Work Truck Magazine January/Februay 2011 by Bobit Business Media

PROPANE DRIVES ENGINES FORWARD THE RESOURCE FOR MANAGERS OF CLASS 1-7 TRUCK FLEETS

PAGE 28

UPS GOES GREEN

PAGE 30

LEGAL CHALLENGES TO CSA

PAGE 36

WWW.WORKTRUCKONLINE.COM JANUARY/FEBRUARY 2011 VOL. 5 NO. 1

MISTAKES IN SPEC’ING LIFTGATES TIREMAKERS GO GREEN WITH SMARTWAY SPEC’ING FLATBED TRUCKS

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SAFER. At Ford Fleet we believe in taking safety to new heights. That's why active and passive safety technologies such as adaptive cruise control and collision warning with brake support, Safety Canopy® System, AdvanceTrac ® with Roll Stability Control™ and SOS Post-Crash Alert System™ have been developed to help provide an extra measure of protection for your employees in their Ford vehicles. And it doesn’t stop there. New technologies like BLIS ® (Blind Spot Information System) are available to help increase situational awareness and driver confidence. Because nothing boosts confidence like knowing your fleet is well-protected. Ford Fleet. Get More.

ﬂeet.ford.com

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IN THIS ISSUE

JANUARY/ FEBRUARY 2011 VOLUME 5 ISSUE 1

Features 12 FORD’S ALL-NEW F-150 POWERTRAIN LINEUP DELIVERS ON FUEL ECONOMY Ford engineers put the new powertrain lineup through a litany of tests to ensure complete compatibility with truck applications and durability, with all components and systems passing testing to the equivalent of 150,000 miles.

14 20-POINT CHECKLIST: SPEC’ING FLATBED TRUCKS While flatbeds may seem basic, there are several options to consider that impact cost, payload capacity, fuel economy, and crew productivity. Included are 20 points to consider.

18 TIREMAKERS GO GREEN WITH SMARTWAY EPA fuel-efficiency designation is the hot thing in truck tires. While SmartWay-verified tires are mandated on heavy trucks, medium-duty fleets can also benefit from more fuel-efficient tires.

22 9 COMMON MISTAKES TO AVOID WHEN SPEC’ING LIFTGATES FOR MEDIUM-DUTY TRUCKS Spec’ing the right liftgate for an application can be challenging, especially for those unfamiliar with the process. Read helpful suggestions to ensure the right liftgate is spec’d for the job.

Departments 2 ON THE WEB 4 LETTERS ■

Fleets Unprepared for CSA 2010

6 TRUCK NEWS 28 ROUSH CLEANTECH DRIVES PROPANE FORWARD Created with fleet in mind, ROUSH’s CleanTech aims to help get more propane autogas-powered vehicles on the road and help fleet managers put “greener” vehicles on the road.

■

CleanFUEL USA to Build New GM Propane Engine ■ TruGreen Fleet to Add Hybrid-Electric Vehicles

10 STATS ■

30 UPS TRADEMARK-BROWN DELIVERY TRUCKS GO GREEN With the purchase of 130 hybrid-electric vehicles, the package delivery company grows its alternative-fuel vehicle fleet and increases its dedication to a “green” fleet.

Number of Class 1-6 Vehicles on Top 100 Listing ■ 2010 Operating Costs for Light Trucks

34 TRUCK PRODUCTS ■ ■

Titan Crane Service Bodies SpitzLift Manual Cranes

36 END OF FRAME EDITORIAL ■

Legal Motion Seeks to Halt CSA Implementation

WORK TRUCK MAGAZINE (CDN IPM# 40013413) is published bi-monthly, by Bobit Business Media, 3520 Challenger Street, Torrance, California 90503-1640. POSTMASTER: Send address changes to Work Truck P.O. Box 1068 Skokie, IL 60076-8068. Please allow 8 to 16 weeks for address changes to take effect. Please address Editorial and Advertising correspondence to the Executive Offices at 3520 Challenger Street, Torrance, California 90503-1640. The contents of this publication may not be reproduced either in whole or in part without consent of Bobit Business Media. All statements made, although based on information believed to be reliable and accurate, cannot be guaranteed and no fault or liability can be accepted for error or omission.

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 1

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what you’re reading www.worktruckonline.com w

the 5

WORKTRUCKONLINE.COM TOP 5 MOST POPULAR STORIES AS OF DEC. 16, 2010

What We’re Blogging About

PENNDOT: TIME TO CHECK VEHICLES, PACK EMERGENCY KIT

MARKET TRENDS By Mike Antich www.worktruckonline.com/ blog/markettrends.aspx

PennDOT secretary urges motorists in frigid Pennsylvania to prepare their vehicle for winter driving.

U.S. DOT PROPOSES REAR VIEW VISIBILITY RULE

FORD & AZURE DYNAMICS MARK PRODUCTION AND DELIVERY OF FIRST TRANSIT CONNECT ELECTRICS

Proposal would expand the required field of view so that drivers can see directly behind the vehicle when the vehicle’s transmission is in reverse.

Reaching the market 13 months after the collaboration to develop the zero-emission vehicle was first announced.

AT&T DEPLOYS 2,000TH CNG VEHICLE IN FLEET

VERIZON OFFERS FLEETS XATA TURNPIKE SOLUTION TO SUPPORT CSA 2010 COMPLIANCE

The honor of being the 2,000th CNG Vehicle goes to a Ford E250 van deployed in San Leandro, Calif.

Software is designed to help companies better comply with Comprehensive Safety Analysis 2010 (CSA 2010), designed to reduce commercial motor vehicle-related accidents.

THE FLEET CHANNELS Industry Trendss

Telematics

Safety

Remarketing

Fuel

Use the navigator on the WorkTruckOnline.com home page to browse the latest articles from the channels. Enter a channel to view in-depth news, articles, tools, calculators and more related to that specific topic. January/February’s Web Channel Highlight: LEASING Lease vs Buy is a difficult decision in regards to your work truck fleet. Use the below resources to help you make this decision, guide you through the process and other helpful tips such as negotiating a fleet lease management agreement. ▲ State of the Fleet Market Outside North America ▲ When’s the Right Time for a Sale/Leaseback? ▲ How to Be Your Lender’s Best Customer ▲ 5 Common Mistakes in Negotiating a Fleet Lease Agreement ▲ Bright Ideas Energize Fleet Management

ANTICH

December 13 Legal Motion Seeks to Halt Public Release of CSA 2010 Data November 9 The Weak Link in Corporate Sustainability is the Driver November 1 Forecast of 2011 Operating Costs October 26 Dealer Consolidation Creates New Headaches for Out-ofStock Purchases

FLEET BLOGS The Voice of the Fleet Community (www.fleetblogs.com)

December 16 Insourcing For Profit by Anonymous Public Fleet Manager December 14 The Quest for Alt Fuel Knowledge Makes a Stop at ROUSH CleanTech by Elisa Durand December 2 Hot for 2011: “Save Me Money!” by Elisa Durand November 15 $3 Million Legal Verdict for Not Having GPS Tracking by Wayne G. Smolda October 29 Can Passive GPS Tracking Reduce Fleet Costs? by Mike Wade Interested in starting your own blog? Go to www.fleetblogs.com for more information

2 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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Whether you are investing in a new fleet or looking to add life to your existing trucks and equipment, Rhino Linings® products are a proven solution to extend your vehicle life. Rhino Linings advanced protection shrugs off abrasion and impact, protects against rust and corrosion and is impervious to most chemicals. PROTECT YOUR INVESTMENT, COUNT ON RHINO®.

For more information, visit rhinolinings.com or call

1-800-422-2603 *Warranty subject to restrictions and limitations. All businesses independently owned and operated. Photos courtesy of Rhino Linings Northeast and Rhino Linings of Danvers. ©2010 Rhino Linings Corporation. All rights reserved. WRKTRK1110 5882

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LETTERS TO THE EDITOR Translucent Reefer Roofs The September/October issue article on spec’ing refrigerated truck bodies was a fairly good summary of what you need to know regarding reefer truck specs, but I’m a little baffled in the roof selections shown. II’ve never seen a translucent reefer roof in my 30-plus years in fleet work. Did I miss something? The article might ye have mentioned strip curtain effectiveness as well. ha Tony Bizjak Vehicle Spec Engineer Fairfax County Fairfax, Va. Thanks, Tony. You are right. The translucent roof option ti is not common in most reefer apps (as the source in the article states), but it can be used in some produce th hhauling apps that don’t require heavy refrigeration and can benefit from more efficient deliveries because of better visibility from natural light allowed into the body. I think another term I could have used is “composite roof” as an alternative to aluminum. Some companies, such as Crane Composites, offer composite roofs that are lighter weight and conduct less heat than aluminum and can be specified from 1-30 percent light transmission, depending on the application. – Sean Lyden

Unprepared for CSA 2010 Thanks for writing the editorial entitled, “Most Fleets Unprepared for CSA 2010,” which appeared in the November/December 2010 issue. It is amazing how many regulated fleets are still not aware of this program and have not assessed their performance measured under the new system. Overall, I believe CSA will make the highways safer by un-credentialing the unsafe drivers and fleets. However, the program is most effective if drivers and fleets use the experience to become better, safer, and more efficient in their operations. Submitted via e-mail by Nick Goodell

Uptick in Fuel-Related Problems in Diesel Trucks The editorial in the September/October 2010 issue on the uptick in fuel-related problems in diesel trucks sure was an interesting article. It can only relate to the industry’s contribution to carbon emissions reduction. If we could significantly reduce the carbon emissions from all of the world’s diesel motors, wherever they may be, then imagine the carbon trade-off with governments that can be

achieved. In fact, I do believe there could be some kind of trade-off with companies that reduce their carbon footprint. Submitted via e-mail by John Cole

Cutting Edge As always, the End of Frame editorials are on the cutting edge of emerging fleet-related issues, such as the editorial on the “Uptick in Fuel-Related Problems in Diesel Trucks,” which appeared in the September/October 2010 issue. J. J. Keig, CAFM Fleet Manager NCH EcoServices Irving, Texas

A Very Cloudy Picture We are starting to look very seriously at our lifecycle program and hope to make some changes soon. We have not purchased a new truck since August 2006. I hope that we look seriously at starting to replace some of our 15-year-old trucks starting in spring 2011. I think one problem we will have when we start to purchase again is the incentives (CPA, CAP from manufacturers) will not be

the same as they were in the past. I also think the stocking dealers will not carry the same stock volume as they have in the past. I could keep rambling on, but will finish with a still very cloudy picture of the buying intentions for the 2011 year. I think we all know what needs to be done. Not until business owners truly feel comfortable again and hiring stays solid will we start seeing consistent truck purchasing. Author wished to be anonymous

Counting CO2 in TCO

A vehicle’s CO2 emissions must have independent weight beyond fuel economy inclusions when calculating the total cost of ownership (TCO). Large incentives can overcome TCO deficits (such as low fuel economy) but I will be incorporating a factor for CO2 emissions within our Pugh matrix for the current request for quotation (RFQ). Gage Wagoner North American Fleet Management Senior Manager Philips Electronics North America Bothell, Wash.

