THE "BIRTH" OF GENERAL TRANSERVICE AND THE RAMPMASTER IDEA.

General Transervice, Inc. (GTI) started in 1968 as an airport refueler maintenance company at Philadelphia Airport.  By 1974 the company had expanded its city locations to 14, and was maintaining 260 fuel trucks for all the major U. S. oil companies.  During that period, GTI encountered two challenges that eventually led to the Rampmaster design.

First, existing integrated design made maintenance difficult, because insurance regulations required fuel trucks to be maintained outside.  During cold weather, mechanics experienced injuries, and it was common to have mechanics' hands freeze to metal surfaces.

Second, the cost of maintaining integrated trucks - a cost absorbed by the oil companies prior to the Arab oil embargo - was escalating, and was now being passed along to the airlines.

GTI solved both problems with a modular design that simplified maintenance and permitted the truck to be separated from the fuel tank.

The first Rampmaster prototype went into service in 1979, and the first orders occurred in the fall of 1980.  The first production runs were delivered in early April of 1981.

Rampmaster reliability became noticed immediately and created a demand-pull market for the design.  Since 1981, Rampmasters have experienced a sold-out production line.

THE UNIQUE RAMPMASTER MODULAR, STRAIGHT-TRUCK DESIGN.

An ordinary tractor-trailer design creates maneuverability problems because of its reverse steering characteristics while the truck is backing up.  These in turn become safety problems, and a potential source of damage to aircraft and airport property.  Rampmaster solves the problem by incorporating a steering drive axle in place of the normal drive axle, and by using two fifth wheels to couple the trailer to the tractor, not just one.  With this design the truck cab (power module) is linked up with the trailer module as though it were a straight truck, and it maneuvers as a straight truck.

In addition, the Rampmaster tank is basically a highway trailer design, so the trailer chassis cushions the fuel tank from leaking, virtually eliminating leakage problems.  The older DART trucks had hard suspensions that transmitted all the vibrations to the tank itself.

The third component in the Rampmaster design is the pump module, which con­solidates all of the apparatus used to pump, dispense and filter the fuel.  The old design had many more feet of air lines stretched from one end of the truck to the other.  This caused it to be less reliable in the winter when water could get into the air system causing valves to freeze, thereby disabling the truck, which could then block an airplane on the gate.

Rampmaster eliminated those lines and consolidated everything into a box where the lines were much shorter.  The number of shuttle valves were reduced from 30 to 6, making the truck much more reliable.

All three modules separate in minutes for safer, faster, easier maintenance.

THE EVOLUTION OF RAMPMASTER.

Rampmaster began as an 8,000 gallon unit (Rampmaster 8), and was modified in 1984 to incorporate many improvements.  The size of the tank was increased to offer a 10,000 gallon model (Rampmaster 10), and the CG (center of gravity) was lowered by adding a 2,000 gallon drop section in the tank - both improvements were accomplished without increasing the overall exterior dimension.

The highway speed was taken out of the unit.  Originally the Rampmaster was designed for highway driving, but actual use indicated that this was not a market need.  So Rampmaster was adapted for airport speeds.

In addition, reels were relocated according to customer preference.

The resulting Rampmaster 10 replaced the original 8,000 gallon model.  It is the premier truck in the Rampmaster line, and represents GTI's most popular unit.

Applying lessons learned in the evolution of the Rampmaster 8 to the Rampmaster 10, GTI incorporated the same modular straight truck design into 5,000 and 7,000 gallon models introduced in 1987 and 1988, respectively.  The Rampmaster 5, 7, and 10 are primarily directed at the airline market.

In 1988, GTI introduced two new models aimed at the smaller airport and FBO market:  the Rampmaster 3 (a 3,000 gallon unit), and the Rampmaster 2.2, (a 2,200 gallon unit).

In 1995, GTI introduced the world’s first ever 15,000 gallon straight truck modular refueler.  (See section 19).

And in 1997, GTI began production of the largest straight truck modular refueler; the 17,500 gallon.  Also production of the 11,500 gallon Rampmaster began.  The 17,500, 15,000, and 11,500 gallon Rampmasters all use the same Power and Pump Modules.  The tank modules are interchangeable among the three units.

TWO PRIMARY CUSTOMERS.

There are two primary sources of Rampmaster customers:  the airlines, who are directly involved with Rampmaster purchases and leases; and the agents who are in the business of refueling the aircraft once they land.

MODULARITY MEANS REDUCED MAINTENANCE COSTS.

