Fleet Equipment, 11.2012

Building work trucks • Training, training, training • FSMA implementation is coming

NOVEMBER 2012

Managing Equipment Assets

www.FleetEquipmentMag.com

Adding Up

Steve Potter Corporate Vice President of Operations Maines Paper & Food Service

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On the Inside

Vol. 38 | Number 11 | 2012

Nov.

Columns Editorial

4

CAROL BIRKLAND

SmartWay

26

6

TOM GELINAS

Fuels & Lubes

Founded 1974. Copyright 2012 Babcox Media Inc.

32

8

JOHN MARTIN

Light- & Medium-Duty

10

SETH SKYDEL

Tires & Wheels

12

AL COHN

Post Script

52

Departments

40

14 Timely Tips Get the most value from batteries

16 ASE The value of testing

Features 22

Refrigerated Trucking | FSMA implementation is coming

24

IT for Asset Management | Managing data

26

Equipment Management | Training, training, training . . .

32

Aftermarket Insights | Building work trucks

36

Fleet Profile | Adding up

40

Before & After(market) | Equipment financing

18 Industry News $125,000 in 2012 tax deductions for work truck purchases

44 Truck Products Eaton adds Flex Reman transmissions to aftermarket warranty package

46 T&B Freight Wing offers new side skirt for box fairing trailers

47 Shop Snap-on offers reversible air ratchet

EDITORIAL ADVISORY BOARD Steve Duley, Vice President, Purchasing Schneider National Inc.

David Foster, Vice President of Maintenance Southeastern Freight Lines

Bob Hamilton, Director of Fleet Maintenance Bozzuto's Inc.

Peter Nativo, Director of Maintenance Transport Service Co.

Darry Stuart, President & CEO DWS Fleet Management

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PUBLISHER David Moniz, Publisher 330-670-1234, Ext. 215 dmoniz@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Seth Skydel, Senior Contributing Editor 330-670-1234 tosskydel@gmail.com D. Michael Pennington, Senior Staff Writer 248-872-6760 mike@pennotesllc.com Al Cohn Contributing Editor 330-670-1234 alcohn@psi-atis.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.com Paul Hartley, Contributing Editor 507-645-2200 hartley@addmedia.com GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 thouse@babcox.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 kmcaleese@babcox.com CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com Maryellen Smith, Circulation Assistant 330-670-1234, Ext. 288 msmith@babcox.com CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman

Editorial

Finding good technicians CAROL BIRKLAND | EDITOR-IN-CHIEF

t’s not news to those in the trucking industry that qualified diesel technicians are getting harder and harder to find. Right now, the U.S. Bureau of Labor Statistics forecasts a growth in demand of approximately 11% a year. Graduation rates of certified diesel mechanics fall considerably short of that. And maybe most disturbing is the prediction that an estimated 40% to 50% of current technicians will be reaching retirement age between 2010 and 2030.

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According to Jane Clark, vice president of member service for NationaLease, “Short of quickly influencing a huge shift in demographics by encouraging more high school students to consider trade school vs. college, we are faced with the hard fact that we are all fighting for the same dwindling pool of candidates. The good news is that there are proven methods of recruitment that can make a big difference in our success rate in that endeavor.

They are the techniques that have been in use for years by the job recruitment industry and can be easily translated to the trucking industry, specifically.”

Recruiters essentially think of their jobs as hunting. “To succeed, we simply have to be the best at finding the best candidates. To find good technicians,” Clark suggests, “go where they are. Recruiters have not used newspaper advertising as a primary search tool for nearly a decade. It is expensive and has a low success rate. Studies show that very few young people in the 18-34 age range read the newspaper. These young people are going online to get their news and information.”

The number one place all recruiters recommend job seekers go to look for a job is online.

More specifically, the best way is through a job aggregator website like Indeed.com, says Clark. Started in 2004, Indeed.com is the largest job aggregator in the world. The site and those like it collect job listings from thousands of websites, including job boards, newspapers, associations and company career pages. If employers want these job seekers to find them, they need to have an online presence.

Trucking firms can take advantage of Indeed.com by letting the person responsible for the company website create settings that will allow Indeed.com to pull job posting from the trucking company’s website. By posting jobs on most job boards, a trucking company’s posting will be pulled by Indeed.com and appear on that website, as well. Other popular job posting sites include CareerBuilder.com, SkilledWorkers.com, FindAMechanic.com, and Craigslist. To be most effective, job postings should be refreshed often since most recent postings land at the top of lists. The job title in a posting should reflect the actual skill set required. For example, “Diesel Mechanic” is a better job title than “Maintenance Tech” because it is more descriptive of the actual position. Employers should keep in mind that job postings should be appealing to the job seekers, so be sure to highlight key selling points of the position to grab their attention.

Another source for possible job candidates that could be overlooked is state unemployment offices, Clark notes. They provide job postings for free in most cases. In addition, the best candidates often come from referrals. Every recruiter will agree that the very best candidates come from referrals.

According to HR World, a leading resource and community for HR professionals, a substantial 30% of job openings are filled through referrals. One of the best ways to encourage referrals within an organization is through the implementation of a strong, written referral bonus program. /

4 November 2012 | Fleet Equipment

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SmartWay

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he Environmental Protection Agency estimates that truck transportation accounts for approximately 20% of the greenhouse gases generated in our country.

This figure is expected to grow over the next two decades due to increased demand for truck transportation and aging fleets that have declining emissions performance. This situation is understandable when you realize that upwards of 90% of the five million trucks in business fleets are privately

…Ryder says it can help its leasing and rental customers improve the carbon footprint of their operations…

operated by companies that do not have the infrastructure, manpower, tools or technologies to operate their fleets in an environmentally-friendly manner.

This, according to Ryder Systems in its recently published “Sustainability Report,” offers this SmartWay Partner the opportunity to increase its positive influence on a growing customer base.

Specifically, Ryder says it can help its leasing and rental customers improve

6 November 2012 | Fleet Equipment

Sustainability at Ryder Systems

BY TOM GELINAS | EDITORIAL DIRECTOR

the carbon footprint of their operations in three main areas: • By providing the latest engine technologies and vehicles specified for optimum fuel efficiency, because a better-equipped vehicle can deliver both desired operating performance and improved environmental performance.

• By rigorously maintaining its vehicles to ensure they are delivering the performance it expects and promises to its customers.

• By offering alternative fuel and advanced technology vehicles, which are designed from the start for better emission performance compared to conventional diesel powered vehicles.

Ryder goes on to describe how it is committed to developing ways to help customers improve their environmental sustainability in ways that are easy for them to test, adopt and expand.

For example, it has available flexible leasing programs for alternative fuel vehicles that allow customers to determine if such options are a viable alternative in their operations.

To help its fleets understand how they are achieving an improved environment, the company also reports carbon footprint data on the parts of its customers’ operations that Ryder manages. These reports supplement the standard transportation management data it already provides to customers and are not commonly available to fleets that do not have the capabilities or resources to capture this information in their own operations.

Such information can help customers improve both environmental sustainability and their overall business performance. Most private fleets are focused on reducing costs, increasing uptime and lowering risks associated

with disruptions in distribution. They’re pleased to have an environmental benefit, even though that normally is not their main focus.

Last year, Ryder launched a program called the Green Challenge to show customer fleets how they could leverage their engagement with Ryder to realize significantly increased environmental benefits. Through participation in the program, its customers can achieve these benefits while Ryder supplies all the technology, resources and expertise.

Customers are able to participate in the Green Challenge program at any level they choose. It could be as simple as trying a hybrid or alternativefuel vehicle in their operation. Or companies can implement more extensive changes that might include facility retrofits or new distribution networks—all options that deliver long-term environmental benefits.

Even companies that choose not to participate in Ryder’s Green Challenge have the opportunity to learn new perspectives on how they can go greener in the future.

The company adopted an environmental policy over 10 years ago and has updated it periodically to reflect changes in its business, revising objectives based on identified environmental impacts and performance. It also has been an active SmartWay Partner for many years and clearly takes its responsibility to protect the environment very seriously. Congratulations are in order for this SmartWay Partner. /

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Fuels & Lubes

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ecently I’ve observed a very disturbing trend. Instead of everyone pulling together like they did in the 1940s during WWII, our nation is being pushed and pulled by special interest groups hell-bent on achieving only their own selfish objectives. Even if their objectives aren’t good for the entire country, they forge ahead.

Let me give you an example. Recently, a prominent actress was arrested for protesting by lying down in front of workers trying to work on the Keystone pipeline. What does she know about the energy requirements of our nation? What is her scientific training? Is the entire country doomed to follow in the footsteps of Hollywood actress activists? When a state is bankrupt, its most vocal activists should stop and realize that many of their actions contribute to our country’s financial misfortunes.

So where does this lead? To California, where fuel marketers import ethanol from Brazil to meet their low carbon fuel requirements, which costs everyone in the country money, either directly or indirectly.

Requiring small, independent truckers to purchase the latest emissions reduction equipment for their old trucks isn’t the answer because: 1. It does not stimulate the overall economy 2. It causes financial hardship for the middle class 3. It costs everyone, including the Federal government, money.

In my opinion, California has wasted billions of dollars for more than 40 years driving U.S. emissions standards to reduce NOx at the expense of engine efficiency. Thankfully, the administration is finally redirecting legislative requirements

8 November 2012 | Fleet Equipment

Alternate fuels selection needs intelligent thinking

BY JOHN MARTIN | CONTRIBUTING EDITOR

to focus on improving fuel economy.

