CAPSULES VS. CARGO VANS
PAGE 14
ISUZU’S NPR ECO-MAX TOUR
PAGE 26
THE RESOURCE FOR MANAGERS OF CLASS 1-7 TRUCK FLEETS
STAPLES’ ALL-ELECTRIC TRUCKS
PAGE 34
WWW.WORKTRUCKONLINE.COM MARCH/APRIL 2011 VOL. 5 NO. 2
2011 2012
NISSAN NV NV:
FUNCTIONAL & FLEXIBLE
2012 NISSAN NV 2500HD
EXCLUSIVE INTERVIEW: DONDLINGER OF AUTO TRUCK GROUP HOW TO SPEC A DUMP BODY TELEMATICS IN WORK TRUCK FLEETS
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HIGHER QUALITY. At Ford Fleet, we believe higher quality is in the details. When your employees are in our vehicles, you can be confident we’ve left no stone unturned to ensure those vehicles are reliable, durable and sustainable. We’re committed to continuous improvement and dedicate ourselves every day to creating cars and trucks that are greener, safer and smarter. When it comes to quality, hard work and higher standards are all we know. Because our fleet is your fleet. Ford Fleet. Get More.
fleet.ford.com
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IN THIS ISSUE
MARCH/ APRIL 2011 VOLUME 5 ISSUE 2
Features 12 2012 NISSAN NV RAISES THE ROOF & FUNCTION OF COMMERCIAL VANS Nissan has been in the commercial vehicle market for more than seven decades and is introducing its all-new commercial van to the U.S. market.
12
14 CAN PICKUP BED CAPSULES EFFECTIVELY REPLACE CARGO VANS? Manufacturers that build pickup bed capsules discuss the advantages and limitations of the fiberglass-enclosed bodies and explain when fleets should consider replacing cargo vans with truck bed capsules.
18 DONDLINGER OF AUTO TRUCK GROUP DISCUSSES HIS POST-ACQUISITION STRATEGY Jim Dondlinger, president of the recently acquired Auto Truck Group, discusses the company’s change in ownership, integration of Fleet Body Equipment, the history of ATG, and changes in the industry over the years.
14
20 TELEMATICS USE IN WORK TRUCK FLEETS Truck fleets can improve operational efficiency, boost driver safety, and reduce high-cost vehicle repairs by implementing telematics systems. Highlighted are some of the latest products available.
Departments 2 WEB TOC
26 ISUZU NPR ECO-MAX TRUCKS RETURN FROM NATIONWIDE TOUR
4 LETTERS
For more than two months, the Isuzu NPR ECO-MAX toured the country educating dealers and service and parts personnel.
■
Concerns and Benefits of CSA 2010
6 TRUCK NEWS ■
28 HOW TO SPEC DUMP BODIES FOR LIGHT- & MEDIUM-DUTY TRUCKS
■
If a fleet doesn’t properly equip a chassis or dump body to handle a load, cost savings will vanish due to premature maintenance issues and greater risks to employee safety.
ARI Acquires ATG FMCSA Introduces CSA 2010
10 STATS ■
Top 10 Most Fuel-Efficient Trucks of 2010
42 TRUCK PRODUCTS
34 WHAT STAPLES EXPECTS FROM ALL-ELECTRIC MEDIUM-DUTY WORK TRUCKS
■
Mike Payette, manager of fleet equipment for the office supply company, discusses his experience with all-electric trucks and factors fleet managers should consider when including such vehicles in fleet.
Truck Caps and Capsules
44 END OF FRAME EDITORIAL ■
Speed Limiters on HD Trucks: Will Medium-Duties be Next?
38 DECALS CONVEY PROFESSIONALISM Decal manufacturers can provide customizable options for updating the look of current fleet vehicles. One benefit of decals is the ease in which they can be affixed.
40 SPRINKLES DELIVERS HIGH-END CUPCAKES WITH MERCEDES SPRINTER The owners of Sprinkles Cupcakes designed and upfitted their eye-catching “Sprinklesmobile” to reflect the image of the gourmet cupcake chain.
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 MARCH/APRIL 2011 WORK TRUCK 1
12/20/10 1:14:32 PM
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what you’re reading www.worktruckonline.com w What We’re Blogging About
the 5
WORKTRUCKONLINE.COM TOP 5 MOST POPULAR STORIES AS OF OCT. 18, 2010
FRITO-LAY LOOKING AT PROPANE AUTOGAS FOR UP TO 2,000 VEHICLES
1
2
By Mike Antich www.worktruckonline.com/ blog/markettrends.aspx
ANTICH
Working with ROUSH CleanTech to develop a liquid propane autogas conversion system for Ford E-350 dual rear-wheel cutaway chassis vehicles.
February 8 Idea Emerges to Create Networking Group for Women in Fleet
TOMMY GATE BREAKING NEW GROUND IN VAN APPLICATIONS
January 28 NHTSA Proposes Speed Limiters on HD Trucks: Will Medium-Duties be Next?
In the final stages of testing on the first American-made cantilever lift for panel vans.
EPA, DOT, AND CALIFORNIA ALIGN TIMEFRAME FOR PROPOSING FUEL ECONOMY AND GREENHOUSE GAS STANDARDS
3
MARKET TRENDS
The single deadline will be Sept. 1, 2011 for proposals for model year 2017-2025 cars and light-duty trucks.
January 24 Fleet Applications Emerge for Mobile Communication Devices January 18 High-Mileage Used Fleet Vehicles Create Difficulties Financing ‘C’ and ‘D’ Paper Buyers
RYDER COMPLETES ACQUISITION OF CARMENITA LEASING IN CALIFORNIA
4
CHATTY CHASSIS By Lauren Fletcher www.worktruckonline.com/ Blog/Talking-Truck.aspx
How many vehicles did Ryder add to its fleet as part of this acquisition? Go to worktruckonline.com to find out. FLETCHER
ATG’S DONDLINGER MERGES FLEET BODY EQUIPMENT INTO EXISTING OPERATIONS
5
January 24 Is it Really a Truck?
ATG now has five upfitting operations.
THE FLEET CHANNELS Industry Trendss
Telematics
Safety
Remarketing
Fuel
FLEET BLOGS The Voice of the Fleet Community (www.fleetblogs.com)
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 31: Can You Place a Dollar Amount on the Value of Employee Retention? by Kate Harland
March/April’s Web Channel Highlight: GPS & TELEMATICS 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.
January 31:The future of driving? by Jennifer Sutherland
▲ Telematics Use Grows in Work Truck Fleets ▲ How Can Telematics Help Your Fleet? ▲ Using GPS to Measure a Quality Stop ▲ Telematics Cuts 200-Truck Fleet Annual Fuel Spend by Nearly $200K ▲ Fleets Search for Effective Anti-Idling Solutions
January 14: Monthly Rants – The National Debt by Anonymous Public Fleet Manager January 10: Are your drivers paying attention? It could be costly! by Steve Fowler Interested in starting your own blog? Go to www.fleetblogs.com for more information
2 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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ROB HOYSGAARD Utility Fleet Expert
As a power industry specialist, Rob focuses his energy on innovative fleet management solutions that help ARI’s utility partners succeed.
Partners at Work
For our fleets in Big Sky Country and beyond, the sky’s the limit. Vehicle reliability and readiness are always critical. But perhaps never more than when you’re managing a 1,000-vehicle fleet covering three northwestern states. ARI ensures every passenger car, pickup, bucket truck and digger derrick is at the ready. Our team also helped reduce fleet expenses by $1.3 million over three years while the fleet size grew 30%! From acquisition and maintenance to fuel and compliance services, to consulting and remarketing, there’s no limit to what ARI can do. Some call it going “above and beyond.” We call it, “Partners at Work.”
Read the full story and more at:
www.arifleet.com/partnersatwork
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LETTERS TO THE EDITOR Vicarious Liability Concerns One concern cited in the January/ February editorial, “Legal Motion Seeks to Halt Public Release of CSA 2010 Data,” was that major shippers, brokers, and intermodal carriers may feel compelled by the threat of vicarious liability to bar use of any carrier shown to be under “alert” in any of the six BASIC areas. One way around this is by leasing your vehicles. Vicarious liability will not apply to the owner if the vehicle is leased to someone else and a contract for indemnification is in place. E-mail by Stroman You are correct; however, an enterprising attorney may still wish to sue. Lawsuits involving vicarious liability are part of a broad trend in tort cases where the court seeks awards from secondary parties. There is legal precedent for these vicarious liability concerns. Two notable legal decisions — Schramm v. Foster (2004) and Jones v. D’Souza (2007) — established that shippers may be held liable for “negligent hiring” of truckers. In Schramm v. Foster, a Maryland court ruling found a thirdparty logistics company guilty of hiring
a carrier that caused an accident and did not take into account the company’s FMCSA rating prior to hiring. – Editor
for CSA 2010” and got to wondering how will it affect freight rates? E-mail by Denise M. Pagura
Benefits of CSA 2010 Getting Your Ducks in a Row After reading the September/October 2010 issue editorial, “Most Fleets Unprepared for CSA 2010,” I wanted to reply to say this may be the most clearly stated explanation I’ve seen on CSA 2010. What drivers need to realize is this will affect them if they are inherently lazy when it comes to performing proper inspections of equipment and maintaining proper logs, because companies will not be able to shoulder the burden CSA 2010 will put on them financially. In my own writings, “How to Start a Trucking Company,” I strongly urge the use of compliance services, such as J.J. Keller, to be more productive by ensuring you have all of your “ducks in a row.” E-mail by Benjamin Bellville
CSA Impact on Freight Rates I read the September/October 2010 issue editorial, “Most Fleets Unprepared
Which DOT Number to Use? I manage a fleet of vehicles that are mostly are pickups. However, we also operate eight DOT-stickered trucks to move equipment. These trucks have a GVW greater than 10,000 lbs. but less than 26,000 lbs. We have a functioning DOT program. When our work exceeds the capacity of our trucks, we rent Penske Trucks to make up for shortages and will only use a DOTtrained driver. My question is, do we have to label the Penske truck with our own DOT number? There is some debate on whether we need to let the Penske DOT number remain or cover it with our own. Scott Livengood, Logistics Manager Winter Environmental, Norcross, Ga.
