Fleet Management News & Business Info | Commercial Carrier Journal
Issue link: http://read.dmtmag.com/i/1004801
58 commercial carrier journal | july 2018 EQUIPMENT: TIRE PRESSURE MONITORING Most applications spec TPMS for the truck and ATIS for the trailer. e trailer's hollow axle makes routing air- lines for re-inflation much easier, and ATIS can be vital for trailers that oen sit off-site for extended periods await- ing pickup and don't receive regular maintenance attention. "It is not just about the tires that leave the yard," Ortiz says. "What about a trailer that has been sitting at a cus- tomer's yard waiting to be loaded?" Intagliata says a tire may not leave the yard underinflated, but it could be damaged while in operation. "In the case of a trailer, you may not see that trailer for 30 to 60 days — plenty of time for a potential tire problem to develop," he says. Keeping them inflating Sharkey estimates the take rate of ATIS to be north of 60 percent on new trailers, and he says there also "is a healthy retrofit market. While the volumes on the vans and reefers are high based on the percent of the market they represent, we see cus- tomers from literally every vocation." Once installed, the maintenance needs of TPMS and ATIS are relatively low-tech, and most problems can be discovered as part of a pre-trip inspec- tion. Depending on the duty cycle, bi-annual to annual inspections are recommended, Ortiz says. Trost says occasional inspections may be performed to identify any potential leaks in the air system or tire hoses and to retighten fittings as appropriate. For TPMS, the required maintenance typically is limited to reprogramming sensors when they are moved or replaced, Intagliata says. "With TPMS, much of this is more related to monitoring battery life and battery replacement," Sharkey says. "With regard to ATIS, operators should always verify that the system is turned on, which can usually be accomplished with a visual check that the on-off valve is in the 'on' position." Periodic maintenance guidelines provided by the manufacturer typically include a check of the output pressure from the control box, tire pressure checks and making sure the indicator light is functioning. A leaking connec- tion or worn component will cause the system light to activate; the leak's loca- tion can be identified with soapy water. The big payback Fleets generally aren't anxious to implement new technology unless they can reap some kind of benefits quickly, but those calculations – taking into account fuel savings and tire life – oen can be complex. "ere are several benefits of run- ning either ATIS, TPMS or both," Shar- key says. "e ones that are quantifiable include fuel economy, improved tread wear, roadside call avoidance and labor savings. e individual impact of them will, of course, vary with vocation." In specialized short-haul applica- tions, fleets find that more of their savings come from reduced roadside calls versus fuel savings. However, those savings are realized only by fleets that have protocols in place to deal with issues as they arise. "If a fleet doesn't have a process to react to a low tire, they are simply wast- ing their money" on TPMS, Sharkey says. "Aer all, drivers are generally compensated by the miles they drive, not by how much pressure they have in their tires." However, a payback calculation oen doesn't need a lot of variables, Inta- gliata says. "In general, TPMS pays for itself if you avoid one on-road tire failure," he says. "When you add up the cost of the tire, road call and downtime, the investment you made in TPMS is more than covered." Sharkey and Ortiz both estimate ATIS payback is about 12 months. "is return on investment is based on the quantifiable aspects," Sharkey says. "Items such as safety, driver sat- isfaction and retention, casing utiliza- tion and hours-of-service efficiency are icing on the cake." Esco's TPMS is designed to read and record abnormal air loss over a period of time due to a puncture or leak in the tire/rim and also detect heat buildup in tires. The system is installed inside the wheel/tire cavity in the drop center of the wheel to help prevent damage or theft. TST's Full Color Wide Screen Display is designed to monitor tire pressures and temperatures and is engineered to be used with all existing sensors. It can manage a psi range from 0 to 214 and report tire pressures while the truck is stationary or in motion. The display uses audio and visual alerts to notify the driver of a problem, and an autosensing feature allows the monitor to be adjust- ed for the load being hauled.