As you know, I’m all in favor of the development of alternate fuels. As with any R&D endeavor, some projects bear fruit, and some don’t. We need to quickly choose those alternatives that make financial sense for all in the U.S so we can be cost-effective with future research expenditures.

Electric cars (not electric hybrid trucks) are one example of wasted

Let’s be reasonable with alternate fuels ideas and expenditures.

money. Efficiency is always lost when you convert one form of energy into another.

The Congressional Budget Office (CBO) recently released a report indicating that electric cars are not cost-effective. To alleviate the high initial cost, the Federal government gives each purchaser a cash incentive of $7,500 per vehicle. That’s our money the government is giving away! The CBO calculated that gasoline would have to be above $6 per gallon for electric vehicles to be cost-effective.

Over 90% of all batteries come

from foreign countries, partially because environmental regulations keep them from being manufactured in the U.S. So, in addition to the money from the initial sale of the battery going into a foreign economy, we must pay the freight for having them shipped here. We desperately need a breakthrough in battery technology!

Electric vehicle proponents call fully electric vehicles “zero emissions,” but over half of all electric power in the U.S. is generated by burning coal.

The advent of natural gas, plus the abundant supply created by “fracking” will reduce power generation emissions, but it will take years to accomplish. Activists may ride around looking smug in their plug-in electric cars; just don’t force me to do the same. I’m retired and living on a fixed income. I’ll bet your trucking operation isn’t rolling in dough, either.

I personally think biodiesel, hybrids and natural gas make the most sense as the near-term alternate fuels of choice. Availability, cost and knowledge of the infrastructure needed all favor these approaches.

However, we need time to test how effective each option can be for us.

I’m hoping that algae can prove itself as a long-term solution. We don’t need the added pressure of Hollywood activists!

Let’s be reasonable with alternate fuels ideas and expenditures. Please take into consideration the needs of the entire country before legislating something that will hurt our national economy.

Let’s let scientists and the free market economy, rather than activists and politicians, decide which alternate fuels will prevail. /

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Light & Medium-Duty

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all is here and at Hino Trucks that means the manufacturer’s new Class 5 models are arriving at its network of over 200 dealers nationwide. The Novi, Mich.-based Toyota Group company, which assembles, sells and services a lineup of Class 5 through 7 trucks in the U.S., recently introduced its Class 5 cabovers (COE) to the U.S. market.

Included in the Hino Class 5 line are a diesel-powered 195 model and the diesel-electric hybrid 195h.

Diesel versions became available first, while, due to a limited supply of initial diesel-electric hybrid trucks, the release of those vehicles began in California. As more hybrids become available in early 2013, the company is planning a staged rollout for remaining markets across the country.

Both the 195 and the 195h COEs are 19,500-lb. GVW trucks powered

by Hino’s 5-liter J05E Series turbocharged engine rated at 210 HP and 440 ft.-lb. of torque and equipped with an Aisin A465 sixspeed automatic transmission. The Hino diesel meets EPA 2010 emissions regulations with an optimized SCR system.

Designed for the U.S. market, Hino says the diesel-electric hybrid system in the new Class 5 truck is based on its experience with six generations of technology and more than 10,000 production vehicles on the road around the world. The system includes an NI-MH battery and a hybrid adaptive control system that continuously communicates with the engine control unit (ECU) to evaluate driving and road conditions to optimize fuel economy and per-

10 November 2012 | Fleet Equipment

On the right track

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

formance. In the cab, a hybrid system mode indicator and ECO drive display keep drivers informed of the hybrid system’s operating mode to encourage fuel-efficient driving.

Other features of the new Hino COE models are a North American standard 33-in. frame rail width, a 56,900-PSI frame, and a standard 30-gal. center-mounted rear fuel tank. A 4.7-gal. diesel exhaust fluid (DEF) tank also is standard, while a 33-gal. side-mounted fuel tank is available as an option.

Available now in a regular cab, the Class 5 Hino also will be offered in a Crew Cab 2014 model beginning next spring. The all-steel 78.5-in. wide cab on the new trucks can be equipped with a variety of storage options. Also optional is a remote keyless entry system with power windows and power door locks.

Hino Trucks also has announced a new partnership with Morgan Corp. for a quick delivery dry freight van body program for in-stock conventional truck models. This partnership gives Hino dealers and fleet customers access to faster turnaround times of 21 days on 24- to 26-ft. dry freight bodies.

The Quick Turn stock program is being offered in 46 states (excluding Hawaii, Alaska, California and Nevada) through Morgan’s regional manufacturing operations in Pennsylvania, Georgia, Texas and Florida.

Customers will receive national pricing on program bodies through all Hino dealers.

“Morgan’s nationwide presence offers our customers unmatched service and support,” said Glenn Ellis, vice president of marketing for Hino

Trucks. “We look forward to expanding our body program offerings with Morgan.”

Ellis went on to say that the new body program and the launch of Hino’s new Class 5 cabover line are opportunities for Hino dealers to serve customers more effectively.

“The introduction of the new Hino Class 5 cabover trucks and our new dry freight body program put us on the right track.” – Ellis

“Over the past several months, the management team at Hino has monitored the truck market rebound, the U.S. economy, and foreign currency exchange rates to develop a plan that supported our customers and dealers in the short term, while sustaining a business model for the long term,” he said. “With these factors in mind, the introduction of the new Hino Class 5 cabover trucks and our new dry freight body program put us on the right track.” /

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Tires & Wheels

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very fleet has a common goal to significantly minimize roadside service calls.

A roadside service call is very costly, especially those after-hours calls, which have been known to double in price. With the average downtime associated with a roadside call being more than 2.5 hours, a fleet can easily miss a just-in-time delivery schedule—and there are big cost penalties for being late for a promised delivery.

It is well documented that the No. 1 cause of roadside service calls is tires.

No wonder, there are 18 tires on a typical line-haul service vehicle, more tires than any other vehicle component.

You can have the best vehicle maintenance program on the planet, but once that truck leaves the terminal, a number of tire issues can occur that can lead to a roadside service call.

Tread area punctures are the top cause of air loss. A tire failure depends on the size of the puncturing object, in combination with the specific penetration location. If that nail penetrates through one of the tread grooves, chances are higher the nail will break through the tire casing, causing air loss. Tires do not normally have a sudden air loss when a vehicle picks up a puncturing object; they lose air slowly.

It may take a few days to lose enough air pressure where the tire sidewalls begin excessive flexing, which generates additional heat build-up.

The tire footprint becomes longer as the tire pressure is reduced, meaning more rubber on the road—which also leads to increased heat. Heat is a tire’s worst nightmare. When a tire continues to generate excessive heat, the rubber actually begins to chemically break down, which will lead to a tire failure. The fact that someone just

12 November 2012 | Fleet Equipment

Reducing tire-related roadside service calls

BY AL COHN | CONTRIBUTING EDITOR

checked all 18 tires at the morning vehicle walk-around has no bearing on picking a up a nail five minutes down the road.

Sidewall damage/snags are another cause of tire failure. Right side or curb side trailer tires are especially prone to sidewall issues. Vehicles that turn frequently in city driving have the highest incidence of tire sidewall damage. Driver education can play a major role in reducing trailer tire sidewall damage. Drivers who have been on the road for many years will have fewer trailer tire sidewall damage issues than a new driver.

conditions should have been caught during the daily vehicle walk-around.

Drivers must be trained to visually inspect tires, take tread depths and even measure tire pressure. It sounds like it is routine, but it’s not. Working with your tire professional on a tires 101 training class will go a long way to reduce roadside service calls.

Visual tire inspections should include running a hand over the tread and sidewall to look for signs of irregular wear and punctures. If a tire is getting close to the legal tread depth, a tread depth gauge measurement is strongly suggested. Make

Drivers must be trained to visually inspect tires, take tread depths and measure tire pressure.

When a vehicle is pulled over for a roadside inspection, tires are high up on the inspector’s checklist. Inspectors are looking for tires with tread depth below the minimum 4/32-in. for steers and 2/32-in. for drives, trailers and dollies. They also are looking for exposed belts and/or fabric along with flat tires. By definition, a tire is flat when the measured air pressure is 50% or less of the maximum tire pressure molded onto the tire sidewall.

If any of these tire conditions are present, the vehicle is flagged as being “out-of-service.” A roadside service call is the only solution for getting the truck up and running again.

There is no excuse for a fleet to have an inspector flag its vehicle as being out-of-service because of a tire-related issue. These types of tire

sure to check that the tread depth gauge measures 0 on a flat. Don’t take a measurement at a treadwear indicator location or on top of one of those stone ejectors located at the bottom of many grooves. If you do, you could be off 2/32-in. or 3/32-in.

Measuring tire pressure using a calibrated pressure gauge is very critical.

Air carries the load, and tires with low air pressure will lead to excessive heat and premature tire removals.

Tire gauges are simple devices, but will quickly lose accuracy. Even a new stick gauge is only accurate to +/-3 PSI brand new, out of the box.

A serious tire program, which includes comprehensive driver training regarding tires, will go a long way in reducing-tire related roadside service calls. /

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Timely Tips Get the most value from batteries

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hen a truck has battery issues, a fleet normally replaces all the batteries so that truck can get back on the road. Once the batteries are replaced and the charging and cranking systems tested, the vehicle can get back on the road and, most importantly, continue to generate revenue.