DOT Number on Rental Truck We lease Penske trucks to transport our computer equipment for trade shows. Penske says we do not have to have a DOT number, but one of our drivers was told at a weigh station by an Illinois Commerce Commission officer that we did need one. Do we or don’t we need a DOT number for a rental truck? E-mail by Debbie Palmisano Even trucks that need to display DOT numbers do not have to have them on the door if the company rents the truck for less than 30 days. – Editor
Thanks for writing the editorial, “Most Fleets Unprepared for CSA 2010.” (See September/October 2010 issue.) It is amazing how many regulated fleets are still not aware of this program and have not accessed their performance measured under the new system. I believe CSA will make the highways safer by uncredentializing the unsafest drivers and fleets. However, the program is the most effective when drivers and fleets use the experience to become better, safer, and more efficient in their operations. E-mail by Nick Goodell
Better than Nothing In reply to the discussion on whether to mandate tire pressure monitoring systems (TPMS) for medium- and heavy-duty trucks, I believe the key issue will be the design parameters to trigger the alert. If the system is set up for too great a variation in pressure before it alerts the driver (say a 20-lb. variation, over or under), then the system is flawed from the start. The reality, as you know, is the driver will only react when it is convenient to inflate the tires. If the tires are under- or over-inflated before the system alerts, damage is already being done to the tire. I don’t think a system with an “idiot” light, while better than nothing, is adequate. Just my thoughts. E-mail by M. Berra Jr.
Predicting At-Risk Drivers The article “How to Predict and Address At-Risk Driver Behaviors,” written by Thomas Bray of J.J. Keller was a very good article. (See July/August 2010 issue.) None of us want unsafe drivers in our industry, and the best way to accomplish this is during the job interview. This may translate into fewer hires, but by hiring the best, it will foster retention and enhance the safe driving behaviors of your fleet, as a whole. Author wished to be anonymous
4 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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THE CHALLENGE: MEETING TOUGH STANDARDS OUR SOLUTION: 2011 MOTOR TREND TRUCK OF THE YEAR
®
| 2011 CHEVROLET SILVERADO 3500HD
Redesigned for exceptional strength and capability, the Chevrolet Silverado HD has been named the 2011 Motor Trend Truck of the Year.® With a maximum payload of 6,635 lbs.1 and best-in-class conventional towing,2 it’s ready to handle tough jobs. For more solutions, visit gmfleet.com.
1
Requires Regular Cab model and gas engine. Maximum payload capacity includes weight of driver, passengers, optional equipment and cargo. Requires available 6.6L Duramax® diesel engine. Maximum trailer ratings assume a properly-equipped base vehicle, plus driver. See dealer for details. ©2011 General Motors LLC
2
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TRUCK NEWS Ryder Completes Acquisition of Carmenita Leasing MIAMI – Ryder System, Inc., a transportation and supply chain management solutions company, completed its previously announced acquisition of substantially all the assets of the full-service leasing and rental business of Carmenita Leasing, Inc., located in Santa Fe Springs, Calif. The acquisition is expected to be accretive to earnings in 2011 and will operate as part of Ryder’s Fleet Management Solutions business unit.
In the transaction, Ryder acquired Carmenita’s fleet of approximately 189 full-service lease and rental units, serving 58 contract customers. Ryder assumed and transitioned its operations to the Carmenita Santa Fe Springs facility in late January, to ensure ongofa ing service to customers, while Ryder’s in eexisting Santa Fe Springs location cclosed as a result of a freeway expanssion project.
Auto Truck Group Merges Fleet Body Equipment into Operations
FMCSA Launches New Commercial Truck Program
BARTLETT, IL – Auto Truck Group (ATG), an upfitter in the work truck industry, completed its merger of railroad truck upfitting company Fleet Body Equipment (FBE). FBE was a subsidiary of Automotive Resources International (ARI), which acquired the assets of ATG. ATG President Jim Dondlinger noted: “With the integration of FBE into the ATG fold, we have strengthened ATG’s position and can now provide unsurpassed coverage to meet the upfitting needs of companies in any industry, no matter how large.” Dondlinger and his present management team continue to lead all ATG operations, including Auto Truck Inc. (Chicago); Fort Wayne Fleet Equipment Company (Fort Wayne, Ind.); Layton Truck Equipment Company (Colorado Springs, Colo., and Denver);Louisville Truck Equipment (Louisville, Ky.); and Fleet Body Equipment (Kansas City, Mo., and Fort Worth, Texas). According to ARI President Carl Ortell, the acquisition of ATG continues the comDONDLINGER pany’s strategy of delivering industry support to companies, government, and other organizations with complex and vocational fleet needs. Frank Cardile, senior vice president of operations and client relations for ARI, now oversees the upfitting businesses, ARI customer service teams, vehicle acquisition, and supply CARDILE chain management areas, the company stated. Cardile joined ARI in 1983 and has served in his current position since 2004. Bob White was promoted to senior vice president of fleet services, responsible for vehicle remarketing, ARI’s in-house call centers, and all fleet service areas. White joined ARI in 1989 and most recently served as vice WHITE president of operations.
WASHINGTON – The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) launched the Compliance Safety Accountability (CSA) program Dec. 13, 2010. The centerpiece of CSA is the Safety Measurement System (SMS), which will analyze all safety-based violations from inspections and crash data to determine a commercial motor carrier’s on-road performance. The new safety program will allow FMCSA to reach more carriers earlier and deploy a range of corrective interventions. The program also advances the Obama Administration’s open government initiative, providing the public with safety data in a more user-friendly format. This will provide consumers a better picture of carriers that pose a safety risk. The SMS uses six safety improvement categories called BASICs to examine a carrier’s on-road performance and potential crash risk. The BASICs are unsafe driving, driving when fatigued, drivers unfit to operate a commercial vehicle, operation of a vehicle while impaired due to alcohol or drugs, improper maintenance, and crash/ incident experience. Under FMCSA’s old measurement system, carrier performance was assessed in only four broad categories. By looking at a carrier’s safety violations in each SMS category, FMCSA and state law enforcement will be better equipped to identify carriers with patterns of high-risk behaviors and apply interventions that provide carriers the information necessary to change unsafe practices early on. Safety interventions include early warning letters, targeted roadside inspections, and focused compliance reviews that concentrate enforcement resources on specific issues identified by the SMS. FMCSA will continue to conduct on-site comprehensive compliance reviews for carriers with safety issues across multiple BASICs. Where a carrier has not taken the appropriate corrective action, FMCSA said it will invoke strong civil penalties. To learn more about the new CSA program, visit http://csa.fmcsa.dot.gov/.
6 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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GPS Insight Customizable Dashboard Interface
See a Live Demo of our Fleet Tracking Solution at The Work Truck Show March 8-11 and enter to Win a Garmin!
Stop by Booth# 5659
Take Full Control Of Your Fleet! For a free demo, visit www.gpsinsight.com or call 866-GPS-4321 Nationwide coverage. Regional offices in Phoenix, Chicago, Los Angeles, and Oklahoma City.
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TRUCK NEWS
CONTINUED
2011 Ford Explorer Named NAIAS North American Truck of the Year DETROIT – Ford announced the 2011 Ford Explorer was named the North American Truck of the Year by a panel of 49 journalists from the U.S. and Canada. The award was presented to the automaker at the start of the 2011 North American International Auto Show (NAIAS). Ford said the award, in its 18th year, recognizes vehicles based on a number of factors, including innovation, design, safety, handling, driver satisfaction and value for the dollar, among others. Ford stated that the Explorer’s win represents the seventh time a Ford vehicle has received this award, with the Ford Transit Connect winning in 2010. The Ford F-150 received this recognition in 2004 and 2009, aand the Escape Hybrid won in 2005. w Ford announced the 2011 Ford Explorer was named the North American Truck of the Year by a panel of 49 journalists from the U.S. and Canada.
Vol. 5 No. 2 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 Web Editor Greg Basich greg.basich@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
Boulder Electric Vehicle Trucks Now CARB Zero-Emissions Certified LAFAYETTE, CO – Boulder Electric Vehicle announced that CARB certified its 11,500-lb. GVWR trucks as zero-emissions vehicles (ZEV). The company said these models include a medium-duty delivery van, passenger shuttle van, flat-bed work truck, parks-and-recreation service truck, and a service body build-out. Boulder EV Medium-Duty Delivery Van Specifications Range:...................................120 miles. Charge Time: ............................. 8 hrs. Top Speed: ..............................65 mph. Payload:.................................3,000 lbs. Warranty: .......6 yrs./100,000 miles. GVWR: ...............................11,500 lbs.