Many customers report that the design works very well in eliminating breakdowns.  When a major problem does occur, there are fewer interruptions in service since modules can be interchanged, substituting working modules for those being repaired.

TRUCK FLEETS REDUCED BY UP TO 50%.

Old integrated designs were by comparison so unreliable that refueling companies would double the required fleet size in order to provide backup.  With Rampmaster, there is no need for a back-up.  As a result, Rampmaster can cut airport congestion by as much as one half, and total maintenance by two thirds.

The Rampmaster design permits many airports to operate just one truck.  This was proven at Syracuse, New York, with Prototype #2.  Rampmaster established the first stand-alone single-truck city there, and has repeated that accomplishment many times since.

PERFORMANCE RECORDS SET.

The very oldest initial Rampmaster design, an 8,000 gallon capacity model, routinely pumped a million gallons per truck per month for Piedmont Airlines in Norfolk, and for Republic Airlines in Detroit, setting new industry cost per gallon standards.

Today, the larger Rampmasters routinely pump 1.5 million gallons per month.  No other refueler has been able to pump so consistently, month after month, without breakdown.

Rampmasters also have diesel engines that routinely run 30,000 hours and more without an overhaul.  This is the result of the engines themselves, combined with exclusive Rampmaster engineering modifications.  In addition, the product pump is mounted low and is fed by 6" lines enabling full-rated capacity of 800 gallons per minute at only 1400 engine RPMs.

RAMPMASTER CAPTURES 80% OF NEW ORDERS.

Rampmaster's success is evident.  Eighty percent of the domestic orders for heavy duty refuelers released in the last ten years have been Rampmasters.  There are still some older DARTS yet to be replaced, but once the decision is made to replace, 8 out of every 10 trucks delivered are Rampmasters.

THE REFUELING WORLD PRIOR TO RAMPMASTER.

DARTS were the primary truck in operation prior to Rampmaster.  The truck was custom designed by the oil industry primarily to serve three types of airplanes:  the Boeing 707, Convair 880 and the DC-8.  It fit uniquely under the wing for refueling.  It was an integrated design, and had no springs to cushion the fuel tank.  If any part of the truck failed, the whole truck was deadlined.  As a result, the truck can cost too much in the 1990s.

RAMPMASTER:  A PATENTED DESIGN.

General Transervice holds three separate patents for the Rampmaster design.

RAMPMASTER:  A FULL LINE OF MODULAR AIRPORT REFUELERS.

Most airports want Rampmasters, but they don't need 10s in every city.  Rampmaster offers a full line of modular airport refuelers, including fuel capacities to meet every need; 17,500, 15,000, 11,500, 10,000, 7,000, 5,000, and 3,000 gallon models.

Rampmaster has what airports need in a size that's economical and affordable, and makes the airport's refueling operation the most efficient that it can possibly be in today's economy.
 

RAMPMASTERS COST LESS TO OPERATE.

On-the-job performance for more than ten years has shown that a brand new Rampmaster costs less on a cost-per-gallon basis at the high flow rate locations than the older DART type trucks - even if these older units are paid off and debt free.

A NEW RAMPMASTER VS. DART CONVERSION.

Many refuelers that were built prior to the Rampmaster design are working today.  Some of these are very old, as old as thirty years.  Some may be reconditioned.  But it is still an outdated, inefficient design compared to Rampmaster's modular straight truck design.

The old design takes a considerable amount of time, effort, delay and money to rehabilitate.  And if it is rehabilitated, it will still not pump as much, or as efficiently, as Rampmaster.

Rampmaster is the answer to long-term refueling needs, and eliminates the cost of rechassising old units.  Rechassis cost include swinging the tank and re-plumbing the truck....costs easily equivalent to the basic truck itself.

RAMPLANä COMPUTER PROGRAM ASSESSES AIRPORT  REFUELING  NEEDS.

More than 800 hours went into the development and refinement of this computer program - unique to General Transervice - which simulates an airport's refueling environment in terms of fuel capacity, optimum flow rates, and other requirements.  It analyzes data in more than 40 areas to project accurately how Rampmaster can improve refueling operations.

Ramplan zero-bases an airport, indicating the least number of Rampmasters required, determining the proper truck size, and the proper size of the fuel farm where the trucks reload.  Virtually all Rampmasters sold to new customers have been sold using Ramplan.