But what happens to the removed batteries? Generally only one of the batteries in the pack is bad; the rest are likely discharged due to the bad battery. Recharging these batteries and putting them back into service is a huge savings to fleets, as it helps them maximize their return on investment in these batteries.

A critical part of a successful battery

14 November 2012 | Fleet Equipment

program involves setting up a “battery room.” Below are some of the important elements to the battery room: Staging area: All removed batteries are placed on a pallet that is marked “to be charged.”

Battery charging area: An area that is designed for safety and operated by a single technician. This area is equipped with smart chargers that do not require constant labor.

Battery test area: This should be close to the charging area to maximize efficiency.

Extended wait area: Once the batteries are tested, they should sit an additional two days and then be re-

tested to ensure they are good enough to be put back into service.

Clearly marked pallets: This is so the batteries can be segregated once they have completed the testing process, as follows: • Good batteries, ready to be put back into service • Cores/Scrap batteries that are out of warranty • Dead batteries that are within the warranty period that should be returned for warranty credit The first step in any recovery or improvement program is to identify the root cause of the electrical challenges. For more information, visit www.purkeysfleetelectric.com. /

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Training Techniques

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS

Focus on the future

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ne important question every training manager has to ask is: How do you know? Is your training investment returning value?

Are your technicians are gaining the knowledge they need from that training? How do you measure results in a meaningful way? There’s a simple answer: Testing. But there’s a catch—you have to have the right kind of testing.

According to a recent article by Dr. Shana K. Carpenter at the department of psychology at Iowa State University, many studies have shown that retrieving information during a test facilitates later memory for that information. The article abstract states “most research on this testing effect has focused on retention of information. Much less is known about the potential of testing to promote the application or transfer of learning…the small but growing number of studies on this topic have so far reported robust benefits of testing on transfer of learning.” Dr. Carpenter goes on to encourage future research that explores the potential of tests to promote, not just direct retention of information, but also the application of knowledge to new situations.

What these studies suggest is that testing seems to enhance the retention of studied information. In other words, people who study and test retain the information better than even those who continue to study while others are testing. While more work needs to be done, as Dr. Carpenter suggests, the preliminary data seems to support this additional benefit of testing, beyond simply confirming that an individual has improved his or her knowledge from the training they experience.

While these studies focused on the benefits of training in general, another study confirmed the benefit of one type of testing in particular—ASE certification. In his doctoral dissertation, Emmanuel Kolo, a PhD candidate at Virginia Polytechnic Institute and State University, did research on whether or not certification from the National Institute for Automotive Service Excellence (ASE) improved job performance for those holding these credentials.

In Kolo’s research, descriptive survey methodology was used to gather information for 100 automotive technicians (50 ASE-certified and 50 non-certified technicians) located in 50 different work sites.

Each site’s service manager was asked to complete a questionnaire and a rating scale for two technicians, one ASE certified and one non-certified. The questionnaire was designed using expert opinions of automotive service managers and community college automotive instructors in the Triad area of North Carolina. Overall, certified technicians had higher mean job performance ratings than non-certified technicians. The results also indicated that the number of technicians receiving customer complaints was directly dependent on certification status. /

16 November 2012 | Fleet Equipment

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IndustryNews 2012 offers opportunity for $125,000 tax deduction for work truck purchases The Internal Revenue Code, Title 26, Section 179 allows a maximum deduction of $125,000 for the cost of certain capital machinery and equipment, including commercial work trucks, for tax years starting in 2012. The deduction is currently set to revert to $25,000 for tax years starting in 2013.

Mitsubishi Fuso Truck of America Inc. reminds potential truck buyers that they might be able to find favorable tax treatment of commercial truck purchases this year. According to the U.S. Internal Revenue Code (IRC), Title 26, Section 179, a taxpayer may elect to treat the cost of any qualifying property as an expense, rather than a depreciable capital asset. Using this tax code provision, business owners may be able to deduct the full purchase cost of a

qualifying work truck or trucks, up to the $125,000 limit, for vehicles placed in service in the business’ tax year starting in 2012. As the tax legislation currently stands, the IRC179 maximum allowable deduction for tax year 2013 and beyond is set to revert to $25,000, so any company considering the purchase of a new truck or trucks should consider the tax implications of buying this year versus postponing the purchase beyond 2012, the truck maker said.

Note: IRC Section 179 contains a number of limitations and provisions that may affect the extent to which any business can deduct any specific purchase.

Consequently, business owners should consult their own tax advisers and accountants regarding their individual situation and the applicability of IRC 179.

Record production levels for Peterbilt Model 320 Peterbilt Motors Co. said it has set a company production record for its Model 320.

The low-cab-forward vehicle, ideally suited for vocational markets including refuse, construction, tanker and fire service applications, is designed to facilitate specialized body installations and to provide a comfortable work environment with the durability required to operate in extremely harsh conditions, the truck maker said.

“We are very proud to reach this Model 320 production milestone, increasing our production by 33% over the previous record year, which serves as an indication our customers recognize the benefits and value this product offers,” said Bill Kozek, Peterbilt general manager and PACCAR vice president. “Peterbilt is a leader in developing solutions for the vocational markets, and the Model 320 is a unique product that spans a wide range of applications, from inner-city streets to landfills, and from jet fuels to concrete pumpers, where the worksites require excellent visibility for operators, reliability to operate day in and day out, and the durability to withstand the rigors of the jobs they perform.”

Meritor trailer axles now standard on Wabash trailers

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Meritor Inc. announced that Wabash National has selected Meritor trailer axles to be standard equipment on all its trailers.

“Meritor’s long history of innovation in axle and brake technology assures our customers access to industry-leading solutions that can help reduce cost and improve performance,” said Brent Yeagy, vice president and general manager of commercial trailer products for Wabash National. As part of the agreement, other Meritor components available on Wabash National models include air suspensions, Meritor Tire Inflation System by PSI, automatic slack adjusters and wheel-end components.

Meritor said its leadership in the design and manufacture of trailer components began in 1948. Today, Meritor said it continues to set the pace for the industry with 18 November 2012 | Fleet Equipment

important new product innovations. In North America, the company has produced more than 9 million trailer axles and has more than 50 different axles for use in a broad range of trailer applications.

Haldex receives ‘Best in Class’ marketing award Haldex Brake Products Corp. won a “Best in Class” TAM (Targeted Advertising & Marketing) award for a direct mail campaign that generated awareness and stim-

Longtime Babcox Media executive Becky Babcox passes away

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Babcox Media is saddened to announce the passing of Mary Rebecca “Becky” Babcox, a longtime automotive aftermarket industry veteran. Becky died peacefully on Oct. 15, 2012, in Akron, Ohio, after a long battle with Multiple System Atrophy (MSA). She was 60 years old.

For many years, Becky was co-owner of Babcox Media (publisher of Fleet Equipment magazine), along with her brother, Bill Babcox. Together, they were the third generation of the Babcox family to run the company founded by their grandfather, Edward S. Babcox in 1920. Becky retired from the company in 2006, after nearly 30 years in the business. She was named “Woman of the Year” by the Car Care Council Women’s Board that same year.

In addition to serving as corporate secretary of Babcox, Becky was publisher of Automotive Rebuilder magazine, known today as Engine Builder magazine. She was an active participant in the rebuilding industry, serving as a board member of the Production Engine Remanufacturers Association (PERA) and numerous other aftermarket associations, including the Engine Builders Association, the Automotive Parts Remanufacturers Association and the Car Care Council Women’s Board.

Becky was well-known and respected for her contributions to the industry and made many friends among aftermarket professionals during her years of service. www.FleetEquipmentMag.com 19

IndustryNews ulated a new product trial. The program achieved a 40% response rate for sales rep in-person meetings and conference calls and closed substantial new brake block business from new customers. The Targeted Advertising & Marketing (TAM) awards showcase the best B2B advertising, marketing, corporate and professional communications in the St. Louis region and honors the agencies, companies and individuals who create them.

Love’s Travel Stops opens first CNG fuel facility for Class 8 Trucks

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Love’s Travel Stops announced the opening of its first compressed natural gas (CNG) fuel facility designed for rapid fueling of heavy-duty trucks. The fast-fill CNG pumps are located at the Love’s Travel Stop on Interstate 40 at the Morgan Road exit west of downtown Oklahoma City.

Love’s announced that it is also testing a Cummins Westport CNG engine in one of its own fuel delivery trucks, with plans to order more CNG engines for its 300-truck fleet. Current CNG fill rates for a Love’s fuel tanker average 12 gallon-equivalents per minute, meaning the driver can fill a 60 gallon-equivalent tank in about five minutes. While the fill time is still slightly more than filling up with diesel fuel, the cost savings over diesel is significant.

“A gallon-equivalent of CNG currently costs over two dollars less than a gallon of diesel. That savings adds up quickly for professional truck drivers filling up their tanks every day,” said Frank Love, Love’s president of operations.

“With the opening of this fast-fill CNG facility in Oklahoma City, and potentially more locations in the future, Love’s is offering our trucking customers a viable fuel-savings option. With our team’s expertise, we stand ready to work with trucking fleets to find a natural gas solution that best fits their operating needs.”