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 Joni Owens (310) 533-2530 Sales Coordinator Tracey Tremblay
CARB certified Boulder Electric Vehicle 11,500-lb. GVWR trucks as zero emissions vehicles (ZEV).
More information about the company’s CARB certification notice can be found at www.automotive-fleet.com. Search keywords: Boulder Electric Vehicle. For more information about the company, visit www.boulderev.com.
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 Au
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
otive Fle et tom
Change Service Request Return Address Hallmark P. O. Box 1068, Skokie, IL 60076-8068
8 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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STAT SHEET Average U.S. National Per-Gallon Diesel Fuel PriceTrend $3.38
$2.87
Jan. 10
$3.07
$2.91
$2.82
Feb. 10
Mar. 10
Apr. 10 May 10
2010 Top 100 Truck Fleet Vehicle Segment Percentages
$2.96
$2.96
$2.93
June 10
July 10
$3.06
$2.95
Aug. 10 Sept. 10 Oct.10
$3.14
SOURCE: WEX
$3.05
$3.24
Nov. 10 Dec. 10 Jan. 11
Top 10 Most Fuel-Efficient Trucks of 2010 Rank
Vehicle
EPA MPG City/Hwy
EPA MPG Combined
1 ............................. 2010 Ford Ranger...................................................................22/27.................................. 24
6%
2 ............................. 2010 Toyota Tacoma...............................................................20/26.................................. 22 3 (tie) .................... 2010 GMC Canyon................................................................18/25.................................. 21
27%
SOURCE: AUTOMOTIVE FLEET RESEARCH DEPT.
36%
3 (tie) .................... 2010 Chevrolet Colorado....................................................18/25.................................. 21 3 (tie) .................... 2010 Suzuki Equator..............................................................19/23.................................. 21 3 (tie) .................... 2010 Nissan Frontier.............................................................19/23.................................. 21
31%
SOURCE: EDMUNDS.COM
3 (tie) .................... 2010 GMC Sierra 1500 Hybrid...........................................21/22.................................. 21 3 (tie) .................... 2010 Chevrolet Silverado 1500 Hybrid ............................21/22.................................. 21 4 (tie) .................... 2010 GMC Sierra 1500.........................................................15/22.................................. 18
Vans 27%
SUVs 6%
4 (tie) .................... 2010 Chevrolet Silverado 1500 ..........................................15/22.................................. 18
MAKE/MODEL
PG EPA M
ENG
INE
Light-Duty Truck Lifecycle Cost Analysis
LIGHT-DUTY PICKUPS
2011 FORD RANGER XL
2.3L4
19/24
$8,348
$1,610
$17,030
$9,905
$0.3311
2010 CHEVROLET COLORADO W/T
2.9L4
18/24
$8,630
$1,472
$16,085
$10,435
$0.3423
2010 GMC CANYON W/T
2.9L4
18/24
$8,630
$1,419
$15,585
$9,935
$0.3331
FORD F-150 XL
2010 DODGE DAKOTA ST
3.7L6
15/20
$10,356
$2,343
$18,918
$11,618
$0.4053
2010 NISSAN FRONTIER XE
2.5L4
17/22
$9,243
$2,324
$17,431
$9,706
$0.3545
2010 FORD F-150 XL
4.6L8
15/19
$10,563
$1,990
$18,456
$9,056
$0.3601
2011 CHEVROLET SILVERADO 1500 W/T
4.3L6
15/20
$10,356
$1,285
$18,511
$7,386
$0.3171
2010 DODGE RAM 1500 ST
3.7L6
14/20
$10,814
$2,897
$18,180
$10,305
$0.4003
2011 GMC SIERRA 1500 W/T
4.3L6
15/20
$10,356
$1,361
$18,511
$7,386
$0.3184
CHEVROLET SILVERADO 1500 W/T
SOURCE: VINCENTRIC
DODGE DAKOTA ST
$3.00 Average cost of diesel fuel in the U.S. in 2010.
SOURCE: WT RESEARCH DEPT.
Class 3-6 Trucks 31%
TOT AL 60, FUEL 000 CO MIL ST: ES TOT AL MA EST. IN T A N EN NU ACQ ANCE AL CO UIS I ( IN T I O N S T CL U C O DES ST DES TOT T IN AL ATI A ON DEP CTU ) REC AL I A T COS ION TP ER M IL E
Class 1-2 Trucks 36%
10 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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WWW.HINO.COM HINO TRUCKS RANKS “HIGHEST IN CUSTOMER SATISFACTION WITH CONVENTIONAL MEDIUM DUTY ENGINES, THREE YEARS IN A ROW1.” AND “HIGHEST IN CUSTOMER SATISFACTION WITH CONVENTIONAL MEDIUM DUTY TRUCKS2.”
THE POWER OF FOUR.
1. Hino received the highest numerical score among conventional medium duty engines and transmissions in the proprietary J.D. Power and Associates 2008- 2010 Medium Duty Truck Engine and Transmission Customer Satisfaction Study SM. Study based on responses from 1,255 responses measuring 5 manufacturers. Survey was of primary maintainers and owner operators and measures opinions of primary maintainers of two-year-old (by model year) Medium Duty (Class 5, 6, and 7) trucks. Proprietary study results are based on experiences and perceptions of consumer surveyed in June-August 2010. Your experiences may vary. Visit jdpower.com. 2. Hino received the highest numerical score among conventional medium duty trucks in the proprietary J.D. Power and Associates 2010 Medium Duty Truck Engine and Transmission Customer Satisfaction Study SM. Study based on responses from 1,258 responses measuring 8 manufacturers. Survey was of primary maintainers and owner operators and measures opinions of primary maintainers of their new Medium Duty (Class 5, 6, and 7) trucks (2009 model year). Proprietary study results are based on experiences and perceptions of consumer surveyed in June-August 2010. Your experiences may vary. Visit jdpower.com.
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2012
NISSAN NV
RAISES THE ROOF & FUNCTION OF COMMERCIAL VANS Nissan has been in the commercial vehicle market for more than seven decades and is introducing its all-new commercial van to the U.S. market. By Lauren Fletcher
N
issan isn’t new to the commercial vehicle (CV) market. In 1937, Nissan produced its first commercial vehicle in Japan and 2011 marks the automakers’ 75th year in the commercial vehicle industry. Marking this anniversary is the sale of the all-new 2012 Nissan NV (Nissan Van). Nissan CVs are currently sold in more than 75 percent of the world’s markets, including Japan, China, Mexico, Russia, Europe, and the Middle East. According to the manufacturer, CVs represent 20 percent of Nissan’s global volume. Nissan aims to have a 40-percent fleet registration mix on this new commercial van, and production began in January 2011 with sales expected in the spring. “The new kid on the block, as it turns out, is also a long-time player in the global commercial vehicle market. As the first non-domestic nameplate to design, manufacture, and sell CVs in the U.S., we bring a more than seven-decade tradition of durability, quality, and reliability to our products,” said Joe Castelli, vice president, Commercial Vehicles and Fleet, Nissan North America, Inc. (NNA). “At the same
AT A GLANCE The all-new 2012 Nissan NV goes on sale in the spring and will be available in two roof options and three models: ■ Standard Roof: NV1500, NV2500
HD, and NV3500 HD. ■ High Roof: NV2500 HD and
NV3500 HD.
time, we’ve taken a fresh look at every aspect of the CV business — including styling, powertrain, interiors, cost of operation and ownership, dealership sales and service operations, and most importantly, real-world customer needs.” MULTIPLE CONFIGURATIONS AVAILABLE The 2012 Nissan NV lineup will be available with a choice of 4.0L V-6 and 5.6L V-8 engines and in two body styles, Standard Roof (all models) and High Roof (NV2500 HD and NV3500 HD only). 2012 NISSAN NV MODEL, ENGINE & GRADE AVAILABILITY Standard Roof
Engine Offerings
NV1500
4.0L V-6
NV2500 HD
4.0L V-6
NV3500 HD High Roof NV2500 HD NV3500 HD
S, SV 5.6L V-8
S, SV
5.6L V-8
S, SV
Engine Offerings 4.0L V-6
Grades
Grades
5.6L V-8
S, SV
5.6L V-8
S, SV
The 4.0L V-6 engine is rated at 261 hp with 281 lb.-ft. of torque, while the 5.6L V-8 engine is rated at 317 hp and 385 lb.ft. of torque. Both engines will be mated to a standard 5-speed automatic. Nissan also created an all-new commercial-duty chassis for the NV, which will be built at the Canton, Miss., plant. The Nissan NV was designed, engineered, and built in the United
States. The rugged, industry-exclusive high roof body-on-frame construction was built for heavy-duty usage. The van also offers up to 9,500 lbs. towing capacity (when equipped with the V-8 engine). Safety systems include dual-stage supplemental front air bags, threepoint front seat belts with pretensioners and load limiters, available supplemental front seat-mounted side-impact air bags, and roof-mounted supplemental curtain air bags. FUNCTIONAL & FLEXIBLE Inspired by customer needs, the Nissan NV offers an array of smart functionality features, including storage pockets, spaces, and compartments designed to provide secure access to typical commercial customers’ everyday use objects. An under-seat drawer fits small tools or items typically stuck in a driver’s pocket, such as wrenches, notebooks, etc. The deep door pockets fit flashlights, legal-size binders, and clipboards. High Roof models offer an available overhead console designed to hold work gloves, legal-size binders, safety glasses, and system books. The available lockable center console (removable) fits hanging files and laptop computers — and includes a computer or mobile phone charging point, as well as a sliding lid that provides a
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NISSAN DONATES TO HABITAT FOR HUMANITY
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art of a recent event introducing the new 2012 Nissan NV (Nissan Van) included a donation of $35,000 worth of building supplies to Habitat for Humanity of Greater Miami. The materials, which will be used to build affordable homes for low-income families, were delivered to the Habitat warehouse in the new 2012 Nissan NV commercial van as part of the vehicle’s national media preview. Lowe’s employees load building materials into new 2012 Nissan NVs for transport to the Habitat for Humanity of Greater Miami’s donation center.
