is based on certain expectations.
“I think the question is how do you know if you’ve budgeted enough for the amount of tires you need?” Longobart said. “It’s safe to say that the largest percentage of an operational budget for a fleet is in three areas – fuel, tires and brakes. They’re wearable items and they’re going to be replaced at some point in time.”
Gary Fredericks, truck tire sales manager at Toyo Tires, said fleet managers can apply certain rules of thumb to determine the correct level of spending. Where he believes most go wrong, however, is in focusing on acquisition costs rather than ongoing operational costs.
“If they’re interested in lowest operating costs, cost-per-mile is what they should use to determine the value of what they’re paying – whether they’re paying too much of whether they’re paying the right amount,” he said.
To figure that, Fredericks said, fleet managers should multiply tire costs by their number of wheel positions, and then by the number of annual miles the fleet travels.
But is there really a “right” amount? In response to the question, Fredericks says there is not.
“I understand what you’re trying to do, but it’s not a simple A-B-C proposition,” Fredricks said. “There’s no rule of thumb about what you should spend. There are always manufacturers, such as us, that are constantly testing products against our competitors to determine what works, considering application specifics. So it’s a matter of getting the right product application to optimize the product cost per mile.”
Less-than-truckload giant YRC Worldwide Inc. spends about $45 million a year on tires, and with that much money, “you’d better have a good program,” said Don Pabst, vice president of equipment services.
For YRC, which uses five different tire sizes and eight different tread designs, a good program places a premium on good strategic decisions about when to retread or when to replace casings or tires themselves.
“We wear drive tires on a single-axle application out very fast because there’s a lot of torque on the scrub,” Pabst said. “Naturally, you run the rubber off them pretty quick, so in six or seven months you’ve driven through four drive tires.”
Fleets that want to simplify their tire strategies can always standardize their tires, even for mixed-vehicle applications, but that is a complicated proposition unless you design your fleet with such a strategy in mind at the outset.
UPS Inc. puts that same tires on different kinds of vehicles and that simplifies the process, said Kristen Petrella, a UPS spokeswoman.
“We do have lots of standardization in our fleet that makes it less complicated than it might seem. A lot of our vehicles take the same tire, and we have a lot of the exact same delivery truck, which all take the same tires, and our tractor-trailer vehicles all take the same tires,” she said.
With the economic times putting a crunch on budgets, parts and service maintenance could be affected. In order to meet the demands of our customers, while providing an affordable solution to the diminishing budget, Navistar introduced PartSmart product line.
Don’t be misled, PartSmart products are of the same quality as OEM, but without the price tag of an original equipment part. An a recent interview with Heavy Duty Trucking, Rommel Miranda, vice president of worldwide parts sales and marketing with Navistar said, “I think there’s a definite opportunity to reduce the cost per mile. When a customer really does a cost benefit of OE vs. private label vs. value line, they take into consideration the trucking segment, and the time they’re going to keep the truck in service.”
When buying PartSmart and OEM parts, understand that when buying from Hoglund Bus Company you will receive the best solution for budgeting constraints. We also ensure that you receive parts quick and carefree with our on site delivery service.
During January 8-9, Hoglund Bus Company participated in the Annual MAPT/MSBOA Winter Conference. This year our booth had a fastest speed pitching cage where contestants pitched to see who had the fastest speed. Prizes included camping chairs with the Hoglund logo on the back.
The show also allowed us to show off Hoglund Body and Equipment’s Fabrication Shop products. The bus that was brought to the show included many compartments that the body shop is able to fabricate to the undercarriage of buses. The bus and the pitch booth were both great successes.
For more information on the products offered from Hoglund Body and Equipment email: marketing@hoglundbus.com
Filed under: 2010 Emissions, EPA, NAPT, School Transportation News Magazine
From keynotes to classrooms, finding and saving money was the topic of interest at this year’s NAPT conference
The economy, although not the central theme of this year’s NAPT conference, was felt throughout the many classes, speeches and the overall mood of attendees in late October and early November. It was a popular topic of discussion heard in the halls between classes and in more than one keynote.