According to Love’s, it is currently talking with several trucking fleets and is looking to expand the availability of fast-fill CNG at its travel stop locations across Oklahoma and Texas. The company said it will continue to monitor demand for CNG among Class 8 drivers and trucking fleets as it adds CNG pumps in the future. /

20 November 2012 | Fleet Equipment

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Refrigerated TRUCKING FSMA implementation is coming

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nacted in January 2011, the Food Safety Modernization Act (FSMA) fundamentally changes the way the U.S. regulates the safety of its food supply, shifting the focus of federal regulators from responding to food contamination issues to trying to prevent them. Full implementation of the FSMA has been slow in coming, due to a variety of factors including a delay in funding authorization.

According to Bud Rodowick, manager of fleet performance for Thermo King, “There is no doubt that momentum will begin building again soon and that the FSMA will have an enormous impact on the refrigerated transport industry starting in 2013.

Refrigerated fleet operators need to understand FSMA and prepare to help their food producer and processor customers meet its requirements, or risk falling behind their competitors once FSMA is fully implemented.”

Under FSMA, food producers and processors must take a variety of actions to ensure that food is not adulterated. In general, the requirements include developing and implementing preventive controls plans (PCPs) that include: • evaluating hazards that could affect food safety, • specifying preventive steps or controls to minimize or prevent hazards, • establishing how they will monitor the controls to make sure they are working, • maintaining records of the monitoring process, and • specifying what actions they will take to correct any problems that arise.

22 November 2012 | Fleet Equipment

The PCP process expands on the Hazard Analysis Critical Control Point (HACCP) systemic approach to safety that has been used for decades in the food and pharmaceuticals industries. However, the scope of the PCP process is notably broader, covering virtually every link in the cold chain.

While FSMA does not specifically mandate HACCP plans for the transportation of food, industry organizations have advised producers and processors that preventive controls are likely to be considered inadequate unless they account for the transportation of temperature-controlled products.

Rodowick goes on to say that while food producers and processors have the primary responsibility for food safety under FSMA, it is clear that the regulations also will have an enormous impact on the records fleet operators keep and provide to their customers. For example, food companies will eventually be required to provide the government with information that improves the government’s ability to trace food within U.S. boundaries.

According to a statement from the deputy Food and Drug Administration commissioner of foods, “Food and beverage manufacturers must automate product traceability across the supply chain. In the future, every manufacturer must have complete supplier, manufacturing and delivery data for every product at their fingertips and in real time.”

Fortunately, advancements in transport refrigeration unit (TRU) technologies include the capability to track, record and transmit a wide range of

unit performance data that can help fleet operators validate time and location of a particular load, as well as conditions inside the refrigerated truck or trailer. For example, Thermo King, a manufacturer of temperature control systems for a variety of mobile applications, said it has developed automated control systems, data acquisition capabilities and recorders, telematics alert systems and other capabilities that can help its customers accomplish these tasks easily and efficiently.

The changes that FSMA will bring provide the perfect opportunity for fleet operators to sit down with customers and discuss the implications of the new regulations and what will be required to meet them.

Following are some questions to stimulate a productive discussion.

• How do you plan to comply with these new requirements?

• What do you expect from your refrigerated fleet partners?

• What is your implementation timeline?

• Will you require private and forhire operators to have their own Preventive Controls Plans? If so, what should they contain?

• What data will you need your partners to record, in what format, and how will it be transmitted?

FSMA requirements are still evolving and the timing for implementation is uncertain. What is certain is that food safety is a national priority that has captured the interest of every segment of our society. The refrigerated transport industry will continue to play a critical role in ensuring that the U.S. food supply is safe, fresh and reliable, Rodowick adds. /

Rapid Response: 800-930-7204 ext. 44023

IT For Asset Management How fleets are leveraging information technology to streamline the business process and increase efficiencies

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Managing data W

Interconnected management systems rely on the effective sharing and storage of information

hile on the road it’s about fueling trucks, but motor carrier operations also are fueled by data. Today, there is increasing demand to move data in specific formats for internal use, as well as to and from customers and suppliers. “We build our software around the concept of data normalization,” said Terry Wood, vice president of business development and technology at Intelek Technologies, a provider of EDI and load gathering solutions. “That means we look to provide standard data so our customers can capitalize on their existing infrastructure.

“For a typical trucking company,” Wood continued, “data input/output methods are many and varied. That process is critical for things like tendering and accepting loads, updating load status and invoicing, just to name a few. Basically, all aspects of a trucking operation rely on the efficient transfer of data, both internally and externally.”

Today’s transportation management solutions facilitate the exchange of data through the use of common application programming interfaces, noted Keith Mader, vice president of development at TMW Systems. “We translate incoming information to a common format that is easily understood and have a number of tools available to automatically process that information into and out of our system, for example with mapping software and mobile communications providers and to provide supporting data for billing, settlement and fuel purchasing functions. We are also increasingly seeing more data integration with third party providers.”

Mark Cubine, vice president of marketing at McLeod Software, pointed out that the exchange of information, most connected in real time to back end systems, is most common using various modes of EDI through Value Added Networks (VANs) and direct file transfer. Another common process is Application Program Interfaces (APIs) that allow one software application to talk to another.

“Regardless of the data communication system, carriers should have a formal retention policy that stipulates how long they intend to maintain detailed records,” Cubine stated. “Then they can use the capabilities built into their system to keep information online or use an archiving facility to support the policy. If they have a data retention policy that calls for deleting old records, they also need to take steps to ensure that happens.”

That may be an especially important determination, along with data security, when it comes to safety information. “We invest a lot in technology platforms, and it falls on us to make sure we have the right back-up systems in place,” said Steve Bryan, founder & CEO of Vigillo, provider of data mining software for organizing fleet safety information. “Our data on carrier safety is especially sensitive to regulatory and legal issues, so policies on data retention—how long and what type of data to keep—are very important. For security, we actually have a company that we pay to attack our system regularly so we can identify any weak points.”

“In the service management arena, cloud-based solutions provide a wealth of benefits to fleets, service locations and manufacturers that need ready access to relevant information,” said Dick Hyatt, president of Decisiv, the provider of a service event communications and management information platform. “A cloud or web-based platform serves as a valuable bridge, enabling parties to provide and access the right information when and where it is needed. These platforms deliver a more effective approach to interconnecting parties and sharing data by integrating each party’s individual systems into a mutually beneficial ecosystem.”

The more interconnected all of trucking’s information management systems become, the more important it is to consider the means of storing and sharing data. On the road and at home, the way in which data that fuels operations is managed greatly contributes to the efficiency, productivity, cost effectiveness and profitability of a trucking company. /

24 November 2012 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 44025

Equipment Management

Training, training, training...

BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

“G

iven the pace of changes in our industry, an important consideration at the fleet and manufacturer’s level is the question of how readily adaptable technicians will be to newly-introduced technologies,” says Carl Kirk, vice president of maintenance, information technology and logistics for American Trucking Associations. “When you stop and think about it, today’s heavy-truck technician has a greater challenge keeping up with advances in technology than does a doctor in keeping up with changes to the human body.”

According to Bobby Christopher, instructor at Central Piedmont Community College, “technology isn’t replacing yesterday’s technician…technicians who use that technology are.”

One progressive fleet owner, Jim Burg, president of James Burg Trucking Co. in Warren, Mich., feels that “new technologies bring little value if they are not used to their potential or understood. Whenever our operation gets new technologies, we want the vendor to give us a demonstration at our facility. It maximizes our technicians’ time, and allows us to even use our own equipment as the (learning) chalkboard.”

Shifting paradigm Technician training has shifted from an as-needed effort to an integral part of a supplier’s offering. Advanced technologies across every aspect of today’s commercial vehicles contribute to the growing complexity of fleet operations, according to John Reid, manager of service, warranty and training for Bendix Commercial Vehicle Systems. “Ongoing sophistication drives the need for ongoing training. We believe it’s essential that technicians are trained properly in the use and maintenance of braking and safety technologies, as well as in the use of diagnostic equipment.”

Bendix Commercial Vehicle Systems and its Spicer Foundation Brake business provide air system, foundation brake and electronic diagnostic training for the aftermarket distribution channel, fleets and owner-operators. This year, the 100% ASE-certified Bendix SWAT (Service, Warranty and Training) Team will train more than 9,000 technicians with over 35,000 student hours. “Our field sales team also conducts a wide range of no-cost product training and troubleshooting for its customers,” Reid adds.

“We want to ensure our fleets will have access to training programs that fit their schedules; the company will soon launch a 24/7/365 online training option,” Reid says about the user-friendly, comprehensive, self-guided training tool with short online training modules.

Rogelio Lemus, technical service and customer support manager—NAFTA for Eaton, says, “Training is vital to our customers’ business. Having qualified technicians working on trucks and their components is critical to reducing downtime and decreasing repair times and associated costs. Better trained technicians are able to speed up the diagnostics process when working with dealers. The goal is to not only keep trucks on the road, but to get them back into operation and making money as soon as possible. The best way to make this happen is with properly trained technicians.”

Although there’s no requirement for annual training, when new and advanced technologies are launched, technicians need to acquire new skills and knowledge in order to continue to be effective. Eaton says it provides training on its new advanced technologies, as well as updated training with information on the latest service strategies and troubleshooting for existing products. Through its Roadranger Academy, the company offers specialized training, including hands-on instruction on all products.

Eaton also offers customers purchasing new trucks assistance so they spec them correctly,

26 November 2012 | Fleet Equipment

ensuring the right product for any application. In the aftermarket, its sales and product training provide customers a clear understanding of the value of the company’s products and its entire portfolio, Eaton adds.