usable work surface. The van’s rear doors open extra wide (280 degrees) with a simple click of the rear-door hinges. In addition to the wide door openings, the NV offers room between the wheelhouses to accommodate standard plywood or drywall sheets or pallets. There is also a range of cargo area tie-down rings. The NV’s nearly vertical sidewalls maximize the usable cargo space, accommodating common aftermarket storage systems, as well as a bulkhead behind the driver. Also, dedicated mounting points were pre-installed, negating the need to drill through the panels to install upfits, cabinetry, or storage solutions. The Nissan NV was also designed to accommodate aftermarket customiza-
tion and modifications. The dedicated roof mounting points are designed for installation of various ladder or utility rack systems without piercing holes in the roof, which can lead to corrosion and water leaks. The available “upfitter pre-wiring” allows easy access into the electrical system. The NV also offers multiple reinforced integrated attachment points for installation of cargo customization equipment — again requiring no sheet metal drilling. Package options include tow (V-8 only), rear-door glass, all-around window, sliding door window, technology package with rear camera, and a side and curtain air bag package. Additionally, customers have the choice of an industry-exclusive no-
The 2012 Nissan NV is available in two models: Standard and High Roof. The cargo area of the High Roof version enables a 6-foot 3-inch driver to stand upright.
charge graphics package through Original Wraps, which includes 70 square feet of free graphics or a no-charge upfit package from Adrian Steel. PICKUP TRUCK-LIKE FUNCTIONALITY In developing the new Nissan NV, one of the goals was to combine pickup truck-like comfort, interior amenities, and drivability with a cargo van’s capacity and security. One major contributor to the pickup-like cab is the absence of the traditional van engine “doghouse” that intrudes into the cab due to the setback engine placement. The Nissan NV utilizes a conventional truck engine layout with out-front engine design. This not only frees up space under the instrument panel and between the seats, it also provides easy under-hood access to the entire engine for routine service and maintenance. The NV’s cargo area provides a 120inch cargo floor length and 70.2-inch maximum cargo floor width. NV Standard Roof models offer a maximum 55.8-inch cargo area height. The NV High Roof provides a maximum of 76.9 inches of cargo room height, or enough room for a 6-foot 3-inch driver to move around the cargo area while standing upright. For more information and videos, visit Nissan’s all-new CV website: www.nissancommercialvehi cles.com. WT
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PICKUP EFFECTIVELY R
CAN The BrandFX WORKPoD (pictured) comes with flooring and sidewalls, which makes it easy to remove and transfer without unloading. The products fit all popular Chevrolet, Dodge, Ford, and GMC pickups and bed lengths, according to the company.
Manufacturers that build pickup bed capsules discuss the advantages and limitations of the fiberglass-enclosed bodies and explain when fleets should consider replacing cargo vans with truck bed capsules. By Sean Lyden
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ody manufacturers that build fiberglass-enclosed bodies that slide into and attach to pickup truck beds claim their “inserts” or “capsules” are a more cost-effective alternative to standard cargo vans. Several large commercial fleets seem to agree, including Verizon Wireless, Cable One, CenturyLink, Qwest Communications, and other independent telecom companies across the country. According to Eric Paul, VP of sales and marketing at Fort Worth, Texas-based BrandFX Body Company, Verizon recently took delivery of 715 Chevrolet Silverado 1500 Hybrids, with BrandFX’s fiberglass inserts as direct replacements for cargo vans. Why shift from vans to pickups with self-contained inserts, or capsules? The following explains the advantages and limitations of pickup bed inserts over cargo vans and how management can determine which is a better fit for a fleet’s application.
AT A GLANCE According to proponents, advantages of capsules over vans include: ■ Improved fuel economy. ■ Optimized fuel management. ■ Enhanced ergonomics. ■ Lower lifecycle and maintenance cost. ■ Minimized downtime. ■ Higher resale value.
THE ADVANTAGES OF CAPSULES Why should fleets consider shifting from cargo vans to pickup bed capsules? Body manufacturers point to these seven advantages:
1IMPROVED FUEL ECONOMY
WITH ½-TON CONFIGURATIONS
“Your van is averaging about 10.2-10.4 mpg when loaded. With a ½-ton pickup, fuel economy can be increased up to 20 mpg unloaded and 14.5 mpg loaded up to 80-percent capacity. That’s a 50-percent increase in fuel economy,” Paul said. Dan O’Connell, director of sales and marketing of Paul Maranda Enterprises, a fiberglass capsule manufacturer, agreed. “Without exception, I’m hearing 9.8-10.2 mpg for the van,” O’Connell said. “But [fleet managers] tell us they get 14-15 mpg on a pickup. You get a substantial increase in fuel economy and decrease carbon footprint dramatically.” These numbers don’t factor in the fuel economy ratings from the new fuel-efficient engines OEMs are rolling out for ½-ton pickups, including the Chevrolet Silverado 1500 Hybrid (20 mpg city/23 mpg highway) and Ford’s new 3.5L EcoBoost engine, an option for the 2011 F-150 pickup, expected to achieve up to mid-20s mpg. The critical point to keep in mind is that fuel economy savings is realized
Maranda manufactures a one-piece, fully transferable workshop capsule that, according to the company, features a proprietary body anchoring system, unique water management system, and universal fit. Pictured is the Maranda V-370.
with ½-ton pickups. When moving up to the ¾- or 1-ton class, the pickup truck’s advantage diminishes, with fuel economy more comparable to the van.
2
OPTIMIZED CARGO MANAGEMENT If looking strictly at cubic feet or inches when comparing cargo capacity, the van wins big over the comparablesize pickup bed capsule. However, Paul of BrandFX said there’s a significant difference between cargo capacity and actual usable space. “When you measure the useable cargo inches in the van versus that of a 5½-foot pickup bed insert, [the difference between the insert and cargo van] is actually a wash in cubic inches,” Paul said. “One of our customers commented, ‘Why buy this van and haul around a bunch of empty air?’ This is because the cargo inches calculated [for the van] are basically air — unusable space,” Paul
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PY REPLACE BED CAPSULES CARGO VANS? explained. “When you’re looking at setting up a truck insert versus a van, remember that big sliding door on the van and the two double doors on the rear of the van. And you have only one set of shelves running down the street-side of that van. Very seldom will you have anything down the passenger side because of that door. This all adds up to wasted space. “The insert offers you a much more efficient and scalable system to manage cargo,” Paul continued. “When you have a large inventory of parts — small components and connectors — that needs to be organized in such a way that allows for easy retrieval from the exterior of
WHAT’S THE DIFFERENCE BETWEEN CAPSULES AND TRUCK CAPS?
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hile both types of pickup bed upfits offer viable alternatives to standard cargo vans, there is one distinct difference: The capsule (or insert) is a self-contained, fully enclosed unit, from floor to sides to roof. In contrast, the truck cap, also known as a “topper,” is not self-contained, but instead mounted on top of the bedrails, leveraging the actual interior of the pickup box as part of the cargo area. What are the pros and cons of each? ■ Truck Caps Pro: Gain many of the fuel economy, cargo management, ergonomic, and other advantages of a capsule (versus the cargo van), at a lower upfit cost. Con: Sacrifice the transferability of a self-contained capsule, requiring significant downtime for crew to manually empty a truck, when it needs repairs, to transfer to a replacement vehicle. ■ Capsules Pro: Transferability. When a truck breaks down, use a forklift to lift the insert (fully loaded) out of the pickup and transfer it to the rental truck — a process that takes about 30 minutes. Con: Higher up-front cost compared to truck caps.
A capsule is a self-contained, fully enclosed unit, from floor to sides to roof. (Shown at left is a Maranda M-120 capsule.) A truck cap, or “topper,” is not self-contained, but mounted on top of the bedrails. (Pictured at right is a SnugTop SnugPro XL Commercial Topper.)
the vehicle, which is about 90 percent of your utility/telecommunications applications, then the insert clearly wins out. It cuts time at the jobsite because technicians do not have to rummage through piles of parts to find what they need for the job.”