Downsizing Engines We will make changes in the types of vehicles we will be acquiring compared to past model-years. We are now purchasing six-cylinder G1500 Express vans instead of the eight-cylinder G2500, and this year, we ordered 142 Ford Transit Connects to test as a possible replacement of our full-size vans. We are ordering our passenger vehicles with four- rather than six-cylinder engines. Frank Felicetta Director of Fleet Operations Cablevision Bethpage, N.Y.

Concise, Yet Relevant I wanted to send a note to say that I always enjoy your editorials. With an editorial, you get one page, so you have to be concise, yet relevant. I appreciate it. John Moscatelli Director Industry Solutions Practice Transportation/AVL AT&T Tampa, Fla.

4 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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AN AMERIFLEET COMPANY

Our Name Says It All

When it comes to work truck logistics providers, WorkTruck Transport has years of experience as part of AmeriFleet Transportation. We are THE truck specialists. Our Turn Key Ready Delivery program increases revenue and improves delivery times. We manage the entire process — from ordering vehicles, to upfitters through delivery. We can even pick up your

KEY FEATURES •C Coordination of vehicle upfitting and delivery process • Single point of contact throughout up-fitting and delivery process • Door-to-door delivery of vehicles • Pre- and post-inspection when needed • Title, license, and registration prior to delivery • Service to all 50 states, Puerto Rico, and Canada • $6 million in primary insurance coverage

used vehicles and take them directly to auction or a remarketing center for immediate disposal. With our many years of experience, you can be assured that your work trucks will be back on the road quickly.

CLIENT BENEFITS • Reduced delivery times • Quicker vehicle utilization • Increased worker productivity • Improved driver satisfaction and morale • Increased revenue

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• Improved regulatory compliance

www.worktrucktransport.com

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12/15/10 9:41:25 AM 6/15/10 9:29:02 AM

TRUCK NEWS CleanFUEL USA to Build New GM Propane Engine GEORGETOWN, TEXAS – CleanFUEL USA, a supplier of alternative-fuel infrastructure and propane engine systems, announced a partnership to build and certify a multi-purpose 8.0L General Motors (GM) propane engine with Freightliner Custom Chassis Corporation (FCCC), a subsidiary of Daimler Trucks North America. Featuring CleanFUEL’s new 8.0L liquid propane injection (LPI) system, the medium-duty engine will offer fleet managers a highperformance, propane-powered alternative to reduce fleet operating costs and greenhouse gas (GHG) emissions. First

v versions of the engine chassis will be designed for use in urban delivery d trucks and school buses. tr Freightliner will certify CleanFUEL’s 8.0L LPI system to run on the 8 Thomas Built Type C school bus T and Freightliner straight truck chassis. This partnership expands use of GM’s 8.0L long-block engine, originally intended for industrial and marine markets, to new onhighway applications of up to 33,000-lb. GVW. Conversion kits also will be available to switch medium-duty gasoline vehicles to run on propane.

Truck Industry Equips ‘Storm Chaser’ Vehicle

Navistar to Establish New Testing & Validation Center

PHOENIX – A truck equipped with some of the best accessories in the truck and weather industry helped achieve a feat previously unattainable in the dangerous scientific field of tornado recording. The A.R.E. 2010 GMC Sierra “Twistex Probe” vehicle enabled Tim Samaras, featured on the Discovery Channel’s Stormchasers television program, to record historic tornado measurements. Samaras has chased tornadoes and recorded valuable data for more than ten years. Earlier in 2010, when he was hoping to build a new chase truck, Mastercraft Truck Equipment in Englewood, Colo., put together what Samaras refers to as the “ultimate tornado chase vehicle.” The truck is outfitted with a custom A.R.E. Deluxe Commercial Truck Cap and Tommy Gate G2-Series 1,500-lb. capacity hydraulic liftgate. Other additions include an Eclipse navigation system with back-up camera; Jotto Desk mobile office laptop holders; Luverne hitch steps, mega steps, and grill insert; a Warn XD 9000I Winch system; and numerous square sensors covering the hood and cab. This vehicle enabled Samaras and his crew to record firstof-its-kind information about tornadoes. To obtain this data, he deployed a 400-lb. “probe” instrument, his own invention, in the path of a highly destructive tornado while at the peak of its powers in South Dakota. Data collected is another step in further understanding tornadoes. in

MELROSE PARK, IL – Navistar International Corporation announced the company’s intent to locate a new testing and validation center in Melrose Park at a facility that has been part of Navistar’s history for nearly 65 years. USTIAN Daniel Ustian, Navistar chairman, president, and chief executive officer, said the company plans to invest up to $90 million in the 80-acre campus over the next several years to create a stateof-the-art technology center to develop leading-edge commercial truck and diesel engine solutions to meet customer needs. The Melrose Park facility is intended to complement Navistar’s integrated product development center that will be located at the former Alcatel-Lucent East campus in Lisle, Ill. “We’re creating economic opportunity for the whole region at a time of substantial unemployment in Illinois,” Ustian said. “Without the investment package from Governor Pat Quinn’s administration and the governor’s personal commitment to see this project through, the creation of the Lisle campus and Melrose Park facility renovation would not be possible.” Constructed in 1941, the Melrose Park facility was originally operated by Buick to build engines for the B-24 Liberator bomber. In 1946, Navistar’s precursor, International Harvester, purchased the plant to build construction equipment and engines. Currently, the facility is home to Navistar’s Engine Group headquarters, I-6 engine manufacturing operations, and powertrain product development.

Outfitted with custom equipment, the “Twistex Probe” vehicle enabled the capture of first-of-its-kind tornado data.

6 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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THE ZERO COMPROMISE

ALTERNATIVE FUEL SOLUTION PROPANE AUTOGAS VS. GASOLINE

PERFORMANCE: IDENTICAL VEHICLE WARRANTY: IDENTICAL FUEL COSTS: 30% LESS EMISSIONS: 60% LESS

The Choice Is Clear — And Clean. Your fleet can get the same horsepower and torque performance as gasoline for 30% less in fuel costs – and with 60% fewer emissions — thanks to ROUSH CleanTech Liquid Propane Injection fuel systems. Propane autogas fuel systems by ROUSH CleanTech let you operate on a price-stable, North Americansourced fuel with no engine modifications required. That means you’ll get all the benefits of propane autogas, with no compromises in your vehicle’s factory warranty protection.

UPFITS AVAILABLE

2007.5 – 2008 Ford F-150 (5.4L V8)

2009 – 2010 Ford F-250 / F-350 (5.4L V8)

800.59.ROUSH WT0111news.indd 7 AF0111roush.indd 1

2009 – Newer Ford E-150 / E-250 / E-350 (5.4L V8)

2009 – Newer Ford E-350 DRW Cutaway (5.4L V8)

2009 – Newer Ford E-450 DRW Cutaway (6.8L V10)

ROUSHcleantech.com 12/17/10 3:16:01 PM 12/13/10 12:58:16 PM

TRUCK NEWS

CONTINUED

TruGreen Fleet to Add Hybrid-Electric Vehicles OAK PARK, MI – Professional lawn-care provider TruGreen is adding 10 hybrid-electric vehicles to its fleet for use in California. The vehicles will feature Azure Balance Hybrid Electric Drivetrains incorporated on the Ford E-450 chassis. The drivetrain manages the conventional 5.4L-Triton gasoline engine and five-speed automatic TorqShift transmission. Since most commercial vehicle fleets spend approximately 50 percent of their total operational costs on fuel, the Balance Hybrid Electric’s ability to improve fuel economy by up to 40 percent provides an enormous financial impact, Azure Dynamics said. TruGreen was able to award this contract with the support of vouchers from California’s Hybrid Vehicle Incentive Program (HVIP), which provides funds for environmentally friendly transportation solutions to companies operating fleets in the state. The vehicles are expected to be delivered in first-quarter 2011. TruGreen will add 10 hybridelectric vehicles based on the Ford E-450 chassis to its California fleet.

Tire Centers Unveils Track My Tread Program DUNCAN, SC – Tire Centers LLC (TCI) announced its new Track My Tread computer program will allow customers to keep close tabs on their medium-duty truck tires through the products’ lifecycle. Modern Tire Dealer received a preview of the program following a tour of the TCI/Michelin Retread Technologies Inc. (MRTI) retread plant in Antioch, Tenn. Track My Tread is a fee-based system that assists fleet customers with asset and inventory management, billing, tire ordering, and other functions, according to Nate Kirian, vice president of marketing and sales for TCI’s Commercial Division. Customers can view tire inventories by specific location and then click on individual tires for detailed information, he said. Users can drill down to see the total cost of ownership, including a tire’s performance and cost history, similar repairs, retreading, mounts, dismounts, etc. The entire history of a particular casing is available. “When a customer is first signed, we’ll load all of the information about its fleet into the system,” Kirian said. “Even when a tire leaves the fleet, we tell the customer, ‘You can see where the tire is,’ including what stage of the MRTI retread process the tire is in. We want them to know that we know where the tire is i all the time.” Track My Tread also automates the invventory replenishment and billing processees, automatically replacing a tire removed ffrom inventory with a purchase order geneerated by Track My Tread.