Proper brake adjustment is a perfect example of the need for ongoing technician training, according to Bob Rudolph, manager of technical services for Haldex. “We train fleet and dealer technicians, and while we offer a mixed bag of training tools, on-site and hands-on is simply ideal to make a point and boost technicians’ confidence.”

Using RPs as a baseline

Rapid Response: 800-930-7204 ext. 44027

Rudolph is a serious proponent of TMC’s SuperTech competition and uses TMC’s Recommended Practice 516A to meet fleets’ service needs.

“Regardless of how much technology changes, there is a common denominator: share comprehensive training and proven service procedures with operators of trucks of all sizes, as well as with their service facilities and staffs,” says Rick Martin, manager of training for Meritor. “Our team understands customer service and is an online training pioneer. We know it’s a team effort, and we expect technicians to get their fingernails dirty as they strive for optimal service procedures and best practices for long vehicle life.”

Brakes and wheel ends warrant far greater attention than they’ve been receiving in the field, as violations for Compliance Safety Accountability (CSA) incidents often involve brakes.

Meritor created an online training curriculum covering drivetrain and braking component systems, with more than 100 online courses to provide the transportation industry with a comprehensive learning curriculum for fleets and dealers. While many small-and medium-sized fleets make use of the different training methods offered, a few major national fleets often request customized programming of online courses.

“Service in the form of technical training is a great way to add comfort and provide solutions for our dealers and our end-user customers,” says Keith Iwinski, distribution channel manager for Bridgestone Commercial Solutions.

He acknowledges that training methods can be adjusted for the veteran technician versus the “new generation” tech, but it’s all pursuing the same result: maximum tire life.

“It’s constant and quite effective—people with expertise finding solutions fast and continually training in best (and even new) practices,” Iwinski notes.

Meritor’s training professionals have learned two valuable lessons: “Most technicians are just awesome and they really take pride in their fleet vehicles and their profession, and nothing can replace the hands-on method that allows them to touch, feel and even ‘taste’ the components,” Martin adds.

Dealership training “A dealership technician can achieve Mastertech status by completing 24 hours of web-based training and 11 days of instructor-led training,” says Kim Pupillo, director of media relations for Mack Trucks. “Technicians are also re-

www.FleetEquipmentMag.com 27

Equipment Mangement quired to maintain an average proficiency score of 90% on quarterly proficiency exams.”

A Mastertech also must keep up-todate by taking courses as new truck models or new technologies (such as emissions technology/OBD or alternative fuel engines) are introduced.

Technicians have 24/7 access to a Mack web-training library. Instructorled courses also are facilitated weekly at its eight training centers located in Allentown, Pa., and major North American cities.

The core instructor-led courses offered through the Mack Mastertech Program are Electrical and Electronics, Engine Overhaul, Automated Transmissions and Advanced Diagnostics for chassis, proprietary drivetrain and other componentry. Mack Trucks Academy also trains technicians on preventative maintenance, diagnostic and repair procedures for proprietary drivetrain components, as well as the use of propri-

etary diagnostic software, service information and specialty tooling.

For fleets, Mack Trucks Academy offers both web-based training (self-directed) and instructor-led training through the company’s sponsoring authorized Mack dealer. Instructor-led training normally requires completion of web-based training as a prerequisite and is a much more in-depth and interactive training experience.

Areas of training When determining the areas of training, and who will receive training as new component technologies are introduced, Jane Clark, vice president of member service for NationaLease, says, “Our members use various criteria to select who receives the training, but it typically boils down to a combination of skill sets relative to the technology, and the ability to bring back their learning and pass it along to others. Most members have either a formal or informal ‘train the trainer’

program, so that ultimately all the technicians are able to take advantage of the training.

She goes on to say that most of the company’s training has an online component, which is completed as a prerequisite to the hands-on training. The location of the hands-on training depends on the vendor. Generally, the larger vendor organizations have the ability to provide on-site trainers, while smaller organizations may require attendees to travel to their facilities.

Nearly all of the NationaLease members have some type of training program. Some are very formal with corporate and regional trainers, and some are as simple as identifying a technician with the ability to pass on what he or she has learned. “Regardless of the structure of the program, our members all feel that it is important for all of their technicians to receive as much training as possible, and therefore have a process to pass on training from one technician to another.

Begin with the basics: How does it work?

ROI for well-trained technicians Clark contends that the return on investment (ROI) has common themes: customer satisfaction, employee retention and improved quality and efficiency of repairs. “It may be obvious that training will improve quality of repair, but it may also prevent the need for a major repair altogether, since the technician will be able to spot the warning signs of an impending problem. The technician also will save time on the repair, as he or she can more quickly and accurately make the diagnosis of the problem.

“Clearly, quick, high-quality repairs will lead to customer satisfaction over the long haul,” she continues. “Another benefit, although equally important, is the ability to retain quality technicians. Our members have found that investing in employees by providing training not only pays off with customer satisfaction, but also with employee satisfaction, engagement and retention.” /

Some expect techs to have an understanding of “the basics” in advance of coming to training. According to many of the WheelTime Network trainers, basic computer skills have become a requirement for technicians to bring to the table. This can come through education courses at a technical school or by doing web-based coursework prior to employment.

Training: Then and Now Gary Stroik, product training manager and trainer at WheelTime member Inland Power Group, says, “The training is getting intense and detailed because of computer controlled systems. Work today leans more toward diagnostics than basic mechanical skills.”

With high-tech emissions technologies, computerized diagnostics and ever-evolving equipment, gone are the days when training consisted of a veteran tech taking a rookie under his wing and “showing him the ropes.” In many ways, training today is much more complex than it was in years past. The reason for this is the advancement of technology.

According to Andy Quiniones, engine product trainer at WheelTime member Valley Power Systems, “To meet all of the customer’s demands for reliability, durability and fuel economy and to still meet EPA emissions requirements, engines have become far more complex mechanically, electrically and technically. The training

requirements now are higher for both trainer and technician.”

Require, Reward, Results There are many ways to ensure your techs are welltrained. The two that tend to work best are requirement and reward. Making a training program mandatory is a sure way to know that your techs have the knowledge and skills they need to be successful in the shop. On the other hand, providing incentives and rewards to those techs that take advantage of training opportunities to better themselves and the quality of their work is a great way to boost morale while also enhancing service quality.

For more information, visit www.wheeltime.com.

Rapid Response: 800-930-7204 ext. 44029

Ride & Drive Report

BY PAUL HARTLEY | CONTRIBUTING EDITOR

d e n g i s e d ’ o r e ‘A T

he benchmark for impressing jaded trade journalists with new truck technology has risen steadily since the dawn of the “aero era” about 27 years ago. Kenworth’s T680, introduced in March, moves the mark even higher now, with a veritable truckload of futuristic features that boost economy, improve driver comfort and enhance safety.

The T680 was designed and built to bridge a perceived gap in the manufacturer’s lineup. With a cab that’s 82.7 inches across, it’s wider than a T660 (74.8 in.) but narrower than a T700 (90.6 in.). This midsized model is intended primarily for solo drivers in longhaul operations.

Beyond mere cab dimensions, the T680 is packed with the latest mechanical and technological goodies from the house of PACCAR. These include: • An air-assisted hydraulic clutch pedal that requires about half as much pressure to operate as that of a traditional heavy-duty clutch pedal.

• A larger, rounder and more slanted windshield that offers expansive frontal vistas and contributes to the truck’s aerodynamic efficiency, said to be much better than even the company’s other slipperiest models: T660 and T700.

• A redesigned dash in which the most important eight gauges are clustered directly ahead of the driver. This space also includes a new “driver performance center,” a 5-in. display that offers a wealth of details about real-time operating conditions, trip progress, diagnostics and alerts.

Even more information and connectivity are available if buyers spec Kenworth’s NavPlus system. Mounted to the right of the steering wheel, NavPlus is sort of a Swiss Army Knife of Bluetooth-enabled vehicular electronics.

• An interior capable of holding a lot more stuff, thanks

30 November 2012 | Fleet Equipment

to a creative redesign of cabinets, drawers and shelving.

The space also includes a revolutionary (literally) table that pivots 180º. It’s perfect for paperwork or dining. If buyers spec the optional rotating passenger’s seat, the table would make a great platform for playing cards or arm wrestling.

• Larger doors that open wider to facilitate ingress and egress. These are constructed of stamped aluminum and triple sealed to quell outside noise and prevent air and moisture leaks. A new pressure-relief valve in the cab greatly reduces the effort required to close the doors when the windows are rolled up.

• A fully stamped aluminum cab, which is a first for Kenworth, that uses self-piercing fasteners for greater structural strength and improved fit and finish.

Kenworth engineers spent about four years and nearly $400 million developing the T680 and its robotic assembly line in Chillicothe, Ohio. That investment seems to be paying early returns. One customer reportedly ordered 1,000 units soon after production began earlier this year.

The truck is now available as a daycab and 76-in. high-rise sleeper.

Other configurations will follow. And it’s likely that all future Kenworth Class 8 models will incorporate many of the T680’s components. / Aerodynamic side mirror www.FleetEquipmentMag.com

Rapid Response: 800-930-7204 ext. 44031

Aftermarket Insights

BY DENISE KOETH | MANAGING EDITOR

Building work tr W

hen it comes to light- and medium-duty work trucks, every fleet’s needs are different. Luckily, the options and customizable features available on today’s models offer enough variety to meet the requirements for any demanding job.