3 ENHANCED ERGONOMICS O’Connell of Maranda said one fleet he works with pays $20 million annually in Workers’ Compensation claims, with a large percentage of those claims related to three key elements: 1. Slips and falls out of trucks. 2. Bending and lifting inside confined compartments, such as in a van. 3. Reaching and managing the ladder on top of a van roof. O’Connell suggested that a pickup bed capsule is designed to reduce these types of Workers’ Compensation claims. “With the capsule, you can reach everything from a standing position. No bending or lifting is required,” he said. Paul of BrandFX added, “If you’re 5 feet 4 inches, 5 feet 6 six inches, or 5 feet 7 inches, can you imagine trying to reach up to the top of a van to grab a ladder? You’re talking about an 80-90-lb., 32foot extension ladder. How do you get it? What if, with an insert, you didn’t have to reach that high because the height of that insert from the ground to the highest point is less than 7 feet?”
4 LOWER LIFECYCLE COST Truck inserts provide lower costs than van upfits when transitioned to new vehicles. “When comparing initial acquisition cost between the insert and van, it’s pretty much a wash. But with the second and third vehicle cycle, that’s when you gain the cost advantage with the insert,” Paul said. “Fleets spend
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Truck Capsules $23,000-$26,000 on a turnkey van and, at the end of the rotation, it starts all over again — with a new van and new upfit. Whereas with the insert, it’s paid for just once — with the first truck — and then it can be used for at least two more vehicle cycles.” “At the end of the life of the van, the upfit can be thrown away,” O’Connell said. “The shelving typically stays with the van, and so does the ladder rack. But at the end of the life of the pickup, take the capsule out, buff it so it looks like new, and place it into the new truck.”
5 LOWER MAINTENANCE COSTS Using a pickup may also result in lower maintenance costs. “According to what our fleet managers tell us, vans run 1520 percent more in maintenance costs than pickups because pickups are built heavier than vans,” Paul of BrandFX said. “The maintenance with vans is mostly transmission and suspension related. The components on the pickup are much more robust — the suspension, braking systems, springs, and transmission. The pickup is a dual-purpose vehicle, designed for both hauling and pulling. So those components are significantly more beefed up on a pickup compared to what you would find with a van.”
IS A CAPSULE RIGHT FOR THE FLEET APPLICATION?
H
ere are four questions to help fleets determine whether a truck bed capsule is the right choice: 1. Is payload 1,200 lbs. or less? 2. Will technicians be most productive having easy access to tools, equipment, and parts from outside the vehicle? 3. Do vehicles carry a large inventory of small, intricate components and parts that require precise organization? 4. Do vehicles need to clear low parking garage heights where cargo vans can’t fit? If you answered “yes” to any or all four of these questions, the capsule/pickup combination may be a good fit for the fleet’s application.
6 MINIMIZED DOWNTIME Proponents also point to the capsule’s transferability as a key factor in lowering maintenance costs because it minimizes downtime. When a van breaks down, technicians need to empty all tools, parts, and equipment, then load that cargo into a rental or replacement van (that most likely doesn’t offer an identical storage system), causing several hours of non-revenue downtime. And, when the original van is out of the shop, technicians must repeat the process. With the self-contained pickup bed insert, staff can use a forklift to lift the insert (fully loaded with technician tools, parts, and equipment) out of the pickup and transfer it to a rent-
al truck — a process that takes about 30 minutes.
7 HIGHER RESALE VALUE According to O’Connell of Maranda, at disposition, a pickup with a capsule is typically worth more than a van. How so? “There is a smaller market for cargo vans because they’re used almost exclusively for commercial applications,” O’Connell explained. “Also, fleet management needs to find a buyer that will appreciate the shelving systems installed in the van. Pickups can be used for both personal and professional use. You can easily take out the capsule, reinstall the tailgate, and convert it back to a regular pickup truck. This broadens the resale market.” WT
THE LIMITATIONS OF CAPSULES
D
espite their advantages, even proponents concede capsules aren’t a good fit for every application. The following details three key examples where a van may make more sense for a fleet:
vehicle, especially in Canada, the Northeast, and other parts of the U.S. where there is a lot of inclement weather, the van would win out.”
1. When hauling large equipment or bulky cargo “Applications, like Stanley Steamer, that carry very tall equipment inside of the vehicle would not be a good application for a capsule,” said Dan O’Connell, director of sales and marketing for Paul Maranda Enterprises. “The primary target for capsules is power companies, telecommunications, cable companies — people who carry intricate, sophisticated equipment.”
3. When hauling more than 1,200 lbs. This would require bumping up from a ½-ton class vehicle to a ¾- or 1-ton. In this case, the pickup truck loses its fuel-economy advantage over the van. Also, instead of the acquisition cost being about equal between the two types of vehicles (including upfit costs) on the ½-ton class, the larger pickups can cost up to $4,000-$5,000 more than the van before factoring in upfits.
2. When doing considerable work from inside the vehicle “There is a philosophical difference between the van and the insert,” explained Eric Paul, VP of sales and marketing at BrandFX Body Company. “The van is designed to store everything inside. If you’re a technician, your accessibility to that van is from the inside. If you’re setting up a mobile office, or the technician would be otherwise working from inside the
The Bottom Line Can pickup bed capsules effectively replace cargo vans? Not altogether. Both the capsule and van each have their own “sweet spot,” where one or the other performs better and/or is most cost effective. How, then, does fleet management determine which is right for the fleet? Identify the “sweet spot” that best describes the application — and choose accordingly.
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■ EXCLUSIVE INTERVIEW ■
DONDLINGER OF AUTO TRUCK GROUP DISCUSSES HIS POST-ACQUISITION STRATEGY
Jim Dondlinger, president of the recently acquired Auto Truck Group, discusses the company’s change in ownership, integration of Fleet Body Equipment, the history of ATG, and changes in the industry over the years.
A
utomotive Resources International (ARI) recently purchased the assets of Auto Truck Inc. ARI is a Holman Enterprises company, which consists of more than 25 operating companies. Following the acquisition by ARI, Auto Truck Group LLC was (L-R) Guy Chollet, engineering manager, Jim Dondlinger, president, formed from the merger of Fleet and Pete Taskovic, process manager, work together to ensure projBody Equipment and Auto Truck’s ects go according to plan. assets. Auto Truck Group President Jim Dondlinger and his management team were given the rethe case of Fleet Body Equipment DONDLINGER: Fleet Body Equipment sponsibility to run the new Auto and will now empower the ATG has core competencies, really good peoTruck Group operation. management team to continue to ple, and brings a knowledge base and In the following interview, DONDLINGER operate and grow the combined new capabilities to our combined orDondlinger discusses the history of operations in the same way. ganization. In this situation, one plus ATG, the increase in capabilities to ATG’s existing management strucone is going to equal much more than serve its customers, the broader base ture will remain as is and will be in two. Fleet Body Equipment facilities of opportunities for his group, and the charge of running the new operation. in Kansas City, Mo., and Fort Worth, state of the industry. The new structure will give us strong Texas, will give us the potential to imfinancial stability, systems, and techprove relationships with the OEMs that WT: WHAT CHANGES DO YOU nical support. The change gives us the produce vehicles in those areas. The ANTICIPATE WILL RESULT FROM opportunity to leverage our size, comlocations will also allow us to better THE NEW OWNERSHIP? bined expertise, and facilities to better serve our fleet, niche, and local markets. serve our customers. At the same time, DONDLINGER: The management style the change gives our people the opporWT: BRIEFLY EXPLAIN THE HISof Holman Enterprises is to empower its tunity to grow along with us. TORY OF AUTO TRUCK GROUP, proven management teams to run their INCLUDING HOW AND WHEN businesses while providing financial conWT: HOW WILL THE RECENT THE BUSINESS GREW. trol and necessary resources to grow the INTEGRATION OF FLEET BODY business. The Holman management apEQUIPMENT IMPROVE AUTO DONDLINGER: The Auto Truck Group proach proved to be very successful in TRUCK GROUP’S OFFERINGS? started as the Auto Truck Steel Body 18 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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(L-R) Diego Avila, installer; Francisco Medina, installer; Chuck Lukritz, production manager; and Dondlinger reviewing a CNG installation.
Company in 1918. It was purchased from the original owner by my grandfather in 1927. Over the next three decades, he ran the business until he passed away in 1962. My dad, who already was active in the business, took over until he retired in the mid-1980s, which was when I became president of the company. From the 1920s through the mid1970s, we had one facility in Chicago. In the early 1980s, we had outgrown this facility and built a new, much larger facility in Bensenville, Ill. By 1985, we had already outgrown that facility and added on to it. In 1987, we recognized the fleet industry was looking for a way to handle vehicles coming from the manufacturers. General Motors built a plant in Fort Wayne, Ind., and we opened Fort Wayne Fleet Equipment Company there as well. We added a new building in 1991 in Chicago and expanded the Fort Wayne facility in 1995. In 1997, we bought out Layton Truck Equipment in Colorado Springs, Colo. In 1999, we added a Louisville, Ky., operation with Ford ship-through capability in response to the needs of our large fleet customers. We also purchased Ledom-Hayes in Colorado Springs, which added to our capacity and market on the Front Range of the Rocky Mountains. Today, ATG operates from seven locations. The three types of customers we serve are fleets, niche markets, and the local customers. Our fleet customers are in the energy, utility, pest control, and many other specialty businesses.
(Left) Ruben Hernandez, fabrication manager, shows Dondlinger the welds on a new tow hitch.