“We are seeing the interest level rise exponentially,” said Jim Blubaugh, director of the EPA’s Clean Diesel program, when speaking about the number of applications his office had received during the last few grant opportunity periods.
When the program first started in 2003, the total monies available only added up to $5 million, a drop in the bucket compared to the $300 million tied to the American Recovery and Reinvestment Act. NAPT was the last to receive the funding, a move Blubaugh called “saving the best for last.” Th e $5 million dollar grant, entitled the National School Bus Equity Investment Lease Program, will be used to reduce monthly lease payments for repowering approximately 175 school buses with compressed natural gas (CNG) engines.
The last round of applications also showed that the industry is really ready to invest in cleaning up the air around school buses, with grant hopefuls ponying up $2 billion in matching funds to the $2 billion in applications.
“Competition is fierce,” said Blubaugh. “Our environmental and economic futures are inextricably linked.”
-School Transportation News 1.2010
Filed under: Commercial Buses, Evan Saxton-Williams, Fuel Economy, Hybrid, Minnesota, Scott Gretsch
Metro Mobility’s first hybrid electric vehicles are now on the road. The 15 new buses, purchased with federal stimulus dollars, replace 15 high-mileage diesel vehicles in the existing fleet. Metro Mobility is a public transportation service for people with disabilities and is operated by the Metropolitan Council.
The buses are equipped with wheelchair lifts and other safety features and cost $110,000 each. The funds to purchase the buses came from $70.6 million appropriated to the Council earlier this year by the Federal Transit Administration (FTA) for metro-area transit projects. The bulk of the stimulus dollars for transit were used to purchase 90 buses for the Metro Transit fleet, 27 small buses for dial-a-ride service, and help reduce a projected transit shortfall.
The new Metro Mobility hybrid buses sport the service’s new logo and striping.
“The Council fared very well under the stimulus program,” said Chair Peter Bell. “We not only secured new vehicles under this program, but vehicles that are more fuel efficient. That’s very much a priority for this Council.”
Buses improve fuel economy by 30%
Metro Mobility officials say they expect the new hybrid buses to improve fuel economy by nearly 30% and produce significantly fewer carbon emissions. In addition to the improved fuel economy, the hybrid technology should reduce wear on other major vehicle components and extend the life of the vehicles by 25%.
Customers will easily be able to spot the new buses, which sport the service’s new striping and logo. The new graphics are more integrated with Metro Transit’s to better reflect the region’s family of transit services.
More hybrids on the way
In addition to the initial appropriation from the federal American Recovery and Reinvestment Act, the Council and Metro Mobility applied for and received another $1.1 million in competitive stimulus monies that will be used to purchase an additional 10 hybrid electric buses for the Metro Mobility fleet.
The grant was awarded as part of the FTA’s 2009 Transit Investments for Greenhouse Gas and Energy Reduction (TIGGER) program. These vehicles are scheduled to arrive late next summer.
The Council was one of 43 entries awarded funding to purchase “cutting-edge environmental technologies.” Bell said the Council continues to seek out and secure federal economic stimulus funds to benefit metro area residents.
-Metropolitan Council 11/2009
Filed under: Laws
A state representative last week filed the most recent attempt to require seat belt restraints on newly purchased school buses.
The Minnesota Association for Pupil Transportation Board of Directors said this week that any mandate should be funded by the state legislature. MAPT estimated that it could cost between $8,000 and $9,000 to install lap/shoulder belts in each newly purchased large school bus.
HF No. 2581, introduced by Rep. Lyndon Carlson Sr., would amend current Minnesota statute by mandating that new buses purchased after Dec. 31 of this year must be equipped with an approved three-point lap/shoulder belt in each passenger seating position. Previously, a statute only made a provision that authorized school buses to be equipped with a lap belt or shoulder belt system.