PHOTO: ©ISTOCKPHOTO.COM/NAPHTALINA

Vol. 5 No. 1 Publisher Sherb Brown Editor/Associate Publisher Mike Antich mike.antich@bobit.com Senior Editors Lauren Fletcher lauren.fletcher@bobit.com Grace L. Suizo grace.suizo@bobit.com Assistant Editor Thi Dao thi.dao@bobit.com Art Director Armie Bautista Production Director Kelly Bracken Production Manager Brian Peach (310) 533-2548 For Subscription Inquiries (888) 239-2455 BobitPubs@Halldata.com Great Lakes Sales Manager Robert Brown Jr. 1000 W. University Dr., Ste. 209 Rochester, MI 48307 (248) 601-2005 Fax: (248) 601-2004 Regional Sales Managers Eric Bearly (310) 533-2579 Adam Kimber (714) 496-9026 Sales Coordinator Tracey Tremblay Business and Editorial Offices Bobit Business Media 3520 Challenger St. Torrance, CA 90503 Fax: (310) 533-2503 Chairman Edward J. Bobit CEO Ty Bobit Chief Financial Officer Richard E. Johnson Editorial Consultant Howard Rauch

The Track My Tread program helps fleets keep track of medium-duty truck tires through the products lifecycle.

RECEIVE BREAKING NEWS WHEN IT HAPPENS R SSign up for Work Truck’s weekly eNewsletter for timely updates on the latest industry nnews in fleet management, as well as research and trends, industry events, and current Work Truck magazine articles and features. Subscribe at www.worktruckonline.com. W

Change Service Request Return Address Hallmark P. O. Box 1068 Skokie, IL 60076-8068

8 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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TomTom & Tracker Management Deliver Live Driver Updates CONCORD, MA – TomTom and Tracker Management Systems are partnering to help towing fleet operators improve efficiency, reduce costs, and increase control of drivers and equipment. The integration of TomTom WORKsmart fleet management solutions and Tracker Management Systems’ dispatch software enables live driver location updates and more accurate arrival time estimates for the towing industry, according to the companies. TomTom WORKsmart fleet management solutions integrate navigation, dispatch, and tracking through a combination of industry-leading hardware, software, and maps. Tracker Management Systems provides leading edge software, computer, and wireless communication systems technology to fleet industry business owners, primarily engaged in towing and recovery.

AJ JOTTO DESK ® secures your laptop when driving, allows ergonomic use while parked and lets you work from outside the vehicle if needed. fro

LIFE A L AT YOUR FINGERTIPS!

Yokohama Tire Corporation to Adjust Commercial Tire Prices FULLERTON, CA – Yokohama Tire Corporation announced it will increase prices on its light- and medium-duty commercial truck tires in the U.S., effective January 1. The adjustments are due to continued increases in the cost of raw materials and energy-related expenses. Commercial tires will increase by up to 6 percent. There will be in-line adjustments, as well, which will be announced at a later date. “It’s a very difficult decision, especially in light of these tough economic times,” said Gary Nash, Yokohama vice president, OTR division. “However, by incorporating operational efficiencies with our environmental procedures and the latest technology, Yokohama remains committed to bringing the best products to the market at competitive prices.”

www.worktruckonline.com www.worktruckonline.com JANAURY/FEBRUARY 2011 WORK TRUCK 9

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STAT SHEET Average U.S. National Per-Gallon Diesel Fuel PriceTrend

$3.05 $2.69

$2.81

$2.87

$2.78

Oct. 09 Nov. 09 Dec. 09

Jan. 10

$2.82

Feb. 10

$3.07

$2.91

Mar. 10

753,265

Apr. 10 May 10

$2.96

$2.93

June 10

July 10

$2.96

$2.95

$3.06

Aug. 10 Sept. 10 Oct. 10

Number of Class 1-6 trucks, vans, and SUVs on AF’s 2010 Top 100 Truck Fleet listing.

2010 OPERATING COSTS - LIGHT TRUCKS

139,552

GASOLINE

<24,000 MILES CENTS DOLLARS PER PER MILE MONTH 0.1836 $269.76

24,001-48,000 MILES CENTS DOLLARS PER PER MILE MONTH 0.1432 $286.13

48,001-80,000 MILES CENTS DOLLARS PER PER MILE MONTH 0.1801 $342.36

OIL

0.0043

$6.46

0.0025

$8.35

0.0065

$9.37

TIRES

0.0116

$15.11

0.0116

$24.18

0.0175

$30.22

MAINTENANCE/REPAIR

0.0189

$20.87

0.0248

$37.70

0.0334

$62.69

WARRANTY RECOVERY

(0.0003)

($0.61)

(0.0001)

($0.92)

(0.0006)

($1.08)

TOTAL OPERATING COSTS

0.2181

$311.59

0.1820

$355.44

0.2369

$443.56

SOURCE: AF RESEARCH DEPT.

TOTAL UNITS:

45 DAYS

TRUCK MODELS ...............................................2010-MY .......................... 2009-MY .......................... CHANGE OTD (DAYS) OTD (DAYS) (DAYS) 2010 Chevrolet Avalanche ................................ 45 ..................................... 48 .......................................-3 2010 Chevrolet Colorado .................................. 61 ..................................... 67 .......................................-6 2010 Chevrolet Silverado (combined)................. 61 ..................................... 63 .......................................-2 2010 Ford F-Series (combined) ......................... 61 ..................................... 62 .......................................-1 2010 GMC Canyon .......................................... 63 ..................................... 62 ........................................ 1 2010 GMC Sierra (combined) ........................... 69 ..................................... 63 ........................................ 6 2010 Ram (combined) ...................................... 69 ..................................... 62 ........................................ 7 2010 Dodge Dakota ......................................... 74 ..................................... 58 ...................................... 16 2010 Nissan Titan ............................................ 79 ..................................... 79 ........................................ 0 2010 Ford Ranger ............................................ 83 ..................................... 55 ...................................... 28 2010 Toyota Tundra ........................................ 102 ................................... 133 .....................................-31 2010 Toyota Tacoma....................................... 103 ................................... 102 ........................................ 1

SOURCE: AF RESEARCH DEPT.

BEST OTD TRUCKS

■ 2010 Order-To-Delivery Times: TRUCKS (20,561 TOTAL) ■

10 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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THE ONLY DIESEL PICKUP IN ITS CL ASS THAT MEE TS 2011 EMISSION STANDARDS WITHOUT A URE A-BASED DEF SYSTEM.

(1)

Available legendary Cummins™ Diesel

Huge brakes

Class-exclusive, in-⇓oor storage bins (1)

2011 R AM HE AV Y DUT Y No DEF for this truck. It’s clean without it. When you purchase a 2011 Ram Heavy Duty Truck with an available 6.7-liter Cummins Turbo Diesel, you’ve got yourself the only heavy-duty diesel pickup in its class(1) that meets stringent 2011 U.S. emission standards WITHOUT the hassle of a urea-based diesel exhaust ⇓uid (DEF) system. (Unlike some of our competitors’ trucks.) Business owners who buy Ram Heavy Duty Trucks save money by eliminating the need to purchase DEF for their diesel emissions systems, which also allows the freedom to tackle tough jobs uninterrupted. • Produce up to 650 lb-ft torque at 1,500 rpm and 350 horsepower at 3,000 rpm(2) • Standard diesel exhaust brake on all models equipped with the available Cummins Diesel engine • Available 6-speed automatic with Electronic Range Select (ERS) and tow haul mode • Solid 5-Year/100,000-Mile Powertrain Limited Warranty(3) The Ram 2500 HD and Ram 3500 HD pickups with the available Cummins Turbo Diesel: now more mega-capable than ever.

fleet.chr ysler.com

(1)

800-999-FLEET (3533)

Based on Automotive News classi⇒cation. (2) Requires automatic transmission. (3) See your dealer for complete details and a copy of the 5-year/100,000-mile limited warranty. Cummins is a registered trademark of Cummins Inc. Ram is a registered trademark of Chrysler Group LLC.

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FORD’S ALLFord engineers put the new powertrain lineup through a litany of tests to ensure complete compatibility with truck applications and durability, with all components and systems passing testing to the equivalent of 150,000 miles.

or the 2011 model-year, the Ford F-150 is getting the most extensive powertrain overhaul in the truck’s history, according to the manufacturer. The 2011 F-150 has four new truck engines, all coupled to a revised six-speed automatic transmission. Available are a 3.7L V-6 and a 5.0L V-8, each with fuel-saving, performance enhancing twin independent variable camshaft timing (Ti-VCT) technology, and a version of the 6.2L V-8 that is the base engine in the 2011 Ford F-Series Super Duty. A 3.5L EcoBoost truck engine, specially tuned and calibrated for the F-150, will be available in early 2011. The 2011 F-150 lineup delivers bestin-class fuel economy. The 3.5L EcoBoost engine that will be added to the engine lineup in early 2011 will support an up to 20-percent fuel economy improvement for the 2011 F-150 in comparison to the outgoing 2010 F-150. EXTENSIVE TESTING PROGRAM TO ENSURE TRUCK APPLICATION To ensure the highest quality and most reliable engines, Ford engineers studied

AT A GLANCE Ford will offer four all-new powertrain options on the 2011 F-150 lineup. Benefits of the new lineup include: ■ Improved fuel economy up to 20 percent with use of 3.5L EcoBoost engine. ■ Best-in-class maximum trailer tow on all powertrain options. ■ Multitude of engine choices for every work truck application.

POWER T

the warranty history of the outgoing engines and developed testing procedures based on the real-world driving experiences of current F-150 drivers. Prototype engines underwent a wide range of tests to ensure complete compatibility with truck application and truck durability, with all components and sys-

tems passing testing to the equivalent of 150,000 miles. Components such as the exhaust manifolds and the crankshaft (forged steel) were upgraded, pistoncooling jets and oil coolers were added, and engines were specifically calibrated for improved heavy-duty operation and durability in F-150.