An example of a niche market for us is the railroad market. The local customers include municipalities, police departments, construction contractors, and snow and ice equipment companies. Growth is part of our strategy and we believe it is necessary to support our customer base. WT: HOW IMPORTANT TO ATG IS THE INTERACTION WITH FLEET MANAGEMENT COMPANIES (FMCs)? WHAT SHOULD FLEET MANAGERS LOOK FOR IN AN UPFITTER? DONDLINGER: Over the last 25 years, FMCs have become a core part of our business because they manage the fleets that require our services. Serving them well requires the ability to handle vehicles all the way up to Class 8 trucks and includes a wide range of applications from simple to very complex. We recognize that we have to serve our FMCs with integrity, the highest level of service, and the best possible pricing, so we continue to earn their trust in the future. WT: WHAT UPFITTING CAPABILITIES AND SERVICES DOES ATG OFFER? DONDLINGER: Our upfitting capabilities were put into place and tailored to serve the complexities of an FMC’s customer base. We offer ship-through pool, solid modeling, computer-aided design, fabrication, upfitting, field service, IT and data support, and the brick and mortar of seven locations.
WT: HOW HAS THE INDUSTRY CHANGED IN THE PAST FEW YEARS WITH RESPECT TO MANUFACTURERS, SUPPLY CHAIN MANAGEMENT, ETC.? DONDLINGER: There has been a consolidation in the industry and larger entities have evolved. To compete in the marketplace today, you can’t sit still — you have to grow. Being bigger brings new opportunities. Opportunities are in many areas, not just upfitting. WT: CAN YOU GIVE US SOME INSIGHT INTO HOW THESE CHANGES WILL IMPROVE OR CHALLENGE THE UPFITTING PROCESS AND INDUSTRY IN THE COMING YEARS? DONDLINGER: When ATG first started, we could survive very well in just the local market. But to serve the FMCs, niche markets, and large fleets, you need to have capabilities in many areas. Not all players are capable of doing that. There’s also a growing need to transcend borders into Canada, Mexico, and beyond North America. Companies that are globalizing fleets are looking for upfitters with the capabilities to serve them. The market is going to continue to require sophistication and abilities such as data integration, engineering, and immediate information. We believe Auto Truck Group is now positioned to deliver on all accounts. WT
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TELEMATICS USE IN WORK TRUCK FLEETS
Truck fleets can improve operational efficiency, boost driver safety, and reduce high-cost vehicle repairs by implementing telematics systems. Highlighted are some of the latest products available. By Lauren Fletcher & Grace L. Suizo AT A GLANCE Telematics systems offer several benefits to truck fleets, including: ■ Increased driver safety. ■ Reduced speed and idling.
■ Lower fuel consumption. ■ Maintenance alerts to reduce
high-cost repairs. ■ Information on how vehicle
was damaged, etc.
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ruck fleets have differing needs and telematics requirements from car-based fleets. Various companies discuss with Work Truck their products and programs and how they are best utilized by work truck fleets.
■ GREENROAD HELPS DRIVERS MAKE SMARTER DECISIONS
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reenRoad 360 is more than telematics — it’s a complete technology and services program for ongoing driver safety and fuel savings, according to the company. The result: immediate and ongoing cost savings, including lower maintenance costs and lower management overhead requirements. GreenRoad addresses the cause of crashes by improving driver decision-making on the road. Real-time feedback enables positive changes in the moment, not days later after reviewing reports or video with a manager. At the end of 2010, GreenRoad added an idling performance solution to its overall service to help fleets further reduce fuel consumption and vehicle emissions. The new idling management capability quickly identifies specific drivers, vehicles, or trips that negatively impact fuel performance. This customizable solution automatically identifies idling activities that are exceptions to com-
pany policy, based on client-defined policy thresholds, applying filtering to the unavoidable idling that occurs at traffic lights and stop signs. According to GreenRoad, Engage is a fleet-proven methodology and provides risk assessment, implementation expertise, best practices, communications, and training. GreenRoad earns the trust and confidence of drivers by providing proactive, accurate, and real-time feedback. Its selfcorrecting approach is non-invasive and is focused on personal responsibility, reinforcing skills, and giving drivers the tools to align their driving with company goals and guidelines, according to the company. With drivers making smarter driving decisions, GreenRoad reports that fleets typically reduce R fuel consumption by 10 percent immedifu ately and reduce crash costs by 50 perat ccent within the first six months.
■ KENWORTH & SPRINT TARGET MOBILE CONNECTIVITY
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enworth Truck Company and Sprint have partnered to easily and safely use while traveling. When a truck is not in moprovide mobile connectivity for the Kenworth NavPlus, tion, the driver will be able to access the Internet and send and a PACCAR proprietary navigation and business technology receive e-mails to enhance communications with dispatchers, system for Kenworth Class 5-8 trucks. logistics providers, and shippers. The Sprint conlo “As the core development partner, Sprint nnectivity service is available as an option. NavPlus also includes hands-free phoning with will integrate its advanced network conBluetooth, back-up camera options, vehicle data, nectivity into Kenworth NavPlus, which B will also offer telematics, navigation, diaand audio controls. When launched in 2011, Kenagnostics, and business system features,” worth NavPlus will become standard on Kenworth w said Sprint CEO Dan Hesse. The in-dash ttrucks with all premium interior trim offerings and NavPlus technology system utilizes a highon diesel-electric hybrid vehicles. The system will o resolution, 7-inch color screen and 8 giaalso be available as an upgrade on any Kenworth gabytes of memory. Together, navigation The in-dash NavPlus technolo- standard trim package. NavPlus was developed and business systems will be provided with gy system utilizes a high-resolu- on the Microsoft Windows Embedded Automotion, 7-inch color screen and 8 vehicle connectivity services for drivers to gigabytes of memory. tive 7 software platform. 20 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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Telematics ■ ROADNET TELEMATICS HELPS FLEETS ‘SEE UNDER THE HOOD’
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n 2010, UPS Logistics Technologies introduced Roadnet Telematics, a solution that offers visibility into a fleet’s health and maintenance, risk management and safety, and productivity and compliance/regulation. The Roadnet Telematics product provides fleet managers the ability to “look under the hood” of fleet vehicles and monitor how they are handled on the road. This insight allows for the development of greater efficiency in operations and maintenance management, according to Cyndi Brandt, VP of marketing, Roadnet Technologies, Inc., formerly UPS Logistics Technologies. “With Roadnet Telematics, you no longer need to pull your vehicles off the road for routine maintenance; you can now wait for the vehicle to tell you when it will need repairs and schedule the maintenance when it fits your schedule,” said Brandt. Roadnet Telematics provides users the ability to monitor fleet/driver safety, vehicle maintenance and operation, regulation compliance, and vehicle efficiency. The accelerometer technology provides sensitive detection of such maneuvers as harsh braking, rapid acceleration, and aggressive backing. Replacing drivers is costly. Roadnet Telematics provides fleet managers with driver-specific information and the tools needed to help drivers monitor and change their unsafe habits. To gain the ability to pinpoint fleet-specific risks, the program provides the ability to assess risk by driver, branch, region, etc., so remedies can be prioritized toward the riskiest people and practices. With
comprehensive reporting, the solution provides the auditing and reporting tools needed for accurate IFTA calculation and to meet an increasing array of compliance obligations. Access the big picture and monitor a full spectrum of risk factors, including speed, harsh braking and rapid acceleration, seat belt use, idle time, revving, stops per day, and after-hours use. Manage idling and speed, which accelerate fuel consumption, oil changes, and engine wear. In-cab idling alerts help drivers minimize their idling, and exception notifications can alert supervisors of excessive idling. Optimize fueling by filling up only when needed to keep vehicles productive and cash flow on track. With Roadnet Telematics, fleet managers can wait for a vehicle to send out a distress call and schedule maintenance accordingly. Additionally, using Roadnet Telematics in conjunction with the strategic planning, daily routing, and dispatch tools available within the Roadnet Transportation Suite, businesses are able to gain efficiencies and cost savings with one complete solution. Roadnet Telematics offers a solution for monitoring the vehicle and the driver, according to Brandt. “The Roadnet Transportation Suite has mastered the ability to provide optimal routing and scheduling for your fleet operations to ensure efficient deliveries and service calls.” LLooking ahead, Roadnet Telematics will bbe GPS-integrated with its MobileCast solution and will soon be integrated so with an hours-of-service solution. w
■ FREIGHTLINER GOES BEYOND FAULT CODES
F
reightliner’s Virtual Technician is a remote diagnostic system code, he explained. that determines the cause of a check-engine light and acts “We know the location of the truck, altitude, speed, and as an event recorder to record everything that happened one what other things were going on in the vehicle,” explained minute before and 15 seconds after the light turns on. “Virtual Harrington. “The vehicle calls our data processing center, Technician’s control module provides the communication link to which puts all the information together and sends it to our our Customer Assistance Center,” explained Keith Harrington, customer service center at Detroit Diesel in Michigan. The product manager for Freightliner LLC. technicians look at the data and snapshot of the events and “The module listens to our system, and as soon as an event say, ‘Here’s the issue right here, and this is the way to fix it.’ We can actually tell them what’s wrong with happens, the module picks up on it and autoW matically transmits it to a processing server, and the truck, what service parts are required, and th then forwards it to our call center,” The prodwhat skill level of technician is needed. All that w uct has been in the works for about four years, bbefore you even get to the dealership.” stemming from an outgrowth of the truck manThe process takes six to 10 minutes, and ufacturer’s testing and validation process. then an e-mail is sent to fleet maintenance th On most vehicles, a fault code can be read for the copy to be dispatched. Then they fo off the instrument cluster with a special device, ccan determine what to do with the driver but Harrington said the problem is only the aand the load. dealership can do that, so the engine light Virtual Technician is currently operating in Virtual Technician provides remains a mystery to the customer. With Virtual a snapshot of data to help 220 of Freightliner’s customer units, ranging Technician, “when a condition occurs, the system determine the cause of a from fleets using the system on more than 100 automatically downloads it and automatically check-engine light. units to smaller fleets. Meijer, a grocery chain, makes the call” rather than just passing on a fault currently has 65 equipped on its trucks.