When spec’ing a work truck body, fleets need to start from the ground up, weighing options for everything from chassis strength and configuration to bumpers and mirrors. We asked representatives from several truck makers to weigh in on the basics of spec’ing and purchasing Class 3 to 5 work trucks.

Their guidelines provide a good starting point, while a truck dealer can help with final customization.

Frame rail features When comparing work trucks, it’s important to con-

When it comes to choosing the best work truck for the application, fleets have many options

32 November 2012 | Fleet Equipment

sider the loads that will be carried in a particular application, and compare options for rail chassis strength and placement.

According to Adrian Ratza, marketing manager for Hino Trucks, the two main components to chassis rail strength are yield strength and resisting bending moment. “Yield strength (measured in PSI) gauges the overall capacity that a frame can withstand

rucks before the frame will give way, while resisting bending moment (measured in in.-lbs.) gauges the maximum single impact the frame can withstand without giving way,” he says. “The higher the rating the frame has in these two dimensions, the better.”

Ratza adds that chassis rail strength and yield strength, along with the placement of the cross members, “will determine how much of a payload a work truck will be able to handle without compromising the integrity of a frame.”

Gordie Taylor, commercial product manager for Freightliner Custom Chassis Corp. (FCCC), explains, “A continuous frame rail gives you better frame strength, which reduces body flex and stress. A symmetrical straight rail, front to rear, is also easier to build on. Having a clean top-of-rail, with nothing above the top of the frame rail, is also important for the body builder.”

Having an outside frame width that approximates the industry-standard 34 in. facilitates simple and efficient application of rear bodies in terms of materials, time and cost, according to Joshua Tregear, manager of marketing communications for Mitsubishi Fuso Truck of America Inc. “Fleet managers and even single truck operators rely on equipment suppliers and body builders to provide required frame specifications for their mounted equipment,” he notes. “Each should confirm with their suppliers that a chas-

sis-cab frame is properly matched and reinforced as necessary for mounted equipment.”

Tregear adds that frame capacity is described by material yield strength and elastic section modulus. “While yield strength is generally constant for a given ladder type frame using a common material throughout, section modulus will vary with frame dimensions and shape,” he explains. “Likewise, since resisting bending moment (RBM) is a product of frame yield strength and section modulus, it also varies as the frame cross-section shape changes.”

dome light connection; 50x40 mm. grid-patterned frame webs for prepunched equipment mounting points; a factory rear or side fuel tank for optimal location based upon equipment needs (all E-, G-, H- and K-wheelbase

Body options In addition to selecting a chassis that’s ideal for a particular application, fleets need to consider body options that are best suited to meet their unique needs.

“Several sectors on the truck’s exterior are very important to a fleet owner,” says Rich Tremmel, director of sales for Morgan Olson, which works closely with FCCC on body building. “The front and rear bumpers need to be made of steel to hold up to daily usage and potential abuse. The rear bumper’s stepping surface is always requested to be made of an aggressive tread in order to be safe to walk on. Many fleets prefer bodies made of durable aluminum.”

According to Taylor, FCCC offers provisions for rear ramps and drop-down tailgates. “Our walk-in vans also offer easy curbside access, so drivers can exit the vehicle without stepping into traffic,” he adds.

Mitsubishi Fuso’s Tregear advises that while all mirrors must meet FMVSS 111 requirements for square area, mounting and adjustability, ease of adjustment is critical for proper use by operators. “All Fuso Canter models include standard equipment flat/convex combination mirrors for body widths up to 96 in.,” he says. “Heated mirrors are optional, as are wider mirror arms for body outside widths up to 102 in.”

Other user-friendly features of Canter FE models, according to Tregear, include: 33.5-in. outside frame width for simple installation of new and takeoff bodies; flat frame rails to simplify rear body installation; a pre-wired rear body

Canter FE models); a programmable control module for incandescent or LED-type combination lamps; and a standard equipment PTO opening and drive gear in all Canter transmissions.

Seconding the importance of mirror placement, Hino’s Ratza advises, “While Class 3-5 trucks don’t have the blind spots a Class 8 has, they still have larger blind spots than the average consumer vehicle. Fleet managers need to make sure they are taking every safety precaution and also keep in mind driver comfort. Less safety incidents mean less downtime and more workforce productivity.”

He adds that Hino offers an optional Clean CA feature, “which is a great benefit to body builders in that they will not have any chassis components interfering with the installation of the body.”

According to Dan Barile, product and technology communications specialist for Mercedes-Benz USA, “Sprinters are known for being upfitter-friendly.”

He adds, ”Design features such as near-vertical walls ease installation of shelving. The Sprinter also has 270-degree opening rear doors, best-in-class stand-up height, side-door opening, lowest step-in height, cargo capacity (547 cu. ft.) and payload.”

Barile notes the company also offers fully-multiplexed electronics, which

www.FleetEquipmentMag.com 33

Aftermarket Insights means thinner wiring and simple programming of the vehicle’s Parametric Special Module (PSM), rather than having to cut/splice wires.

Other considerations When selecting a Class 3 to 5 work truck, there is still more to consider—including fuel economy and alternative-fueled vehicles, driver comfort, total lifecycle cost and warranty coverage, among other options.

“A highlight for Sprinter is the frugal V6 diesel engine, which can achieve up to 24.9 MPG on the highway,” Barile says, adding that another factor is driver comfort and alertness. “Sprinters have large windows for easy visibility, bypass vents that circulate fresh air into the cabin, and clear access to the cargo area from the front seats.”

FCCC’s Taylor relates that fuel economy, vehicle usage, environment and life cycle are key considerations. “Chassis specs also need to figure in whether a fleet’s needs require multiple air conditioner compressors, alternator output, or more horsepower or torque based on

the load needs and the terrain,” he adds.

Hino’s Ratza urges truck buyers to look beyond the purchase price to the total cost of ownership. “With differences between every manufacturer in warranty, fuel mileage, oil change intervals, etc., it is vital that fleet managers educate themselves on this and take all into account,” he says. “Also, just because a truck is considered ‘green’ doesn’t necessarily mean this vehicle is the right choice for every fleet. Operating conditions vary for every fleet, and not every alternative fuel vehicle fits every application. Fleet managers need to understand their operating cycles and how alternative fuels will perform in these cycles.”

When considering warranties, Mitsubishi Fuso’s Tregear advises fleets to consider chassis and cab warranty coverage—basic, corrosion and powertrain, and both equipment coverage and terms for each. Treager also recommends considering gross combination weight rating (GCWR) for applications with towed equipment. /

Work truck customization & maintenance

Rapid Response: 800-930-7204 ext. 44034

According to Tim Thrash, sales manager for Jarco Inc., a Polar company that builds propane bobtails for propane distribution fleets, there are two things not to overlook when purchasing or spec’ing work trucks, and they go hand in hand.

“First, it’s easy to look at a Class 5 vehicle and say, ‘It’s half the size and therefore should be half the price.’ The fleet managers I know who run mini-bobtails aren’t running the trucks to do half a job. They’re running smaller bobtails because, for how they’re used, they pull their weight in terms of customer satisfaction, reliability and profitability.

“Second, I encourage fleet managers to focus on the total lifecycle cost of the vehicle,” he says.

“Over time, the least expensive truck may actually cost more to operate compared to a truck that costs more at the outset but is more reliable or better suited to the task at hand. If you need help calculating total lifecycle cost, talk to both your dealer and your body supplier. If you get a blank stare, or the runaround, beware.”

He adds that while most of Jarco’s customers buy Class 7 propane bobtails, their expectations for build quality and after-sale support are no different when they inquire about smaller trucks.

“When propane marketers spec a mini-bobtail, they do so with a specific application in mind— they need to go off-road in a 4WD environment, or they want to deliver to trailer parks or to sites where a traditional 33,000-lb. GVW truck would be too big.

“They expect all the features and advantages of a Class 7 bobtail but in a smaller package, so that’s what we do. When we build a Class 5 bobtail, the piping, meters and materials are standard.

The production quality, options and attention to detail are the same. A smaller truck should be an advantage in a given application, not a compromise.”

34 November 2012 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 44035

Specs Fleet Profile

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Adding I

Steve Potter corporate vice president of operations

36 November 2012 | Fleet Equipment

ts fleet goals were straightforward and comprehensive. Maines Paper & Food Service sought ways to simultaneously serve customers more effectively, as well as reduce overall fleet costs through new acquisition and maintenance programs, and by improving fuel economy.

“We needed a way to lower per unit acquisition costs, as well as reduce fixed and variable maintenance and operating costs,” says Steve Potter, corporate vice president of operations. “In 2011, we unbundled our delivery fleet by transitioning from full service lease arrangements to a combination finance lease-contract maintenance arrangement, and results to date have been above our expectations.”

Headquartered in Conklin, N.Y., Maines Paper & Food Service is the seventh largest independent food service distributor in the U.S. The company’s fleet of more than 400 tractors and 500 trailers delivers frozen, perishable and dry products to national chain and local restau-

rants. Included are Freightliner and Volvo day cab and sleeper equipped tractors and Great Dane and Utility trailers with Thermo King and Carrier refrigeration units.

The path Maines is following to achieve its cost reduction objectives is based in large part on the proprietary data-driven lifecycle management processes deployed on its behalf by Fleet Advantage. The asset management, fleet business analytics and equipment financing company has put in place a range of changes for the fleet.