■ 3.7L FOUR-VALVE Ti-VCT V-6 The 3.7L will be the most powerful, capable, and fuel-efficient base V-6 of any truck in its class, according to Ford, and will be built at the Cleveland Engine Plant. Key attributes include: ■ Best-in-class 302 hp at 6,500 rpm and 278 lb.-ft. of torque at 4,000 rpm. ■ Best-in-class 17 mpg city/23 mpg highway (4x2 configuration). ■ Best-in-class 6,100-lb. maximum trailer tow. ■ Ti-VCT creates precise, variable timing control of both the intake and exhaust camshafts to optimize power, performance, and fuel economy. ■ E-85 flex fuel capability. ■ Piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions. ■ Forged-steel crankshaft for improved durability. The base 3.7L V-6 is the latest application of the Duratec V-6 engine, with additional technology and upgrades for truck application. In particular, more work was done on the bottom end of the engine, a strong point of all Duratec V-6 engines. “This is a well-designed engine with a massive amount of attention to detail around the block and the structure of the block,” said Jim Mazuchowski, V-6 engines program manager. “This attention to the stiffness and rigidity of the bottom end, how the engine is fastened with four-bolt mains and two side bolts, enhances durability and NVH (noise, vibration, and harshness).” Other enhancements for durability include a forged-steel crankshaft, cast-iron exhaust manifolds, and a die-cast aluminum oil pan, which supports a 10,000-mile interval for oil changes. The design of the cylinder bore and piston rings has been optimized for efficient lubrication. In addition to engine durability, Ti-VCT leads a host of technologies that increase overall engine efficiency. Ti-VCT’s precise and variable control of the intake and exhaust camshafts optimizes performance and fuel economy. The piston squirters enable faster engine warm-up, and the polished buckets reduce friction, which aids fuel economy. 3.7L FOUR-VALVE Ti-VCT V-6

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-NEW F-150

R TRAIN LINEUP DELIVERS ON FUEL ECONOMY ■ 5.0L FOUR-VALVE DOHC Ti-VCT V-8

■ 3.5L Ti-VCT ECOBOOST

Built at Ford’s Essex Engine Plant in Windsor, Ontario, the 5.0L V-8 offers: ■ Best-in-class 360 hp at 5,500 rpm and 380 lb.-ft. of torque at 4,250 rpm. ■ Best-in-class 15 mpg city/21 mpg highway (4x2 configuration). ■ Best-in-class 10,000-lb. maximum trailer tow. ■ New, strengthened block and new cylinder head optimized for performance and enhanced cooling. ■ Unique intake camshafts, combined with Ti-VCT, composite intake manifold, and optimized compression ratio for improved low-speed torque and towing capability. ■ Forged-steel crank and all-new oil cooler enhance durability. ■ Piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions. ■ E-85 flex fuel capability. This 5.0L V-8 engine has several important attributes to optimize it for the harsh duty cycle truck customers demand. Camshafts were tuned to improve low-speed torque, the 10.5:1 compression ratio was optimized to reduce knock tendency at lower engine speeds while towing, and hardware added to the 5.0L includes an additional oil cooler, which helps extend oil life to 10,000-mile intervals; foam covers for the fuel injectors to reduce NVH; and cast exhaust manifolds for improved durability. 5.0L FOUR-VALVE DOHC Ti-VCT V-8 6.2L TWO-VALVE SOHC V-8

■ 6.2L TWO-VALVE SOHC V-8 The 6.2L V-8 is a premium engine offering on the 2011 F-150, with an expanded offering on the F-150 SVT Raptor and other specialty applications. It will be built at the Romeo, Mich., Engine Plant with key attributes such as: ■ Best-in-class 411 hp at 5,500 rpm and 434 lb.-ft. of torque at 4,500 rpm. ■ Achieves 13 mpg city/18 mpg highway (4x2 configuration). ■ Best-in-class 11,300-lb. maximum trailer tow. ■ Utilizes a large bore and shorter stroke. The large bore allows for larger intake and exhaust valves for improved engine airflow, and the short stroke allows higher engine speed for increased horsepower. ■ Two spark plugs per cylinder are used to more efficiently burn the fuel-air mixture in the combustion chamber, enabling better fuel economy and increased engine torque. The twin plugs also help maintain a smooth, stable idle. The 6.2L V-8, standard on the 2011 F-Series Super Duty, is uniquely tuned for the F-150 with a special cam profile. The engine is standard on the 2011 F-150 SVT Raptor and other specialty applications, and pumps out up to 411 hp and 434 lb.-ft. of torque.

The 3.5L EcoBoost is a premium engine offering with power comparable to a naturally aspirated V-8 and fuel economy of smaller displacement engines, according to the manufacturer. It will be built at the Cleveland Engine Plant. Its attributes include: ■ 365 hp at 5,000 rpm on regular fuel with 420 lb.-ft. of torque at 2,500 rpm on regular fuel. ■ Best-in-class 11,300-lb. maximum trailer tow. ■ Best-in-class 3,060-lb. payload. ■ Up to 90-percent of peak torque available from 1,700-5,000 rpm. ■ Ti-VCT creates precise, variable timing control of both the intake and exhaust camshafts to optimize power, performance, and fuel economy, according to Ford. ■ Fuel economy improves up to 20 percent versus 2010 F-150 5.4L V-8. ■ Improved intake and exhaust camshafts optimized for improved fuel economy and performance. ■ Cast exhaust manifolds for heavy-duty operation and durability. ■ Improved manifold and cylinder heads for improved performance. ■ Direct-acting mechanical bucket (DAMB) valvetrain with polished buckets to reduce friction and improve fuel economy.

3.5L Ti-VCT ECOBOOST

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20-POINT CH

SPEC’ING TRUCKS While flatbeds may seem basic, there are several options to consider that impact cost, payload capacity, fuel economy, and crew productivity. Here are 20 points to consider. By Sean Lyden

latbeds, also known as platform bodies, are used to haul heavy materials that don’t require a protective enclosure from the elements, such as large pipes, spools of wire, and construction debris. Some fleets also spec flatbed trucks to serve primarily as “haulers” to pull large gooseneck or fifth-

AT A GLANCE When partnering with a body company to spec a flatbed body, consider the following options: ■ Platform selection, including

dimensions, type, and material. ■ Side options, such as removable,

permanent, or fold-down; stake racks or solid stakes; and stake height. ■ Cargo containment, such as

tie-down rings, e-track, or ratchet straps. ■ Towing options, including use of a

receiving hitch or fifth wheel. ■

Liftgate options, such as tuckaway gates or railgates.

wheel trailers that transport Bobcats and other heavy construction equipment to the jobsite. What should be considered when spec’ing flatbed trucks for fleet? Here is a 20-point checklist to serve as a guide. PLATFORM SELECTION The term “platform” refers to the flatbed frame, floor, and bulkhead. To select the right platform, keep these points in mind:

1. Dimensions. What length does the flatbed need to be? The answer will drive chassis selection. Typically, the longer the bed, the more weight it will carry, requiring a larger chassis to haul it. Flatbed lengths on Class 1-3 trucks, for example, range from 8 foot on a 56-inch cab-to-axle (CA) chassis to 12 foot on an 84-inch CA 1-ton chassis. Trucks in Classes 4-7, up to 33,000-lbs. gross vehicle weight rating (GVWR), accommodate flatbeds with lengths from 60-inch CA (usually for towing/ hauler applications) to a 28-foot body on a 205-inch CA chassis.

BODY LENGTH 9 ft. 10 ft. 12 ft. 14 ft. 16 ft. 18 ft. 20 ft. 22 ft. 24 ft. 26 ft. 28 ft.

APPROX. CA* 60 in. 72 in. 84 in. 108 in. 120 in. 138 in. 150 in. 162 in. 175 in. 190 in. 205 in.

The longer the flatbed on a truck, the more weight it will typically carry, requiring a longer chassis for hauling. *Cab-to-axle.

2. Platform type. Most body companies offer three platform types, based on strength-level, classified with terms such as “basic,” “heavy duty,” and “extra heavy duty.”

3. Platform material. Most platforms are built with steel due to its durability and attractive price point. However, options are available in alternative materials, such as stainless steel, aluminum, and composites, which offer

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NT CHECKLIST:

FLATBED better corrosion resistance than steel and longer body life. Also, aluminum and composite bodies weigh significantly less than conventional and stainless steel, without much sacrifice in strength, improving payload capacity and fuel economy. The downside to lighter-weight materials, especially with aluminum, is the ability to withstand day-to-day pounding. Consult the body manufacturer on which material is best for the application.

8. Removable or permanent (bolted or welded) sides. Re-

Removable stakes provide the flexibility to quickly convert a flatbed truck into a stake body and back to a flatbed within minutes.

9. Swing-open gates. Swing-open 5. Bulkhead. The bulkhead pro-

4. Platform floor. The three most common floor options to choose from are: ■ Wood. This is the standard floor for most platforms, offering lower cost and weight (as much as a few hundred pounds lighter than steel floor bodies). ■ Smooth steel. Upgrade to steel floors for heavier-duty applications. ■ Tread plate. This provides extra traction to protect a crew from slipand-fall injuries when stepping onto the flatbed surface.

vides a protective barrier between the cab (and crew) and cargo on the flatbed. Options include shape (tapered or boxed), strength level (based on reinforcements), and whether the bulkhead should be solid or include a seethrough mesh window. CHOOSING SIDES & STAKES If hauling loose material that cannot easily be tied down, sides (also known as stakes) are required to contain the cargo.

6. Stake racks or solid stakes. Spec solid stakes if hauling small granular material, such as loose dirt or gravel, to keep it from spilling off the bed. Stake racks are lighter weight and offer sufficient containment for bulkier material.

7. Stake height. Stake heights

Under-body aluminum toolboxes provides protection for tools and equipment from theft or weather, without taking up platform space.

movable stakes provide flexibility to quickly convert a flatbed into a stake body and back to a flatbed within minutes. The bolted or welded sides are used primarily with solid-side applications to create a seal that prevents loose, granular material from spilling out of the body.

on trucks up to Class 7 range from 12- to over 50-inches high. Consult a body manufacturer about what “standard” heights are offered. Spec’ing non-standard heights require custom manufacturing, which drives up the body price.

gates allow quick access to load cargo onto the flatbed, whether through the rear and/or sides, without having to remove each stake panel.

