When it comes to understanding the potential issues of operating a fleet of trucks in winter conditions, few fleet engineers will be better prepared than Krzys Dziama, a principal consultant at engineering and design consultancy Atkins Réalis. He previously worked as engineering manager at Land Rover and has since been involved with the specification of over 800 gritting trucks – as well as overseeing their delivery to national and local road authorities throughout the UK and Ireland.
Dziama’s work on the gritting trucks involved assessing the performance and reliability of the existing fleets and developing suitable replacement strategies in addition to overseeing the build, delivery and implementation of replacement vehicles. “Aside from components that wear quickly due to the harsh environment that they operate in, electrics are the biggest issue in winter conditions,” he reports. “The issue is not so much with the manufacturer’s original chassis – and one can generally expect that the manufacturers that are prepared to offer the best warranties are the best performers in this respect – but where bodywork and equipment has been interfaced with it.
“It’s all too easy for a small-scale manufacturer to try to save cost by cutting corners and having poor attention to design detail,” he reasons. “For example, gold-plated pin connectors will be far more reliable
than tin: but there’s a cost issue. Problems can also result if wiring harnesses are not made to measure – over-long wiring, which is unprotected, folded up and crunched into place with cable ties, is prone to water ingress and consequent failure.
“Equally, though, the vehicle has to be built to a price which makes it economic to buy and operate in the first place.”
The sophisticated exhaust systems used on modern vehicles can also be prone to reliability issues and corrosion damage. “There are measures that can be taken, ranging from specifying stainless-steel components to using high-temperature anti-corrosion treatments.”
EXPECT THE UNEXPECTED
Freak weather conditions can also wreak havoc, such as the infamous ‘beast from the East’ storm in 2018. “There were repeated instances of windscreen wiper motors burning out,” Dziama recalls. “This was caused by excessive snow build-up behind the bonnet area and wiper blades freezing to windscreens. We soon worked through the national stock of wiper motors! The truck manufacturers’ response is that they can ship more over from Europe overnight, but international overnight logistics tends not to work so well when the country is snowbound.”
And this factor is key to Dziama’s final point. “The reliability of vehicles generally declines with age, but simple routine maintenance and, above all, regular washing is the key to getting the maximum reliable life. If windscreens had been manually cleared and de-iced in line with specified cleaning regimes at shift-end, the wiper failures would not have happened so frequently.
“Ten years is reasonable for seasonal vehicles such as gritters – and it’s what most manufacturers will quote as a typical working life,” he says. “Beyond that, things can get expensive and money that would be better spent as capital expenditure on new equipment ends up being consumed by spares and repairs.”
WINTER BODY READY
Trailers and bodywork should have winter resilience built in, according to Richard Owens, technical support specialist at Don-Bur. He points out that the spray-zinced chassis used on the company’s trailers are naturally resistant to corrosion (and the process is less likely to cause damage at the manufacturing stage than zinc-dipping), but cautions that cleanliness ensures maximum chassis life irrespective of manufacturer or type, as accumulated wet and salty dirt provide an ideal environment for corrosion. Spray suppression mats and shields should also be checked for fitment and condition.
Owens deems a meaningful loaded brake test is an essential prior to the onset of winter – and such tests (or the alternative electronic brake performance monitoring) are a legal requirement anyway. Tyres should also be checked regularly for condition and tread depth.
Electrics are another matter. While Don-Bur makes every effort to ensure the reliability of electrical systems by using connectors and control boxes with high IP (ingress protection) ratings and covers vulnerable components with protective PVC bags, these measures will not be effective unless they are replaced correctly after inspections. ‘Drip loops’ in vehicle wiring, to prevent water running down wires toward vulnerable components and connections, should also be retained.
CLEAN CONNECTIONS
One of the most vulnerable components is the ISO EBS connection between tractor and trailer. “This [connector] must be clear of grease and dirt,” he cautions. “It’s scarily common for them to be caked in filth. It is permissible to use white lithium grease on clean electrical connectors, but even this should never be used on switches as it is an insulator.
“Electrical lines should also be checked,” adds Owens. “What may seem like a good connection in the yard may not be so on the road when the line is under tension as the truck articulates around roundabouts. The connection may well gradually break down, leading to progressively more frequent intermittent failures which can be very dangerous.”
It‘s wise to check on the condition of side-curtains, fixings and pelmets, Owens says, making sure all are free from damage and excessive dirt. “The curtains are there to protect the cargo from weather.”
The cable systems on lifting-deck trailers are prone to wear and damage in winter conditions if incorrectly maintained. “We still hear of workshops spraying these with WD40 or similar in the belief that this will lubricate them,” Owens reports. “In fact, it will just wash the grease out of the cable. We recommend using a specific lithium-based wire rope spray that will penetrate, lubricate and protect the cable right to its core.”
IP RATINGS EXPLAINED
The IP rating system uses two numbers to indicate the level of protection provided by an electrical connector or other piece of equipment against the ingress of solids and water.
The first digit indicates protection against solids and ranges from 1 (large objects such as human hands) to 6 (dust-tight for up to 8 hours in a vacuum). The second digit indicates protection against water, and ranges from 1 (dripping water) to 9 (a high-powered hot water jet).
Don-Bur specifies IP68 for side-marker lights and centre loom plugs, and IP69 for rear light clusters. Component boxes have IP67 ratings and their glands are IP68.