22 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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See what’s in store for propane autogas. At the NTEA Work Truck Show, we’re showcasing new products and technologies that are reshaping the industry. You also can learn the latest on R&D, safety, and training — straight from the experts. Visit the Propane Education & Research Council Booth 5085 or www.autogasusa.org/NTEA. And discover how propane autogas is taking innovation to the limit.
©2011 Propane Education & Research Council
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Telematics ■ FORD OFFERS CREWCHIEF TELEMATICS SERVICE
■ ZONAR NARROWS DOWN DATA
F
Z
ord Motor Company offers the CrewChief telematics/fleet management service, a comprehensive solution offering the benefits of access to exclusive Ford vehicle data, factory installation, and protection of an OEM warranty (three years/36,000 miles for new vehicles). Driver safety and corporate sustainability are part of every fleet’s operating objectives. With CrewChief, Ford helps fleets achieve these objectives through seat belt status, tire pressure reporting, and accurate fuel consumption/fuel economy data along with CO2 emissions reporting. Ford’s 2011 F-150 and F-Series Super Duty trucks feature a more sophisticated oil change monitor called the “Oil Life Minder.” The Oil Life Minder uses complex algorithms and inputs (including soot levels for diesel vehicles) to assess oil life to provide a more accurate assessment of oil life than a mileage-based calculation. CrewChief now reports the values from Oil Life Minder on the CrewChief dashboard so the fleet manager can better manage the maintenance needs of the fleet. CrewChief will e-mail a notification when the oil life falls below a critical threshold established by fleet maintenance managers, e.g. below 5 percent. CrewChief’s analysis page helps make cause-and-effect analysis easier. Looking back over the past week, month, or quarter, the analysis page helps identify causal factors of poor fleet performance. “In one instance, for example, we reviewed the driving history for the prior month of a fleet that had a vehicle incident,” said Bill Frykman, product & business development, Connected Services and Ford Work Solutions for Ford. “The vehicle involved in the incident had the highest top speed, greatest amount of time over the speed threshold, the most panic stops, and was the least likely to have the seatbelt engaged. Aided by CrewChief, a little positive mentoring may have avoided an on-road incident. Thus, CrewChief’s analysis page can continue to benefit fleets who use its fullest capacity.” While Ford’s CrewChief was launched on C the F-150, F-Series Super th Duty, and E-series, the D aautomaker has also exppanded the program to the Transit Connect. th “CrewChief is in pilot in customer fleets using the Ford Escape and the th FFord Fusion sedan. Plans Ford Work Solutions is a technology-based aare to expand CrewChief product line of optional tools In-Dash Com- based on customer deputer, Tool Link, Crew Chief and Cable mand. Many fleets try to Lock designed with feedback from people who are out on the job earning a living with look solely to reduced fuel expenditures (drivtheir trucks. en by reduced idle time, etc.) to justify the investment in a telematics solution,” said Frykman. “In actuality, the ROI gains are much broader. We see customers achieving 12- to 20-percent reductions in fuel costs. But that’s only touching the tip of the iceberg in terms of the benefits of a managed telematics solution. The benefits of a safer and better maintained fleet will continue to flow to the bottom line in the form of increased operating efficiency, decreased downtime, lower repair costs, etc.”
onar Systems provides electronic inspection, tracking, diagnostics, and management solutions for fleet operations, servicing customers with an “Inspect Regularly, Track Instantly, Know Always” approach. The company originally provided electronic inspection products and services to the pupil transportation industry. Today, Zonar serves several industries, providing telematics solutions to a customer base that operates more than 100,000 vehicles in several vertical markets including trucking construction, utilities, waste and recycling, municipalities, and transit fleets. Designed to ensure inspections are completed accurately and thoroughly to improve fleet safety and performance, Zonar’s Electronic Vehicle Inspection Report (EVIR) system verifies preand post-trip inspections. EVIR complies with all USDOT mandated pre-and post-trip vehicle inspection regulations, as well as OSHA and MSHA equipment inspection requirements. The system helps identify defects faster and more reliably, speed vehicle repairs, and reduce onroad breakdowns, according to the company. Data from the electronic inspections provides instant reporting and alerting of noted defects. Zonar’s V2J High-Definition GPS & Vehicle Diagnostics System couples next-generation GPS tracking and reporting with advanced remote vehicle diagnostics to communicate directly with a vehicle’s on-board computer. The V2J telematics platform captures actual fuel consumption information by reporting the total fuel shot through engine injectors on a per trip, per driver, and/or per vehicle basis. Additionally, fuel consumption is captured and reported geospatially. Automatic geospatial tracking of fuel usage including off-road fuel consumption is available to simplify fuel tax reporting and filing. The system also differentiates unnecessary vehicle idling from necessary idle time, such as PTO hours. This information is accessed through Ground Traffic Control, a Web-based fleet management portal available via any Web browser. Fleet operators are given real-time visibility into their operations from anywhere, at anytime, so they always know the location, status, and health of their equipment. Zonar Intelligent Navigation and Guidance (ZING), one of several modules available within the Ground Traffic Control fleet management portal, provides Web-based dispatch, route management, navigation, and two-way messaging
24 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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Ground Traffic Control, Zonar’s fl eet management portal, provides fleet managers real-time insight into the health and performance of their entire fleet operation. Engine diagnostics is one of the many reporting features included.
used by drivers and dispatchers. ZING enables the timely dispatch of equipment to a specific location. ZAlert, launched in December 2010, offers customers the ability to select fleet data most important to their operation, set acceptable operating parameters around that data, and be notified automatically when an asset is operating outside established parameters. “Simply stated, ZAlert automatically sends the right information to the right people at the right time — allowing customers to spend more time managing their operation and less time reading reports and looking for exceptions,” said Chris Oliver, VP of marketing, Zonar. Initial training and continued education, training, and support are provided for all products. Many are customer-driven solutions. “We frequently receive requests and ideas for new solutions. Many telematics technologies today have the capability to capture a very large set of data around fleet vehicle operations — the challenge is transforming this tsunami of data into a palatable set of information that improves the fleet operation,” said Oliver. Oliver said the most frequent request from fleet managers is to provide only the information they need and want “in a way that’s easiest for them to receive and digest. Subsequently, we have released ZAlert, which enables customers to establish the parameters within which they want their fleet to operate and the channel through which they wish to be notified if these parameters are breached.” WT
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ISUZU NPR ECO-MAX TRUCKS RETURN FROM NATIONWIDE TOUR For more than two months, the Isuzu NPR ECO-MAX toured the country educating dealers and service and parts personnel.
“W “Whether you’re a fleet manager, a ssmall m business owner, or just an interested member of the public, we wanted everyone with an interest in environmentally friendly truck design to see the state of the art in the industry and to experience the fuel economy these vehicles provide,” said Shaun Skinner, executive vice president and general manager of Isuzu Commercial Truck of America.
T
he first low-cab forward medium-duty trucks in the U.S. market to meet stringent new 2010 emissions regulations returned Nov. 17, 2010 from their nationwide introductory tour. Isuzu Commercial Truck of America, Inc., (ICTA) originally announced the ECO-Advantage Tour — a coast-tocoast showcase for the fuel-sipping, emissions-reducing technology found on the 2011 Isuzu NPR ECO-MAX — when the trucks departed Santa Ana, Calif., Sept. 7, 2010. POWERED BY PROVEN TECHNOLOGY Two upfitted versions of the Isuzu NPR ECO-MAX visited more than 200 Isuzu truck dealers during the tour. The lightweight ECO-MAX Tool Pro was upfitted with a recyclable aluminum utility body engineered by The Reading Group, LLC. The streamlined ECOMAX Aero Body featured an aerodynamic van body designed by Supreme Corporation. Both ECO-MAX trucks are pow-
At each stop on the ECO-Advantage ntage Tour, T k representatives of Isuzu Commercial Truck of America delivered product presentations and conducted training for local dealership sales, service, and parts personnel.
ered by Isuzu’s clean, efficient, and powerful 3.0L dual overhead camshaft (DOHC) turbocharged diesel engine, engineered to achieve 20-percent better fuel economy than the engine it replaces. This engine meets the strict EPA 2010 and CARB HD-OBD emission standards. Real-world fuel mileage from the tour resulted in the Isuzu NPR ECOMAX Tool Pro truck achieving 1521 mpg. The Isuzu NPR ECO-MAX Aero Body truck achieved 15-23 mpg. Each vehicle used less than 10 gallons of diesel exhaust fluid (DEF). DEF is the diesel engine fuel additive used in all 2010 and later EPA-compliant diesel engines. WORKING WITH CUSTOMERS At each stop on the ECO-Advantage Tour, representatives of ICTA delivered product presentations and conducted training for local dealership
Two upfitted versions of the Isuzu NPR ECO-MAX visited more than 200 Isuzu truck dealers between Sept. 7 and Nov. 17.
sales, service, and parts personnel. Representatives of Reading and Supreme were also available to answer questions at select locations. Static displays with additional product information supported the live presentations. “Whether you’re a fleet manager, a small business owner, or just an interested member of the public, we wanted everyone with an interest in environmentally friendly truck design to see the state of the art in the industry and to experience the fuel economy these vehicles provide,” said Shaun Skinner, executive vice president and general manager of ICTA. Photos and videos from the tour were uploaded regularly as the tour progressed. This information, as well as information about the complete line of 2011 Isuzu N-Series Trucks, can be found on ICTA’s website at www.isu zucv.com. WT
26 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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HOW TO SPEC
DUMP BODIES
FOR LIGHT- & MEDIUM-DUTY TRUCKS
PHOTO: TRUCKBEDS.COM
If a fleet doesn’t properly equip a chassis or dump body to handle a load, cost savings will vanish due to premature maintenance issues and greater risks to employee safety. By Sean Lyden
A contractor’s dump is similar to a standard flatbed with short (12- to 24-inch) solid sides that fold down to create unfettered access to load the body.