In just one example of its efficiency, General Transervice was able to project for Washington National Airport a reduction from 24 DART type refuelers to 16 Rampmasters with no reduction in performance.  The program is offered free to anyone seriously considering Rampmaster for their operation.
 

THE RAMPMASTER LEASING PROGRAM.

As deregulation caused economic instability and uncertainty in the airline industry, leasing of capital equipment became increasingly desirable.  Leasing was especially important to Rampmaster, which was first introduced during the 1981 recession.

General Transervice was the first and remains the only manufacturer to offer lease rates from one to twenty years!  Our customers enjoy Rampmasters with a total throughput cost of below a half-penny per gallon, including not only the cost of the lease but also the maintenance of the truck.  Seventy five percent of the Rampmasters produced have been delivered under this program.

General Transervice also offers fixed maintenance programs in tandem with the lease.  These operate in much the same way as a long-term auto lease through one of the major car rental agencies.

RAMPMASTER:  THE ONLY REFUELER WITH FIELD SERVICE.

General Transervice is the only fuel truck manufacturer that maintains an active force of mechanics providing service in the field.

THE FUTURE OF GENERAL TRANSERVICE AND RAMPMASTER.

General Transervice has already undergone two evolutionary steps:  The first, as maintenance contractor fixing jet refuelers, and the second as manufacturer supplying Rampmasters.

Today, the airline industry under deregulation has been changing, with more people in America flying than ever before.  More airplanes are on order than ever before.  Right now, Rampmasters are in service at half of the top 50 airports across the country, and a host of smaller ones.  Rampmasters deliver about 15% of all jet fuel sold in the U.S.  As we move into the 2000’s and beyond, Rampmaster will be there to meet that demand.

Because of Rampmaster's modularity, GTI will be heavily involved in providing modular exchanges for Rampmasters that are currently in the field.  Those exchanges will become a third step toward achieving the most economical, reliable form of fuel delivery in America.

INTERNATIONAL MARKETING

In world wide competition, Saudi Arabia decided to order Rampmasters for its domestic airport network beginning 1993.  Prior to Rampmaster, every Saudi oil truck, either highway or on airport was German.  In 1995, Rampmasters were placed in the Philippines as well as China.  In 1997 deliveries were made to Venezuela and Japan.  Other countries are now actively considering Rampmaster for the first time.  Whether it be world wide, or domestic markets, once the operator understands...Rampmaster competition simply disappears.

THE FIRST 15,000 GALLON “STRAIGHT-TRUCK” REFUELER

The 15,000 Gallon Rampmaster represented a milestone of design achievement for Rampmaster.  In June of 1995, Rampmaster put into service the world’s first 15,000 Gallon “Straight-Truck” Refueler.  The 15,000, like all Rampmasters that preceded it, is fully modular with a power module, tank module, and pump module all separable in minutes for easy maintenance.  The first 15,000 went flawlessly into service, surviving a heavy 1995 summer heat wave in Philadelphia, as well as bitter cold winter temperatures at Chicago O’Hare.  One year later in June of 1996, Rampmaster began its full production run of 15,000’s, manufacturing to a backlog into 1997.

The Refueling industry has reacted extremely favorable to the 15,000.  The 15,000 gallon represents a 50% increase in capacity at only at 30% increase in cost when compared to a 10,000 gallon Rampmaster.  There is positively no cheaper way to fuel, on a cost per gallon basis, then with Rampmaster’s larger units.

THE INTERCHANGEABLE MODULAR TANK

With subsequent introduction of even a larger 17,500 gallon unit for UPS, and an interchangeable 11,500 gallon size, new frontiers of modularity are available.  This development enables the tanks to be modularly interchanged based upon the changing needs of an operation.  If you have a 15,000 and need more capacity, simply upgrade with a 17,500 tank module.  Need less capacity?  Switch to an 11,500 gallon tank.  Only Rampmaster customers benefit from cross platform modularity in the super heavy duty class.

PATENTED SELF CHARGING ELECTRIC HYDRANT CART

Although airline industry growth continues to sustain Rampmaster’s success, a more rapidly growing method of refueling are underground hydrant systems, which replace heavy trucks with smaller, truck mounted, hydrant fueling carts.  The cart simply delivers fuel to the wing using a hydrant pit located at each gate.  In 2001, Rampmaster developed a patent to harness the flow of fuel through a cart so as to recharge power batteries, which in turn provide cart mobility.  During the summer of 2002, two prototypes, one in Washington Dulles and the other in Atlanta, are in the process of being tested in order to confirm this disruptive, new technology.