10. Fold-down sides. Any or all sides (including the rear gate) can be spec’d to fold down, providing unfettered clearance to load material onto the flatbed without having to spend time and energy removing each side panel.

11. Side material. Available options, depending on the body manufacturer, include wood, steel, composite, and aluminum. The differences between these materials are reflected in the cost, weight, and durability. KEEPING CARGO CONTAINED If sides aren’t utilized, how secure will contained cargo be? Four common cargo containment options include:

12. Tie-down rings. These rings present the flexibility to secure cargo in specific sections of the truck body. Work with a manufacturer to determine how many rings are needed and where to place them on the platform. ➞

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Truck Specifications hitch offers maximum towing capacity and is common for flatbed trucks used primarily as trailer haulers.

Flatbeds haul heavy materials that don’t require an enclosure to protect them from the elements.

REVIEWING LIFTGATE OPTIONS Liftgates are useful for loading heavy cargo items onto a truck with minimum effort and physical strain on employees, enhancing safety and productivity. If considering a liftgate, determine which of the following gates best fits the application:

19. Tuckaway gate. As the name 13. E-track. Each row of e-track, recessed into the body (nearly flush with the body surface), contains metal or aluminum slats in which straps can be hooked and secured.

14. Ratchet straps. These are thick, heavy-duty straps connected (in the form of spools) on one side of the body. The straps are tightly pulled across the flatbed over the cargo and hooked onto the rub rail on the other side. If ratchet straps are spec’ed, consult a body company about how many straps are required and whether they should be moveable or stationary.

The trap door for a gooseneck hitch closes flush with the platform surface, allowing more space to haul cargo when not pulling a trailer.

it. This hitch allows drivers to pull a trailer without impacting cargo capacity on the flatbed.

15. Toolboxes. Do certain tools, parts, and equipment need to be protected from theft or the elements? Spec a toolbox to be placed either underbody (which frees up flatbed space) or above-body. Most body companies offer the option of either steel or aluminum boxes. Determine how many toolboxes are needed and dimensions for each.

17. Recessed gooseneck ball hitch with trap door. This hitch

CONSIDERING TOWING OPTIONS Will the flatbed truck be pulling a trailer? If so, how much weight and what type of trailer? The answers to these questions will assist in spec’ing the proper hitch. Typical hitch options for flatbed trucks include:

18. Fifth wheel. This hitch is a large

is attached to the frame near the rear axle, nestled below the surface of the body. When the vehicle is not pulling a trailer, the trap door can be closed making it flush with the body, clearing the full surface area of the flatbed to haul cargo.

horseshoe-shaped plate, located at the center of the flatbed. The fifth wheel

suggests, this liftgate tucks out of the way under the rear of the flatbed, providing easy access to cargo when the gate is not in use. However, if items requiring more than 3-feet in depth must be lifted, a tuckaway gate may not offer a large enough platform to safely lift the cargo. Also, if a rear receiver hitch will be used, the tuckaway gate may interfere with the hitch. A body manufacturer can assist with liftgate selection for towing capability.

20. Railgate. This gate, attached to permanent pillars on the rear of the flatbed, offers extra platform size for larger cargo and heavier weight capacities. The downside is the gate must be lowered any time access is required through the rear of the flatbed, which can unnecessarily consume time. THE BOTTOM LINE While flatbeds may seem basic, there are several options to consider that impact cost, payload capacity, fuel economy, and crew productivity — all factors that shape a company’s bottom line. Keep this 20-point checklist in mind when partnering with a body company to spec a flatbed body. WT

An aluminum flatbed is a lighter weight alternative to conventional steel bodies.

16. Receiver hitch. This is the most common option, with the hitch located below the rear bumper, often with a heavy-duty pintle hook attached to 16 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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TIREMAKERS GO

SMARTW

EPA fuel efficiency designation is the hot thing in truck tires. While SmartWay-verified tires are mandated on heavy trucks, medium-duty fleets can also benefit from more fuel-efficient tires. By Mike Manges

t’s no secret that fuel efficiency has been a top concern among trucking fleets for many years. However, up until recently, any effort by fleets to reduce fuel consumption and, in turn, their trucks’ greenhouse gas emissions, by running low rolling resistance tires on trucks and trailers was strictly voluntary. That all changed in January 2010 when regulations designed to reduce truck emissions went into effect in California. The rule, mandated by the California Air Resources Board (CARB), requires all 2011 model-year and newer day cab tractors that pull 53-foot or longer box-type trailers in the Golden State to run on low rolling resistance tires that have been verified by the U.S. Environmental Protection Agency’s (EPA) list of SmartWay-verified technologies.

AT A GLANCE Some points to consider about the CARB tire rule: ■ It applies to all tractors traveling on California highways, regardless of their point of origin. ■ Certification allows tiremakers to standardize their fuel-efficiency goals. ■ Other states may begin adopting similar regulations. ■ SmartWay test requirements may become more stringent in the future.

It also mandates that 2011 modelyear and newer trailers operating in California must be either SmartWaycertified or equipped with low rolling resistance tires and retrofitted with SmartWay-approved aerodynamic technologies. Created in 2004, the SmartWay label identifies products and services that reduce transportation-related emissions. It has become perhaps the most sought-after designation in the commercial truck tire market. No fewer than eight truck tire manufacturers have placed products on the EPA SmartWay list, with more companies submitting products for consideration. SETTING AN INDUSTRY BENCHMARK The CARB rule applies to all tractors traveling on California highways, regardless of their home base or point of origin. That means fleets from other parts of North America sending trucks into California must equip those vehicles with SmartWay-approved tires to comply with the regulation. The CARB rule has pushed the SmartWay program into the spotlight, say truck tire manufacturers. “It’s important to understand how the CARB program is affecting linehaul fleets in other parts of the country,” said Brian Sheehey, director of

Hankook Tire America Corp.’s Commercial Tire Group. To qualify for SmartWay certification, truck tires must meet EPA-mandated test criteria. Two testing methods are available to tire manufacturers, which may perform their own testing (for details, see sidebar, “SmartWay Performance Requirements, page 22). Several companies also have used third-party labs to evaluate their products. “The first is a method in which you run a comparison test on a test track against a reference set of tires,” said Don Baldwin, product marketing manager, Michelin Americas Truck Tires. The goal is to demonstrate a 3-percent fuel savings benefit. “The second method is a straightforward measurement of rolling resis-

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GREEN WITH

TWAY Yokohoma’s 703ZL tires are included on the Environmental Protection Agency’s list of SmartWayverified technologies.

tance to a prescribed procedure. You run your tires on your own (testing) equipment,” Baldwin said. This method is designed to yield a rolling resistance value at or below target values for specific tire models. A third method had been available, but the EPA dropped it several months ago. The method was meant to be more inclusive than the first two, but as such, was the least stringent of the three, said John Cooney, director of commercial sales for Yokohama Tire Corp. “There was no benchmark to measure against. All you had to say was, ‘This tire is X percent more fuel-efficient than another tire we sell,’ ” Cooney said. Certification according to universal standards is critical because it provides manufacturers “with a tangible

goal to achieve through the improvement of features like carcass design and innovations in treads and compounding,” Sheehey said. “Before, manufacturers would come out with fuel-efficient tires according to whatever standards we deemed appropriate. This provides a single standard for all of us to achieve.” For dealers and end users, it also “takes the guesswork out of the equation. What’s fuel-efficient? What’s compliant? Claims from marketing and sales departments now can be verified. Depending on the manufacturer, we may agree or disagree on what the standard should be. But there is one. It provides a goal … and we can confirm that our tires meet a standard,” Sheehey said.

SMARTWAY FOR CLASS 3-7 TRUCKS Although the SmartWay program currently only applies to Class 8 vehicles, tiremakers agree that SmartWay will develop standards for fuel-saving technologies for lighter vehicles in the future. Curtis Decker, truck tire product development engineer for Continental Tire the Americas LLC, explained one of the reasons why the rule currently applies to only Class 8 vehicles: Rolling resistance and aerodynamic resistance for vehicles driving on rural roads (as Class 3-7 vehicles often do) account for less of the total resistance affecting fuel economy than a line-haul vehicle on the highway (typical for Class 8). Hence, SmartWay-verified technologies combined with aerodynamic devices make a larger impact on fuel economy on the highway and in a line-haul application, typical for Class 8 vehicles. Decker added although it is not mandated for Class 3-7 trucks, “These vehicle segments are already able to reap the benefits of SmartWay by using already-verified tire models which come in the applicable sizes.” Don Baldwin, product marketing manager, Michelin Americas Truck Tires, said, “While we can’t speculate on the future, we are confident that the demand will continue to grow for fuel-efficient tires in all truck-tire segments — regardless of the verification program.”

PROGRAM UNDER CONSTRUCTION Twelve tire manufacturers currently have products on the SmartWay list: ■ Bridgestone Americas Tire Operations LLC. ■ Continental Tire the Americas LLC. ■ Cooper Tire & Rubber Co. ➞

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SmartWay Tires ■ Double Coin Holdings Ltd. ■ Falken Tire Corp. ■ GITI U.S.A. ■ Goodyear Tire & Rubber Co. ■ Hankook Tire America Corp. ■ Kumho Tire U.S.A. Inc. ■ Michelin North America Inc. ■ Toyo Tire U.S.A. Corp. ■ Yokohama Tire Corp.