Lifecycle costing approach “Through Fleet Advantage we have been able to tailor our equipment specifications to our fleet operation, and as a result have realized significant MPG savings,” Potter states.

“We have also taken a different view on how long we keep our power units. Instead of running them for a set period of time, we are using a lifecycle costing approach in which power units are replaced prior to be-

Maines Paper & Food Service Tractor Specifications

Effective management practices are helping Maines Paper & Food Service control costs and prepare for the future

up

coming high maintenance items.

“That approach is attractive to our maintenance providers and is reflected in their rates,” Potter adds.

“We have long-term business relationships with Penske Truck Leasing and AIM Leasing Co., and as part of the unbundling process we negotiated favorable vehicle maintenance agreements with each of them.”

Fleet Advantage also is helping Maines achieve its sustainability goals by replacing the current fleet with high-efficiency models. Over two thirds of the fleet’s tractors are

2012 and 2013 model year vehicles powered by the latest fuel-efficient Clean Diesel Detroit and Volvo engines. A thorough review of engine data led to changes in maximum road speed and idle shutdown timer settings, and by working with manufacturers, Fleet Advantage and Maines are spec’ing vehicles that are more closely based on duty cycle, payload and operating area.

“As a result of several spec changes, we have reduced fuel consumption considerably,” Potter says. “We now have some multi-stop vehicles that

Model: Volvo VNM64T200 day cab Wheelbase: 176 in.

Engine: Volvo D13, 425 HP Transmission: Volvo I-Shift, 12-speed automated mechanical Driveshafts: Spicer Front Axle: Meritor FF961 Power Steering: TRW THP60 Rear Axle: Meritor MT-40-14X4C Wheel Seals: Chicago Rawhide Plus XL Brakes: Meritor Q Plus ABS: Bendix, with traction control Automatic Slack Adjusters: Haldex Tires: 295/75R22.5 Bridgestone; R280 steer, M710 drive 5th Wheel: Fontaine 6000 Air Compressor: Meritor WABCO, 31.8 CFM Air Dryer: Meritor WABCO Fan Clutch: Kysor, on/off Batteries: Volvo Starter: Delco Remy 39MTHD Alternator: Delco Remy 36SI Fuel/Water Separator: Davco 382, heated Seats: National Model: Freightliner CA125SLP sleeper Wheelbase: 220 in.

Engine: Detroit Diesel DD15, 455 HP Clutch: Eaton Solo Transmission: Eaton Fuller FRO-16210C Driveshafts: Meritor Front Axle: MFS-12-143A Power Steering: TRW THP60 Rear Axle: Meritor MT-40-14X Rear Suspension: Freightliner Airliner Wheel Seals: SKF Scotseal Plus XL Brakes: Meritor Q Plus ABS: Meritor WABCO Automatic Slack Adjusters: Haldex Tires: 295/75R22.5 Goodyear G399 5th Wheel: Fontaine 6000 Air Compressor: Bendix BA921, 19.0 CFM Air Dryer: Meritor WABCO Fan Clutch: Kysor, on/off Batteries: Alliance Starter: Delco Remy 39MT Alternator: Delco Remy 28SI Fuel/Water Separator: Davco 482, heated

www.FleetEquipmentMag.com 37

Fleet Profile

Specs

are getting 7 MPG, which has exceeded our initial expectation. Rising fuel costs are every fleet’s concern today and over the life of this equipment, we expect these changes to have a significant impact on helping control our operating costs.

Maines also has a genuine concern for safety, and features safety equipment as standard on its fleet vehicles.

For example, new tractors are

Maines Paper & Food Service equipped with traction control systems. In addition, some models are equipped with SafeTrac lane departure warning and collision avoidance technology.

More effective decisions Potter also explains that along with equipment specification and engineering expertise, Fleet Advantage serves as an off-site analytics depart-

Trailer Specifications Model: Great Dane, 48-ft. refrigerated Refrigeration Unit: Thermo King Spectrum SB30 Landing Gear: Great Dane GD60 Axles & Suspension: Hendrickson HKANT40K-HD Oil Seals: Stemco Platinum Plus Brakes: Meritor ABS: Meritor WABCO Slack Adjusters: Haldex Tires: 11R22.5 Bridgestone Ecopia R197 Lighting & Electrical: Grote LED

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ment for Maines, using its data capture and interpretation capabilities to reduce overall cost of ownership. The fleet, he adds, is realizing administrative benefits by using online management tracking and reporting systems from Fleet Advantage to access consolidated information it can use to make more cost-effective decisions.

One of those management areas involves fleet financing. “Fleet Advantage provides flexible financing alternatives for us to consider,” Potter reports. “Combined, we’re controlling costs significantly with lower new vehicle finance rates, favorable maintenance costs because newer vehicles require fewer repairs, and specs that result in higher residual values than we realized previously.”

For Maines, it all adds up to delivering dependable customer service, providing its drivers with the best available equipment, and being environmentally responsible as a company that continues to grow. Its fleet size, in fact, has doubled in the past 10 years.

In the end as well, it’s also always about preparing for the future, something Maines Paper & Food Service has been doing successfully since 1919 when Floyd L. Maines Sr. founded Maines Candy Co. and sold nickel candy to local grocers. The biggest difference, though, is that the average order then was $20 and firstyear sales were $30,000. Today, the company that bears its founder’s name generates annual revenue approaching $3 billion. /

38 November 2012 | Fleet Equipment

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&

Before

After(market)

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Equipment

financing

Financing, spec’ing for drivers and using technology to streamline lease check-in

“T

here’s no ultimate choice for fleets when it comes to financing new equipment,” says John Deris, senior vice president of national sales at Ryder System. “Each company has distinct vehicle needs, there is the cost of capital and taxes to consider, and things may change over time as a company’s business strategy changes.”

It is precisely what Deris calls “the risk of ownership” that he says should lead fleets to consider leasing vehicles. The benefits of leasing he points out include the fact that it frees up capital and that leasing companies usually have access to financing at rates that are more favorable. In addition, leasing can insulate a company from risk associated with potentially lower residual values for used equipment.

Penske Truck Leasing Co. notes that leasing

40 November 2012 | Fleet Equipment

can be a cost-effective solution for fleets because it provides a lower upfront capital investment, which leaves funds available for other appreciating and revenue-producing assets. Also, consistent monthly payments enable accurate budgeting and forecasting.

In addition, the company adds that leasing eliminates residual risk at the end of the lease because it handles vehicle disposal.

Leasing solutions Ryder offers a number of commercial truck and fleet leasing solutions.

The company’s 3-Year Flex Lease includes all of the same benefits of a full-service lease plus the flexibility of a shorter lease term with the option to extend for the recommended full term at reduced rates. In addition, the company notes that a 3-Year Flex Lease can cost less than an equivalent straight 36-month lease.

A relatively new offering from Ryder is the Flex-to-Green lease, designed to make it easier for customers to incorporate alternative fuel vehicles into their fleets. Flex-to-Green makes available Ryder’s alternative fuel fleet of compressed and liquid natural gas vehicles in select markets, as well as hybrid vehicles in most U.S. markets.

Ryder currently supports natural gas vehicles in southern California and Arizona, and as its infrastructure is expanded the Flex-to-Green lease option will be offered to customers in new markets, as well.

Customized financing also is available for all Ryder lease programs.

The company’s Truck Lease Financing Program lets Ryder, in conjunction

with its financing partners, offer tailored leasing solutions for financing commercial trucks with programmed maintenance to meet a company’s transportation and financial objectives.

Flexible leasing structures from Penske, in addition to its full-service operating lease, are available through the company’s partnership with GE Commercial Finance. Included are True or Fair Market Value (FMV) leases that provide 100% financing with the option to purchase at lease end, but also offer the flexibility of returning the vehicle at the end of the term.

Also offered by Penske are TRAC leases that give fleets the opportunity to purchase equipment at lease-end at a pre-determined, fixed amount.

Split TRAC leases provide the same benefit of a pre-set purchase price at lease-end, and potential off-balancesheet operating lease treatments because the residual risk is shared.

For fleet managers considering vehicle financing alternatives, flexible and creative lease solutions may be the answer to meeting needs and addressing business challenges.

Spec’ing for drivers How are fleets that are leasing vehicles approaching the need to ensure driver comfort and safety? What sys-

tems and components do they consider?

Doug Macolley, vice president of fleet operations at Penske Logistics, provides a list that is used on the operation’s fleet of 2,700 trucks, including 1,630 tractors: Penske Logistics Driver Comforts Tractor Checklist • Air suspension seats • Disc brakes • Collision avoidance system • Heated, motorized mirrors • On-board technology to record electronic logs, and for over speed warnings • APUs (some sleeper units)

Checking in and out effectively To facilitate lease and rental vehicle check-in and check-out activity, TranSource Truck & Trailer Centers, a Greensboro-based Mack Trucks dealer with six locations in North Carolina, developed comprehensive inspection checklists.

“What we needed was a concise process for recording inspection details and collecting customer acknowledgment of condition reports to help limit downtime for lease and rental customers and enhance shop and technician productivity,” says Mike Laughead, director of service operations, Western Division at Tran-

www.FleetEquipmentMag.com 41

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Before

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Source. “Additionally, a system that could transfer appropriate data to lease, rental, service and accounting departments would enhance our back office operations.”