All students would also be required to use the seat belts unless the school district received notification to the contrary from the child’s parent or guardian. In the case of a wrongful death lawsuit, no school district, school bus driver, school personnel or volunteer could be found liable for failing to assist a student with adjusting, fastening or unfastening a seat belt on a school bus.
If passed, the bill would also strike the word “school bus” from a list of vehicles exempted from license fees that must be equipped with seat belts in the front seat position. The bill was referred to the Education Policy Committee.
-School Transportation News 1.12.10
Warrenville, Ill.-based IC Bus, which describes itself on its website as the only manufacturer of hybrid school buses, says its bus reduces greenhouse gas emissions by 40% and improves fuel economy compared with a regular diesel school bus. The company created an essay contest to encourage students from kindergarten through 12th grades to start environmentally friendly programs in their schools.
Deb continues to be a very valuable asset to the Hoglund Team. Deb thinks Hoglund Bus is a great place to work for, and she says the employees here are the best! Before working at Hoglund Bus, Deb’s first job was clipping turkey toes.
When Deb isn’t working she loves spending time with her family, consisting of her daughter Nikki and fiance Brandon, and her Cocker Spaniel named Lacy. Deb also enjoys baking.
Thanks Deb, for a great 25 years!
Filed under: Uncategorized
We are excited to participate in the Salvation Army Adopt-A-Family program this year. The Adopt-A-Family (AAF) program matches impoverished families with individual or group sponsors to provide for their tangible needs at Christmas. Without the benefit of an adoption, these families would be looking forward to a very grim holiday. Being adopted is designed to be a once or, on very rare occasions, twice in a lifetime event for recipient families. When an Adopt-A-Family match is made, the family information and wish lists are sent to the sponsor. The Salvation Army ensures that the family receives the gifts and food during the week before Christmas.
Today’s engine heating systems available for the school bus segment help make vehicle start-up more efficient, reducing idle times and thus emissions and fuel consumption.
While all of the systems detailed here provide preheating for the engine and heat bus interiors in cold weather, not all of them use the same technology. The products from the three companies discussed below offer a variety of unique features and capabilities.
Espar’s E-Guardian system is compatible with biodiesel and features a digital programmable timer.
Espar Products Inc.
Espar Products, based in Mississauga, Ontario, offers its E-Guardian series of engine preheaters, which operate as hot water furnaces, utilizing the bus’ own diesel fuel and batteries to produce heat. The heater’s water pump circulates engine coolant to transfer heat to the engine and heat exchangers. “It’s a true, compact heating system with all components integrated into the system, not just a stripped-down heater,” says John Dennehy, Espar’s vice president of marketing and communications. “The heater is capable of heating the engine, defogging the windshield and heating the passenger compartment, all at the same time.”
The E-Guardian 5 provides engine preheating, instant defrost and driver standby heat. Basic kits for the E-Guardian 5 include the heater, installation kit and crash sensor.
The 8, 10 and 12 models — in addition to the features of the E-Guardian 5 — provide supplemental heat to the entire passenger cabin. Kits also include a protective enclosure, mounting tray and digital programmable timer.
“It is a mobile system, in that it goes where the bus goes — there’s no need for electrical plug-ins,” Dennehy says. “The E-Guardian also features a diagnostic system, making it easy to maintain. The brushless water pump motor and blower also provide reduced maintenance costs and downtime, even as units age,” he explains.
Timer controls can switch heaters on remotely one to two hours prior to engine start-up, eliminating cold starts and operator waiting time. The set-and-forget digital programmable timer allows for continual repetition of the selected cycle event. “The timer helps ensure heater usage, adding to the success of the [operation’s] idle reduction program,” Dennehy says.
The E-Guardian’s compact design allows for a variety of location mounts. Other features include automatic altitude adjustment and a boxed design for protection from the elements. “It’s packaged for turnkey installation, so there are no hidden costs for the school,” Dennehy says.