(See sidebar “Who’s on the SmartWay List?” below for a complete list of tires.) Double Coin is the only Chinese company to earn the SmartWay label — a breakthrough achievement for the firm, according to Aaron Murphy, vice president of Double Coin’s U.S. subsidiary, China Manufacturers Alliance LLC. The Double Coin FT105, a trailer axle tire, was certified via third-party testing, said Murphy. “We focused on the trailer position because there is significant demand (for trailer tires) from OEMs. We know that as SmartWay-certified fleets grow, we will need products to meet that demand,” Murphy explained. Tire manufacturers that are not working toward SmartWay certification “are going to have problems in the future,” Sheehey of Hankook said. While California is the only state

that currently requires trucks to run on SmartWay-approved tires, other states may adopt similar regulations, he explained. SmartWay test requirements are not expected to remain static either, according to Kyle Jensen, manager of industry and government relations for Bridgestone Bandag Tire Solutions, which has 12 tires on the SmartWay list. “I would think the EPA would take it to another level,” Jensen said. “They’ve already talked about having kind of an ‘elite status’ within the program. We don’t know when, but we think it’s going to happen.” According to Yokohama’s Cooney, “We believe there will be some significant changes” to the program. Tougher test requirements would make it more difficult to join the SmartWay club. As for tires that already made the grade, “we anticipate there will be a ‘grandfathering period’ for (fleets) that have already made buying decisions,” he said. “We would expect that tires that are already certified would be grandfathered for their lifecycle. If you bought a tire that was SmartWay-certified today and the regulation changed tomorrow, we don’t expect the

SMARTWAY PERFORMANCE REQUIREMENTS Truck tire manufacturers can use two methods to prove their products meet SmartWay certification. Here’s a summary of each: ■ Method 1:

Objective: Demonstrate a 3 percent fuel-savings benefit on an SAE J1321 Type II Truck Fuel Economy Test compared to baseline tires with the following maximum rolling resistance (rr) values: ● Steer: 6.8 ● Drive: 8.6 ● Trailer: 6.1 ■ Method 2:

Objective: demonstrate a tire rolling resistance value at or below the following target rr value for a given tire model, as tested on an SAE J1269 tire rolling resistance test: ● Steer: 5.8 ● Drive: 7.3 ● Trailer: 5.2 A third method was available until April 1, 2010, when it was eliminated. Information supplied by Michelin North America Inc.

WHO’S ON THE SMARTWAY LIST? As of December 2010, 12 manufacturers have SmartWay-verified tires. The following medium truck tires are on the U.S. Environmental Protection Agency’s list of SmartWay-verified technologies. (In the event of multiple brands for a single company, individual tire names are listed in parentheses): ■ Bridgestone Americas Tire Operations LLC:

Bridgestone brand: (R287, R287A, R280, R250F, R650F, M720, Greatec drive, Greatec R125 trailer, R195F, R197, and S197); Firestone brand: (FS590 PLUS, FS507, FD662, and FT455 PLUS). ■ Continental Tire the Americas LLC: Continental brand: (HSL2, HSL2 ECO Plus, HSR, HSR1,HSR ECOPlus, HSR2, HSR2 ECO Plus, HSR2 SA, HDL Eco Plus, HDL2 ECO Plus, HDL2 DL Eco Plus, HDR, HDR1 ECO Plus, HSR, HSR1, HSR1 ECO Plus, HSR2, HSR2 ECO Plus, HSR2 SA, HTL Eco Plus, and HTL 1); General brand: (S371, S580, S581, D660, S371, S580, S581, and ST250). ■ Cooper Tire & Rubber Co.: Roadmaster brand: (RM180). ■ Double Coin Holdings Ltd.: FR605,FD405, and FT105.

■ Falken Tire Corp.: RI109 Ecorun, BI887 Ecorun, and RI119 Ecorun. ■ GITI U.S.A.: GSL213 FS and GT669+ FS. ■ Goodyear Tire & Rubber Co.: Goodyear brand: (G395 LHS Fuel Max, G399 Fuel Max, G662 Fuel Max, G305 LHD Fuel Max, G392 SSD, G305 Fuel Max AT, G316 LHT Fuel Max, G316 Fuel Max DuraSeal); and Dunlop brand: (SP384 FM, SP456 FM, and SP193 FM). ■ Hankook Tire America Corp.: AL07+, AL11, Z35A,DL11, and TL01. ■ Kumho Tire U.S.A. Inc.: KLD01e and KLT02e. ■ Michelin North America Inc.: Michelin brand (XZA3, XZA2, XZA1+, XZE, XZE2, XZA2 Energy, XDA2+ Energy, XDA Energy, XDA3, X-One XDA, X-One XDN2, X-One XDA Energy, XDE2+, XDN2, XDE M/S, XTA Energy, XT1, X-One XTA, X-One XTE and XTE); BFGoodrich brand (ST244, DR 444, and TR144). ■ Toyo Tire U.S.A. Corp.: M137, M154, M657, and M127. ■ Yokohama Tire Corp.: RY617, 103ZR, 101ZL, 703ZL, TY517mc2, TY577, RY587mc2, and RY587.

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EPA to say, ‘You have to change those tires now.’ ” Cooney believes “there probably will be some type of grace period from the time they announce new regulations until the tires that are currently on the list will be scrutinized” to see if they meet or exceed revised standards. Prior to the advent of CARB regulations, participation in SmartWay was voluntary. “There weren’t a lot of checks and balances,” Cooney said, “but they’re coming. We believe there will be some significant changes.” This could include rating tires according to their respective rolling resistance levels, said Michelin’s Baldwin. “Right now you can’t look at the list and tell what a tire’s relative rolling resistance is. The tire is either on the list or not.” DEALERS REAP BENEFITS Clif Armstrong, director of marketing, Commercial Vehicle Tires, the Americas, for Continental Tire the Americas LLC, said the SmartWay program nicely dovetails into his company’s efforts to educate fleets about the fuel-saving benefits of low rolling resistance tires. Continental, which has five of its flagship brand tires on the SmartWay list, is applying the technology it developed to gain SmartWay certification to “decreasing the rolling resistance of several of our General brand products,” according to Armstrong. Four General brand truck tires were recently added to the SmartWay list. Continental has submitted several other tires for SmartWay approval, as well. Promoting SmartWay to fleets makes perfect sense, according to Jensen of Bridgestone. “The big thing is that it helps promote discussions about fuel efficiency. That’s probably the biggest benefit.” Baldwin of Michelin agrees. “We’ve done extensive training with our sales

BASIC REQUIREMENTS — NEXT DEADLINE IS IN 2012 The following California Air Resources Board (CARB) requirements and implementation dates apply to tires for all 53-foot or longer box-type trailers, including both dry van and refrigerated van trailers, and heavy-duty tractors in California: ■ Tractor Requirements:

Jan. 1, 2010: 2011 model-year and newer day cab tractors must have low rolling resistance tires. Jan. 1, 2012: All 2011 model-year and older sleeper cab and day cab tractors must have low rolling resistance tires. ■ Trailer Requirements:

Jan. 1, 2010: 2011 model-year and newer trailers must be either SmartWaycertified or equipped with low rolling resistance tires and retrofitted with SmartWay-approved aerodynamic technologies. Jan. 1, 2013: Unless registered by optional phase-in deadlines, all 2010 model-year and older box-type trailers must be SmartWay-certified or equipped with low rolling resistance tires and retrofitted with SmartWay-approved aerodynamic technologies. Hankook’s AL07+ is on the EPA’s list of SmartWayverified technologies.

force and we’ve given information to dealers,” he said. “We’re also answering questions from fleets. The point I always make is while you need to be on SmartWay tires in order to operate in California, you need to look even deeper and choose the best tire for overall fuel efficiency. We tell our dealers that the value of selling low rolling resistance is that when you get down to it, what the fleet’s interested in is reducing its cost.” Cooney said having tires on the SmartWay list has helped Yokohama maintain its current sales to fleets “that have a need for a verified product. You need to have it if you want to continue to do business with customers who do business in California.” Discussing anticipated enhancements to SmartWay tire testing, Cooney noted, “I think it’s somewhat of an hon-

or, particularly in the future, to have a standard by which all manufacturers and products will be held.” Astute dealers can also use SmartWay as a marketing tool, said Sheehey of Hankook. “A lot of independent commercial tire dealers are tasked with providing complete tire maintenance programs. If you’re a dealer and a large fleet has outsourced all of its tire work to you, you are responsible for making sure that fleet is compliant. Before it was just about the right applications and the right air pressure for the appropriate load, and making sure duals were matched.” Now, even if a fleet has a good tire maintenance program, “not having the appropriate SmartWay-verified tire could cost that fleet dearly. There are fines that are going to be attached to noncompliance. Plus, any program that assists in improving fuel economy is just good business,” Sheehey said. WT About the Author Mike Manges was formerly senior editor of Modern Tire Dealer magazine. Visit MTD at www.modern tiredealer.com.

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COMMON TO AVOID WHEN

FOR MEDIUM-

Spec’ing the right liftgate for an application can be challenging, especially for those unfamiliar with the process. Here are helpful suggestions to ensure the right liftgate is spec’d for the job.

he best option for lifting heavy cargo (150 lbs. or more) from the ground onto the bed of a medium-duty truck is a liftgate, a platform that raises and lowers (from the rear and/or side of the truck) using an electric hydraulic system. The challenge, however, is specifying the right liftgate for each application. There are a myriad of specs to consider, with cost ranging from $2,000$9,000, depending on the type of gate, platform size and material, power supply, and lifting capacity. What can go wrong? Consider these

AT A GLANCE Avoid these nine mistakes when spec’ing a liftgate: ■ Selecting a liftgate incompatible with the truck’s bed height. ■ Underestimating weight capacity requirements. ■ Spec’ing inadequate platform depth. ■ Mismatching liftgate type with rear door spec. ■ Under-specifying power requirements. ■ Forgetting to account for ground surface. ■ Overlooking trailer requirements. ■ Selecting a liftgate that interferes with the chassis’ fuel tank configuration.

real-world examples: ■ The gate doesn’t lower all the way, hovering 4 inches above the ground, making it impossible to roll a pallet jack or handcart onto the lift platform — essentially rendering the gate useless. ■ The tuckaway liftgate functions OK when the truck is empty, but sits too low underneath the body when the truck is loaded, impeding the liftgate platform from being able to properly lower and unfold. ■ The liftgate runs out of battery power at a delivery halfway through the truck’s route, forcing the crew to regularly stop work and run the engine to recharge the battery, resulting in costly delays and diminishing productivity. No fleet manager wants to deal with the headaches (and expenses) that come with a liftgate spec gone awry. Ensure the right liftgate is spec’d for the job by avoiding these common mistakes. 1. SELECTING A LIFTGATE INCOMPATIBLE WITH TRUCK BED HEIGHT “The biggest area you run into problems with is when somebody specs

the truck and tries to hang a tuckaway liftgate underneath a truck that doesn’t have enough of a loaded bed height clearance to allow that gate to be put on,” said Doug Greve, sales coordinator for Thieman Tailgates Inc., which markets a full line of hydraulic liftgates for light-, medium-, and heavy-duty trucks and trailers. “We get calls all the time when somebody has hung a liftgate on a truck where