TranSource found the answer in MVASIST, the cloud-based service management platform developed by Decisiv Inc. in partnership with Mack Trucks that is now used throughout the dealership’s service operation. With the platform, TranSource has the ability to more efficiently manage inspections and maintenance on assets in its lease and rental fleet, including customized inspections at lease turn-in.

TranSource check-in and check-out inspections include recording ECU fault codes and fuel and DEF levels, and checking operation of all lamps, horns, gauges, seat belts, windows, wipers, clutch, starter, steering, A/C and heat.

The condition is noted of all glass, upholstery, bumpers, bodies, doors, liftgates, tires, suspensions, axles and wheel seals, belts and hoses, and exhaust, air and cooling systems.

TranSource lease vehicle inspections loaded onto the Decisiv platform can take place at customer locations or at the service provider’s facility using handheld communications devices. Pictures of damaged items can be included with the reports and customer signatures can be captured at the same time.

Repairs identified during inspections can be automatically saved as a service event in one online folder in MVASIST, date and time stamped for reference. Included are estimates, approvals, warranty coverage and each customer’s negotiated parts pricing.

“The result is a significant savings in inspection and write-up time,” Laughead states, “which cuts downtime for customers, improves our productivity, and provides accurate, consistent information for lease, rental, service and accounting departments.” /

Resources Ryder System www.ryder.com Penske Truck Leasing Co. www.pensketruckleasing.com Decisiv www.decisiv.com

www.FleetEquipmentMag.com 43

Truck Products Eaton adds Flex Reman transmissions to aftermarket warranty package Eaton Corp. said it has added its Eaton Fuller Flex Reman transmissions to its specially packaged line of remanufactured and aftermarket components, bringing customers additional genuine replacement parts choices and 12 months of extra warranty coverage. When customers purchase a combination of a Flex Reman or standard Eaton Fuller remanufactured transmission with an Eaton Advantage Series clutch and Roadranger lubricants, the transmission warranty coverage is extended from two to three years.

Eaton Solo Advantage and Easy Pedal Advantage clutches feature extended 50,000-mi. standard lubrication intervals for linehaul applications, premium patent-pending release bearings, and added protection against potentially harmful driveline vibrations because of the excellent dampening that results from Eaton’s Vibration Control Technology (VCT). Eaton’s Solo Advantage is a self-adjusting clutch that results in reduced maintenance due to eliminating the need for time-consuming manual adjustments for improved uptime. It also is ideally suited for trucks with hydraulic linkages. The Easy Pedal Advantage clutch requires manual adjustments and is designed for quick and easy maintenance, the company noted.

Eaton Corp. www.eaton.com Rapid Response: 800-930-7204 ext. 44171 www.FERapidResponse.com/44171

Fras-le offers Extreme Service air disc brake pads Fras-le air disc brake pads, sold under the Extreme Service brand, include 11 part numbers covering 59 applications on 12 brake systems. These OE quality pads come with a complete hardware kit and a unique mechanical attachment system, providing ultra-strong plate to friction bonding, resulting in longer life performance, according to Fras-le.

The pads are asbestos-free, were developed to meet the needs of commercial vehicles, and are ECE-R90 certified. ECE-R90 is a European quality standard that requires all safety-related replacement parts to perform within certain parameters of the OE specification, the maker added.

Fras-le www.fras-le.com/nabrakes Rapid Response: 800-930-7204 ext. 44172 www.FERapidResponse.com/44172

Citgo introduces Pacemaker gas engine oil

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Citgo Lubricants announced a new technological innovation with the launch of its Citgo Pacemaker GEO 1940 XL. According to the company, it is a next-generation, extended draincapable, ultra-premium gas engine oil that is low in ash and phosphorus. This product is specifically designed for highoutput, 4-cycle natural gas engines operating under severe conditions or where extended drain intervals are desired.

Pacemaker GEO 1940 XL is recommended in a wide range of engines operating in virtually any variation of natural, synthetic, digester or landfill gas sources, according to the maker.

Citgo said it provides exceptional resistance to oxidation and nitration, allowing drain intervals up to two times longer than other premium gas engine oils. In addition, it is particularly well-suited to stoichiometric engines that experience high nitration and it is fortified with next-generation additives that protect against valve recession, sludge varnish, wear and corrosion. The company added Pacemaker GEO 1940 XL is compatible with emissions system catalysts. / Citgo Lubricants www.citgo.com Rapid Response: 800-930-7204 ext. 44173 www.FERapidResponse.com/44173 44 November 2012 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 44045

Trailers

Bodies

Freight Wing offers new side skirt for box fairing trailers

For fleets hauling van trailers with drop down storage boxes, aerodynamic fairings that improve fuel economy by up to 5% are now available from Freight Wing, the company said.

Attached to the storage box on each side of the trailer, the fairings are made of automotive grade plastic. A full fairing starts at the beginning of the trailer and connects to the belly box, directing airflow around the storage container. The belly box profile is then extended downward with the Freight Wing fairing to about 8 in. from the ground, the maker added. / Freight Wing www.freightwing.com

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46 November 2012 | Fleet Equipment

Shop Equipment

Snap-on offers reversible air ratchet The Snap-on 3/8-in. reversible air ratchet (FAR72C) sets the standard when it comes to performance and efficiency, the company said. This versatile and durable air ratchet can be used for a variety of jobs, giving Snap-on customers the performance and productivity they expect from a Snap-on air ratchet.

The Snap-on Reversible Air Ratchet features: • 65 ft.-lbs. max torque and 225 RPM free speed • Exhaust sleeve rotates 360 degrees to direct air away from the work area • Patented grease fitting in selector knob to keep ratchet head lubricated • Heavy-duty ratchet head with field replaceable square drive • Inlet bushing with brass screen keeps dirt out • Patented stop-lock pins prevent pawls from locking up • Large shoulder on square drive to eliminate square breakage Snap-on www.snapon.com/powertools Rapid Response: 800-930-7204 ext. 44161 www.FERapidResponse.com/44161

New 2012 truck parts catalog for Hendrickson Truck Commercial Vehicle Systems Hendrickson introduced an updated parts catalog for Truck Commercial Vehicle Systems with extensive parts listings, exploded views, selection guides, product profiles and popular kits. According to the company, the comprehensive catalog (SP-100 Rev. G) simplifies identification, specification and selection of Hendrickson truck suspension systems parts and works well as a companion tool for the Hendrickson website, www.hendrickson-intl.com. “We are excited to have our new release of the Truck Parts Catalog containing new products and updated information on current products. Our customers look forward to having a comprehensive parts catalog that contains all our Hendrickson truck systems part information in one publication, whether that customer is servicing the vehicle at a parts counter, or is an end user.”

Hendrickson, a Boler company www.hendrickson-intl.com Rapid Response: 800-930-7204 ext. 44047

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Finding Fontaine fifth wheel replacement parts is easy with new app Fontaine Parts Connection has added an easy-to-use parts finder application to its website, www.fifthwheel.com. The app makes it easy for customers to quickly find top plate repair kit information for any Fontaine fifth wheel.

According to the company, users simply select “Find Parts” from the main menu on fifthwheel.com, and then choose “Quick Find.” Next, they type in all or part of their fifth wheel’s model number to bring up a list of product descriptions, top plate replacement numbers, and replacement kit part numbers and descriptions. Alternatively, they can choose to search by top plate model. The entire process takes just a few seconds, the company added. / Fontaine Parts Connection www.fifthwheel.com Rapid Response: 800-930-7204 ext. 44163 www.FERapidResponse.com/44163 www.FleetEquipmentMag.com 47

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NO Steel Balls NO Sands or Oils NO Prebalancing

Easily installs on truck driveshafts, wheel assemblies & engines WILL STOP TIRE CUPPING & INCREASE TIRE LIFE UP TO 50% OR MORE

For Fleet Pricing Contact your local dealer or

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FLEET EQUIPMENT is published monthly at 3550 Embassy Parkway, Akron, Ohio 44333.

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FLEET EQUIPMENT (ISSN 0747-2544) (November 2012, Volume 38, Number 11): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices.

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ur shorter days are getting colder and already there has been snow accumulation in several states. So once again, it’s time to provide a reminder about winterizing fleet vehicles.

O

Every fleet manager knows that properly winterizing vehicles keeps them on the road through inclement weather and helps to provide a safer environment for drivers.

Here’s our checklist for winterization: 1. Start with a detailed checklist.

2. The list should include checking and servicing tires, belts, hoses and wipers, which are more apt to fail during harsh winter weather conditions. Cracks and bulges in belts and hoses can indicate weak spots; if present, they should be replaced.

3. Next, check fluids, including coolant, and use a winterized wiper fluid to help to remove icy buildup, as it will not freeze in cold temperatures. Some fleets also use a winter fuel additive in vehicles that travel in colder climates to avoid fuel gelling, which can cause fuel pump or injector failures.

4. The next step is to check air compressors, air dryer systems, air lines, electrical systems, alternators, starters and batteries. Make sure there are no loose, exposed or hanging wires, especially where ice and snow can get to them.

5. Check the cab heating system and inspect the vents to make sure they are functioning properly.

6. Trucks that will travel through areas where road deicers are used should be washed and waxed before bad weather hits. Regular washes throughout the winter months can help with continued prevention of damages.

It’s also a good idea to make sure drivers are well prepared with emergency phone numbers for possible road service calls, and onboard safety devices like flares and flashlights in case of emergency stops. /

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