The 40,000 BTU-plus heating system is approved by the California Air Resources Board (CARB), Dennehy says. It is also verified by the EPA and compliant with Department of Transportation regulations. In addition, he says it is the only fuel-operated heater that is compatible with biodiesel.
Espar’s E-Guardian provides a particular benefit to school bus operations due to the availability of a nationwide service network through IC Bus dealers, Espar MSDs (master sales distributors) and other original equipment manufacturer dealers. “Driver acceptance of fuel-operated heaters has been exceptional, resulting in more successful idle-reduction technology implementation,” Dennehy says.
Ventech’s Liquid Heat Generator system uses hydraulic friction to create heat.
Ventech LLC
Ventech’s rapid heating system, known as the Liquid Heat Generator (LHG), provides a heating capacity of 75,000 BTU to the compartment — 65,000 of which is created in the first five minutes, according to the company.
The elements that make up the system include the heat transfer chamber; the housing and working chamber of the LHG, where heat is generated through hydraulic friction; the manifold, which controls coolant flow and modulation; and the clutch, which is used to disengage the system based on system warmth or driving needs.
“The LHG 513 heats the engine’s coolant without a flame, fuel lines or exhaust,” says Reid Landis, director of sales and marketing. “Our device preconditions the interior of a bus and defrosts windshields, defogs windows and heats the interior.”
LHG serves as the primary heating source for the interior of the bus when the engine is cold or below optimum temperatures, reducing cabin and engine warm-up and idling time, and decreasing emissions by 50 to 70 percent, Landis says. “The heat our device generates goes directly into the heat exchangers on the bus, offering incredible heat even at idle,” Landis explains. “Producing 45,000 BTU of heat to the interior brings school districts and contractors in compliance with any state mandates on idle times and interior temperature minimums — the bus interior must be at least 45 degrees before the first student is picked up in Alaska.”
The heater has an estimated in-service life of up to 3,000 hours and a zero-maintenance feature that eliminates the need for weekly programming, according to the company.
Ventech has established a dealer network throughout North America and will soon be EPA certified, Landis says. The company’s placement on the Idle-Reduction Technology list will qualify its products for grants and funding opportunities. In addition, all LHG 513 manufacturing is done at Ventech’s plant in Wixom, Mich.
Webasto’s larger Scholastic heater model reduces fuel consumption and emissions; the smaller TSL 17 warms the vehicle without having to start the engine.
Webasto Product North America
The Webasto Scholastic and TSL 17 fuel-operated heaters preheat school bus engines to eliminate cold starts and extend engine life. The Scholastic heater reduces fuel consumption and tailpipe emissions, accelerates window defrosting, provides in-duty supplemental heat, stops white smoke at engine start-up, and is EPA verified, according to the company.
When Webasto began developing the Scholastic model, this type of heating system originating in Europe had not been engineered specifically for school buses, says National Sales Manager Paul Baczewski. “Because of some of the fuel regulations, they had to have external parts [to make them compatible],” he explains. “The Scholastic unit is the only product of its type that is fully built for a North American school bus.”
The Scholastic maximizes the heating capacity of the bus’ engine system. “That’s important when you’re transporting students with special needs, where you might have a handicap door that’s open for four or five minutes,” Baczewski says. “You have a massive heat loss. With the Scholastic unit, you’ll have virtually instantaneous heat recovery.”
Baczewski says the Scholastic heater is available through all the major school bus manufacturers and is entirely manufactured in the U.S., in Fenton, Mich.
The Webasto TSL 17 eliminates unnecessary engine idling, which results in reduced emissions by up to 90 percent, according to the company. The TSL 17 is CARB approved and EPA verified. Also known as the Thermo Top, the TSL 17 is a scaled-down version of the Scholastic that is used solely as an idle reduction product, warming the vehicle without having to start the engine, Baczewski says.
-School Bus Fleet Oct. 1, 2009