22 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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MISTAKES SPEC’ING LIFTGATES

M-DUTY TRUCKS

Make sure the liftgate matches the height of the truck bed. If the truck bed is too low or too high, the liftgate may not open or touch the ground.

they can’t get it open or it won’t touch the ground. That’s what creates the most headaches.” Two key terms to learn when it comes to bed height and liftgate installation are laden and unladen. “Laden” refers to the bed height when the truck is at full load, causing the chassis’ rear suspension to depress, representing the lowest point the body should drop. “Unladen” is when the bed

is completely empty, denoting the highest point the body should sit. Each liftgate spec needs to account for both the lowest point (which determines the minimum clearance requirements) and highest point (dictating the maximum distance the platform will need to lower to reach and lay flat on the ground). Work closely with the body manufacturer to select the liftgate type most compatible for the specific truck. The manufacturer should have laden and unladen height dimensions specific to the truck, based on its chassis and body specifications, available as a reference to guide decision making. 2. UNDERESTIMATING WEIGHT CAPACITY REQUIREMENTS “A common mistake is when you don’t consider the weight of everything that will be on the liftgate at any given mo-

m — the driver, the pallet jack, the ment ppallet,” advised Anton Griessner, vice president of marketing and business p development at Maxon Lift Corp., a single brand manufacturer of liftgates. “There could be 500 lbs. with an electtric pallet jack alone. If you don’t spec ffor it, you’ll overload the gate.” Under-spec’ing the weight capacity diminishes the life of the liftgate and pputs crew safety at risk. Take into account everything that will be placed on the platform at maximum load. Use the following checklist as a guide. ■ Weight of cargo and container or package (pallet, box, barrel, etc.). ■ Weight of loading device (cart, pallet jack, hand truck). Manual pallet jacks, for example, weigh approximately 120-150 lbs. Electric pallet jacks range from 350-500 lbs. Determine exact weight of equipment. ■ Weight of driver. Griessner recommends factoring in 250 lbs. per driver on the platform. “You cannot go by average load weight when you’re estimating capacity requirements. You really have to go with your worst-case scenario,” Griessner said. “It doesn’t help you if you’re transporting chips during the week and then construction material over the weekend. You have to spec for the heavier material.” 3. SPEC’ING INADEQUATE PLATFORM DEPTH If spec’ing liftgates is unfamiliar ter-

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Liftgates

5. UNDER-SPECIFYING POWER REQUIREMENTS “In this case, the issue is less about the gate itself and more about the energy supply,” Griessner posed. “With the anti-idling laws, the time spent recharging batteries gets shorter and shorter.

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patible with swing-open doors? Greve recommends looking into cantilever or slider gates. (See sidebar above, “Choosing the Right Liftgate.”)

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Here are four main types of liftgates to consider for most mediumduty truck applications. ■ Tuckaway. As the name suggests, this liftgate tucks out of the way, under the rear of the body, offering easy access to cargo when the gate is not in use. However, if items that require more than 3-feet in depth must be lifted, the tuckaway gate may not offer a large enough platform to safely lift the cargo. ■ Rail-style gate. Attached to the rear pillars of the body, it offers extra platform size for larger cargo and heavier weight capacities. The downside is the gate must be lowered to gain rear access to the body, which can be time-consuming. ■ Cantilever. Welded to the frame of the chassis (in contrast to rail-style gate — allows for large platform without taking up hinge space), the cantilever closes in an upright position against the rear door of the truck. It allows for large platform and varies grades to put cargo on level ground while loading and unloading. ■ Slider. This gate is bolted to mounting brackets welded to the body cross member and is compatible with either roll-up or swing-open rear doors. The platform slides in and out from underneath the body on stationary tracks. It stores completely under the vehicle, does not add to overall length of the vehicle, and is not susceptible to impact damage at loading docks.

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4. MISMATCHING LIFTGATE TYPE WITH REAR DOOR SPEC You’ve decided to go with the rail-style gate for the large platform depth. The problem, however, is the swing-open rear door has been spec’d for the body. Usually the least expensive reardoor option is a swing-open door, which offers 6-8 inches more height clearance inside the body than a rollup rear door and is a common spec in refrigerated bodies. However, it’s incompatible with a rail-style gate, which mounts on the outside corner posts of the body, the same place where the hinges on a swingopen door are attached. “There’s virtually no place to attach the rails to the rail-style gate because of the hinges, and the door swings through that area and latches onto the side of the body,” said Griessner. What large platform gates are com-

CHOOSING THE RIGHT LIFTGATE

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ritory, you may be concentrating on having sufficient weight capacity, but overlooking the total platform dimensions needed to lift that load. For instance, the lower cost or convenience of a tuckaway gate may be preferable, but if a platform depth greater than, for example, 40 inches is needed, this liftgate won’t provide enough space, even though it can safely handle the weight requirements. “With a tuckaway, you’re limited by the platform depth,” said Greve. “Everybody wants a very deep platform, but there simply isn’t enough room under the chassis.” For larger platform applications, Greve recommends a rail-style gate, which offers a folding platform that accomodates up to 84 inches in depth. How do you determine platform requirements to ensure the right size has been spec’d? Use this checklist: ■ What are the precise dimensions of the cargo, including packaging? ■ How will the cargo be loaded on? ■ Have a handcart or pallet jack been accounted for? ■ Is sufficient space available for a driver to stand on the platform with the load?

If only two stops per day are made and the liftgate is operated for five cycles or so, nobody cares. Just use your truck batteries. However, if the customer tells me, ‘We do at least 10-15 stops per day, and we go from one 7-Eleven to the next one, and we have maybe 5 minutes in between stops,’ then the truck batteries won’t be able to recharge and run the 15 times with so many loads with so little charging time in between.” Greve agrees. “Depending on the

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Liftgates number of [liftgate] cycles a customer tends to do per stop and the amount of driving they do in between stops — that can become a real big issue. If the gate runs out of power, it will stop, forcing the driver to turn on the engine and recharge the system before they can continue on.” The solution: “The fi rst thing we would specify is an auxiliary truck

packet — a separate box underneath the truck with a dedicated battery box which only supplies energy to the liftgate,” Griessner advised. Another issue with power supply, according to Griessner, is whether the truck is operated in extreme cold climates. “If you’re based in the Northeast with four months of severe weather climate and you have several stops with

heavy liftgate usage, spec a third-party charging mechanism that returns power to the liftgate system.” 6. FORGETTING TO ACCOUNT FOR GROUND SURFACE “The upside of a level-ride liftgate is the platform never tilts, which helps ensure stability for top-heavy loads, like tall bread carts,” said Griessner. “The down-

10 QUESTIONS TO ANSWER WHEN SPEC’ING LIFTGATES Work closely with the liftgate upfitter to determine all the information needed to spec a liftgate that works best for your application. 1. What are the precise dimensions of the cargo (including packaging) that you plan to load onto the platform? 2. What is the weight of the cargo, including the package (e.g. pallet, box, barrel, etc.)? 3. How will the cargo be loaded on? 4. Has the weight of a handcart or pallet jack been accounted for? 5. Will space be needed for a driver to stand on the platform with the load? If so, has the weight of the driver been factored in?

Will cart stops or any other retention systems be needed to safely secure cargo on platform? 7. What type of ground surface will you be unloading onto? 8. What is the chassis’ fuel tank configuration? Is it compatible with the liftgate selection? 9. Will the truck operate in harsh winters? 10. How many delivery stops and lift cycles are anticipated per day? Is the power supply sufficient?

A cart stop serves as barrier to prevent a cart or carts loaded on the platform from rolling off the rear edge.

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side is when you have deliveries in, for instance, San Francisco, with extreme uphill and downhill surfaces, because the level-ride does not automatically level with the ground. You need a gate that allows you to adjust the level of the platform to accommodate different inclines and other ground specifications.” Griessner recommended a cantilever gate for extremely hilly delivery surfaces. “[A cantilever] is a gate where you can adjust it any way you need. The truck can tilt at 10 degrees, for instance, and the liftgate will still be level with the ground.” 7. OVERLOOKING TRAILER REQUIREMENTS “If you specify a slider gate but need a hitch to pull a trailer,” Griessner said, “you’re out of luck because the platform is in the way. If you specify the wrong tuckaway, which does not have a hitch option (because there are only dedicated models that can accommodate a hitch), you have to be careful about those things. It’s expensive to fix after the fact.” If you plan to pull a trailer, don’t make the hitch an afterthought — include it in the liftgate requirements from the get-go. 8. NEGLECTING TO CONSIDER RETENTION SYSTEMS UPFRONT “When you’re settled on a model, then you need to consider whether you need a retention ramp or cart stop. Or do you specifically not need them?” Griessner advised. “Ask yourself: ‘What do we transport? How do we deliver? Do we need a single or dual cart stop? If so, where do we need those cart stops located on the platform? Should they be at the outer edge or inner edge?’ ” Is it difficult to add the cart stop or other retention systems after the fact? “Yes, it’s a very costly and painful mistake at the point,” said Griessner. 9. SELECTING A LIFTGATE THAT INTERFERES WITH CHASSIS FUEL TANK CONFIGURATION “Chassis with rear fuel tanks may cause clearance issues, especially with tuckaway and cantilever

gates,” Greve warned. The danger here is the chassis is ordered, without considering the fuel tanks, and is delivered to the upfitter. Then the upfitter calls and says the rear fuel tanks are in the way. “Installers can often modify the chassis to get the liftgate to fit, but it’s not cheap,” Greve said. Eliminate surprises — and the

added cost — by addressing this issue up-front. A fleet manager’s nightmare is to take delivery of a truck with a liftgate that’s incompatible with the chassis or simply fails to do the job. Cover all bases up-front to avoid these mistakes by spec’ing a liftgate that performs just right, improving crew productivity and providing peace of mind. WT

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DRIVES PROPANE FORWARD Created with fleet in mind, ROUSH’s CleanTech aims to help fleet managers increase the number of “greener” propane autogas-powered vehicles on the road. By Lauren Fletcher

ack Roush, founder, CEO, and coowner of ROUSH, took his track knowledge to the streets with the announcement of a brandnew venture bearing his established brand — ROUSH CleanTech, an environmentally sound company that provides clean, “green” transportation fueled by propane and other alternative fuel options. ROUSH CleanTech aims to increase the intensity of the corporate investment ROUSH has already made in liquid propane-injection powered vehicles, while expediting new products to the market and putting more cleanfueled vehicles on roads worldwide. Products currently in development include Ford F-450, F-550, F-650, and F-53/F-59 strip chassis, all with a 6.8L V-10 propane engine.

AT A GLANCE Through ROUSH’s CleanTech venture, fleets can: ■ Acquire assistance in increasing the number of propane autogaspowered vehicles in a fleet. ■ Reduce operating expenses, carbon footprints, and dependence on foreign oil. ■ Help lead by example through the use of cleaner, domestically produced energy sources.

ROUSH spun this CleanTech group off to focus solely on alternativevefuel solutions for fleet custom-ers. “Prior to this announcement, we shared resources with our Mustang and performance parts business. Our powertrain development/engineering expertise lends itself perfectly for understanding what a fleet needs and then developing products to meet and exceed those requirements,” explained Todd d Mouw, vice president of sales & marketing. FOCUS ON FLEET The focus on ROUSH CleanTech ech is solely on the fleet and commercial al segments. This includes private and public fleets. “Our belief is that we can work with fleets to deploy these propane autogas vehicles into their fleet and further develop the fueling infrastructure network. As the fueling infrastructure matures, we will also target consumer-oriented vehicles, but that is several years down the road,” Mouw said. “Fleets have a significant need to reduce operating costs, carbon footprints, and dependence on foreign oil, and our propane autogas vehicles deliver on these needs.” ROUSH projects that within 24

The liquid propane-injection powered Ford E-250 van is one of the many vehicles using ROUSHdeveloped conversion technology. Additional products in development include the F-450, F-550, and F-650.

months it will sell 10,000 units or more per year. This is a combination of all of the Ford trucks, vans, and cutaways for which it offers propane conversion systems. “The growth curve of this business is significant, and we see fleets adopting at a rapid rate. Fleets can save $1 per gallon or more, reduce dependence on foreign oil, clean up the environment,

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market themselves as a green company, not compromise vehicle performance, and maintain OEM warranties. This is an absolute ‘no brainer,’ which is why we are so bullish on this technology,” Mouw said. ROUSH spent the last four years studying the market and talking to fleet managers across the country to understand their needs and concerns around moving to an alternative-fuel solution. “We have spent $10 million-plus developing the current products and are in the process of spending another $20 million to bring more products to market, improve product quality, and expand our service network. We are confident that if a fleet demos one of our vehicles for several weeks, they will be convinced and will begin to plan how to add these vehicles to their fleet,” Mouw said. When asked why fleet managers should look to ROUSH CleanTech vehicles in fleet, Joe Thompson, president of ROUSH CleanTech said, “We need fleets to help move the needle and reduce our dependence on foreign sources of energy. If they lead by example, then consumers will follow as

ROUSH spent the past four years studying the market and talking with fleet managers across the country. The company projects that within 24 months it will sell 10,000 units or more per year. This is a combination of all of the Ford trucks, vans, and cutaways for which it offers propane conversion systems.

they see such companies as Frito-Lay, U-Haul, UPS, and Qwest Communications move to cleaner, domestically produced energy sources.” ROUSH spent time and money developing this liquid propane injection technology to meet customer expectations. “The bottom line is that it works. Propane delivers significant cost savings, emissions reductions without compromising warranty, and vehicle performance,” Thomspon said. UTILIZING PROVEN TECHNOLOGY “For more than 35 years, the ROUSH brand developed experience in OEMlevel automotive engineering, design, manufacturing, certification, and assembly,” Mouw said. “ROUSH CleanTech blends our corporate talents into delivering product into the alternativefuels landscape. Our focus is on three key areas: providing the very best in quality, performance, and service for our customers.” More than 14 million vehicles around

the globe operate on propane, but in the U.S., that figure is fewer than 300,000, Mouw noted. “ROUSH CleanTech’s existing lineup of liquid propane injection-powered vehicles, including several models of Ford F-Series pickups and E-Series vans, and future product offerings will revolutionize the way people view alternatively fueled modes of transportation.” According to Thompson, propane offers a variety of advantages. “Propane burns cleaner than gasoline or diesel, with up to 20-percent less nitrogen oxide, up to 60-percent less carbon monoxide, 24-percent fewer greenhouse gas emissions, and fewer particulate emissions when compared to gasoline,” Thompson said. “Already the third most widely used fuel, it is available ‘right here, right now,’ with a national infrastructure already in place. Propane plays a strong role in lowering our national dependence on imported oil as 90 percent of the propane used today comes from domestic sources of production, and an additional 7 percent comes from Canada.” WT

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UPS TRA DEMARK BROWN DELIVERY TRUCKS GO GREEN With the purchase of 130 hybrid-electric vehicles, the package delivery company grows its alternative-fuel vehicle fleet and increases its dedication to a “green” fleet. By Shelley Mika

n an effort to “green” its trademark brown delivery trucks, UPS recently added 130 hybrid-electric delivery trucks to its fleet. The new units join the UPS fleet of 1,949 alternativefuel vehicles (AFVs), one of the largest private green fleets in the transportation industry. UPS plans to put the new hybrid-electric vehicles (HEVs) in service in 2011, with 30 slated for service in New York and New Jersey, and 100 in California.

AT A GLANCE UPS is committed to “greening” its fleet through: ■ Implementing hybrid-electric vehicles in high-frequency, stopand-go traffic areas, such as urban centers. ■ Investing more than $25 million in its alternative-fuel fleet. ■ Researching which alternative-fuel technologies work best in various areas and work environments.

THE RIGHT VEHICLE FOR THE RIGHT MARKET Mike Britt, UPS director of vehicle engineering, said acquiring HEVs for the New York, New Jersey, and California markets was a strategic choice that makes the most of hybrid-electric technology. “Certain technologies fare better in certain types of locations. We place these vehicles on delivery routes where they will be the most effective,” he said. “HEVs are best suited for urban areas with heavy stop-and-go traffic and low interstate miles. Frequent stops and stop-and-go traffic allow for electric energy to be recaptured through regenerative braking. High interstate miles would utilize the fuel engine over the

electric component, diminishing fuel economy.” Although the new units make up only a small percentage of the 100,000-vehicle fleet, the company anticipates significant results. It estimates the new HEVs will improve fuel economy by 35 percent, saving 66,085 gallons of fuel and 671 metric tons of CO2 annually — the equivalent of removing 128 passenger cars from the road.

30 WORK TRUCK JANUARY/FEBRUARY 2011 www.worktruckonline.com

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CAR for co Since its founding in 1907, UPS has been looking for the most efficient ways to operate. In 1998, it was the first package delivery company to employ hybrid-electric vehicles. Over the years, the company has invested more than $25 million in its alternative-fuel vehicle fleet.

According to Britt, in addition to fewer emissions and improved fuel efficiency, contributing to a healthier environment and cleaner air for the community is an advantage as well. “Fostering goodwill between a company and the communities it serves is a great benefit,” he said. He added that overall, HEV units were met with great acceptance, with both drivers and customers responding well to them. In fact, other than labeling on the side of the trucks identifying them as hybrids, they appear to be identical to traditional delivery trucks, making the transition seamless. “Our drivers are the best in the business, and they have adapted quickly to the new technologies we have introduced over the years. With HEVs, efficiency is dependent in part on how the driver operates the vehicle, so UPS has trained drivers assigned to HEVs to modify their driving habits to maximize the vehicle’s efficiency,” said Britt. “They look very similar to nonalternative-fuel vehicles, so customers don’t often notice the fact their packages are being shipped in a more sustainable manner.”

A HISTORY OF EFFICIENCY UPS is not new to HEVs. In fact, in 1998 it was the first package delivery company to employ such technology in daily operations. Currently, UPS already has 250 HEVs making deliveries in the U.S. and features two different size vehicles. Both are built with a Freightliner Custom Chassis combined with a hybrid drive system from Eaton Corp. Over the years, the company has invested more than $25 million in its AFV fleet, which includes not only hybrid-electric units, but also compressed natural gas (CNG), liquefied natural gas (LNG), propane autogas, and all-electric vehicles. Since 2000, this alternative-fuel fleet has traveled more than 185 million miles. “We take a ‘rolling laboratory’ approach to our AFVs, meaning we view them as a way to study how the technologies would work on a larger scale,” said Britt. “We haven’t committed to any one technology, but remain focused on making sure it works within our fleet, that it meets and exceeds our expectations, and is viable for implementation on a larger scale. Certain

alternative-fuel vehicles perform better under certain conditions, which is why our ‘rolling laboratory’ approach is so critical to ensure we achieve maximum benefit.” Britt said UPS plans to continue its commitment to finding the right vehicles to increase fuel efficiency and decrease emissions, particularly since making changes in a fleet of its size can yield equally sizable results. “Traditional energy sources, such as gasoline, are becoming more expensive and difficult to acquire as sites for mining are harder to reach and global demand increases,” he said. “UPS has been looking for the most efficient ways to operate since our founding in 1907. With a fleet of more than 90,000 vehicles, we are very conscious of fuel consumption and are constantly looking for new ways to minimize that overhead, both for our own bottom line and the customers. UPS will continue to look for ways to expand the alternative-fuel vehicle delivery fleet and will continue to place the right technologies in the most advantageous locations.” WT

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