AT A GLANCE Factors to consider when spec’ing a dump body for light- and mediumduty trucks include: ■ Purpose. ■ Maximum load weight. ■ Size. ■ Material. ■ Electric or PTO hoist. ■ Single or multi-directional hoist.
W
hether hauling loose granular materials, such as topsoil or sand, or large chunks of construction debris, dump body trucks equip a crew to unload cargo quickly, with little effort, and move on to the next job. The dump functionality eliminates the need to manually unload the truck,
reducing labor time (and costs), which preserves more profit for each job. With a simple push of a button, the dump body tilts either toward the rear or side of the truck, leveraging gravity (instead of manual labor) to pour the payload directly into a dumpster or on the ground. However, despite all the promise of increased productivity, if either
28 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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Dump Bodies
PHOTO: MCVENTURES TRUCK BODIES
the chassis or dump body is not properly equipped to handle the load, cost savings will vanish due to premature maintenance issues and greater risks to employee safety. Considering that light- and medium-duty dump trucks (up to Class 7) cost as much as $40,000$70,000 per unit to purchase (depending on dump body type, material, and capabilities), the stakes are high for fleet managers to get the spec right. So, how should a dump body be spec’d to tackle the job? Here are seven questions to guide the process.
1
Will the fleet use the dump body truck for a specific purpose, such as hauling asphalt? Or does it need a more flexible dump that serves multiple purposes? The answers to these questions will help determine what type of dump best fits the application. Here are four common dump body types built for Class 3-7 trucks: ■ Flatbed/platform dumps are primarily flatbed bodies that provide the option for use as a dump body when needed. For applications that use the dump function on occasion, the flatbed dump is a low-cost option that offers flexibility. ■ Conventional dumps are built with solid stationary sides, welded to the body, and primarily used to haul and dump loose granular materials such as dirt, sand, gravel, etc. ■ Contractor dumps are similar to flatbeds with short (12-24 inch) solid sides that fold down to create unfettered access to load the body. The sides come with a groove that allows users to add a board to make the sides a few inches higher when an application requires extra height. The fleet can use a contractor dump to haul a broad range of materials, such as loose dirt and sand, or large chunks of concrete debris. ■ Landscape dumps can be configured in several different ways. Some landscape dumps have solid sides up to 12-24 inches, with metal
PHOTO: VERSALIFT EAST
HOW EXACTLY WILL THE TRUCK BE USED?
The advantage to the multi-directional hoist is that it enables use of the dump function without having to unhook and re-hook a trailer, which saves significant time and hassle.
mesh adding several inches in height. This “hybrid” solid-mesh side configuration enables hauling loose materials (such as topsoil and mulch) at the bottom of the body and larger branches and brush above that. Options for swing-open rear and side gates are also available.
2 HOW MUCH WEIGHT IS THE MAXIMUM LOAD?
This answer determines what size truck chassis is needed for the job. (Refer to sidebar, “How Much Does the Payload Weigh?” to help estimate payload requirements.) For example, to haul five cubic yards of sand, weighing 2,700 lbs. per cubic yard, the total payload inside the body is 13,500 lbs. This would require at least a Class 6-7 truck chassis, depending on the weight of the body and other equipment installed on the truck. That’s assuming the sand is dry. If it is wet, it can weigh as much as 3,300 lbs. per cubic yard. Therefore, the same amount of sand (five cubic yards) that’s wet at 3,300 lbs. per cubic yard would raise the payload require-
This “hybrid” solid-mesh side configuration enables hauling loose materials (such as topsoil and mulch) at the bottom of the body and larger branches and brush above that.
ment to 16,500 lbs. That’s a 3,200-lb. difference from dry sand, which may require a bigger truck. Once the maximum payload is estimated, factor a buffer into the calculations to cover any surprises. Then select a chassis that will handle the load.
3 WHAT SIZE DUMP BODY?
When evaluating contractor, landscape, or flatbed dumps, think in terms of length, width, and height of sides (if applicable). For example, the spec may be a 12-ft. flatbed dump, 96 inches wide with 24-inch stake rack sides. Since conventional dumps are manufactured with the sides, tailgate, and floor fused together to form a single unit, their capacities are spec’d, not in length, height or width, but in terms of cubic yards. A conventional dump body, for example, may be referred to as a “2yard dump” or “5-yard dump.”
4 STEEL, STAINLESS
STEEL, OR ALUMINUM DUMP BODY? Factors that drive this decision are cost, corrosion resistance, and weight. Steel is usually the lower cost material and is well-suited for daily heavy-duty usage. For corrosion resistance, the advantage goes to stainless steel and aluminum. In terms of weight, aluminum is
30 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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Yes That’s the one. FordParts.com includes detailed diagrams that let you view every part in an assembly. Competitive sites might leave you guessing. Make sure you’re getting everything you’ll need to finish a job right the first time. Log on to FordParts.com any time for money-saving rebates and better ways to order quality parts.
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Dump Bodies the lightest of the three materials, enhancing fuel economy and payload capacity, but is usually not recommended for harsh, heavy-duty use.
5 ELECTRIC OR PTO HOIST?
Positioned between the rear axle and back of the cab, the hoist is powered
either by the truck battery (electric hoist) or the engine (PTO hoist) to lift the dump body off the truck frame. Which type of hoist works best for an application? For lighter duty (Class 3-5 truck) applications or for occasional use, most body manufacturers recommend an electric hoist. Since the electric hoist is powered by the truck battery, it allows
Rugged Commercial Caps & Retractable Truck Bed Covers
users to turn off the engine when operating the dump, offering fuel economy and environmental benefits. For heavier-duty applications, which require a bigger Class 6-7 truck chassis, the power-takeoff (PTO) hoist is more common. Since the PTO hoist is driven by the truck engine, it gains greater power and durability in handling heavy loads. The downside, however, is that the driver must keep the engine running to operate the dump body, which eats into the unit’s fuel economy. Consult the body company on which hoist best matches the desired load and dump usage requirements.
6 SINGLE OR MULTI-
DIRECTIONAL HOIST?
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Most dumps use a single direction hoist that lifts the top end of the body to dump toward the rear. However, some body companies offer a multidirectional hoist that offers the option to dump toward both the rear and the side. This side dump capability enables use of the dump function without having to unhook and re-hook a trailer, which saves significant time and hassle. ➞
Build your fleet on our strong foundation.
HOW MUCH DOES THE PAYLOAD WEIGH? Here are weights for common materials hauled in dump bodies: ■
Crushed stone: 2,500 lbs. per cubic yard. ■ Gravel: 2,700 lbs. per cubic yard. ■ Sand (dry): 2,700 lbs. per cubic yard. ■ Soil: 2,500 lbs per cubic yard. For more material weights, go to www.age.psu.edu/extension/ factsheets/h/H20.pdf.
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32 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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PHOTO: LIFT BODIES INC.
Underbody toolboxes secure and protect equipment from the elements or theft without taking up extra cargo space on the body.
tection against corrosion. ■ Application-specific options. In the landscape industry, for example, some body companies offer the option of a removable dovetail that connects to the rear of the dump body. This way, a landscape crew can lower the ramp on the dovetail and drive their mowers and other equipment onto the
dump platform. Then when the crew needs the dump function to unload brush and other lawn debris, they can detach and roll away the dovetail. This saves the landscape company from purchasing two trucks — one to transport equipment and another to dump debris — when one truck can perform both functions. WT
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7WHAT ADDITIONAL
OPTIONS WILL OPTIMIZE A DUMP BODY’S PERFORMANCE?
Consider the following four options and ask the body manufacturer for a listing of options specific to their offerings. ■ Cab shield. Stretches over the top of the cab from the front bulkhead of the dump body, protecting the cab from damage. Cab shields come in a variety of sizes to cover one-fourth to half or even more of the cab. ■ Tarp. Used to keep loose material (such as gravel and crushed rock) from flying out of the bed and onto the highway, causing damage to other vehicles. Tarps can be manual or electric. What drives decision is cost and convenience. If the budget requires a lower priced option, go with manual. For greater convenience and efficiency, spec electric. ■ Underbody toolboxes. Connected to the frame under the dump body, these toolboxes secure equipment and tools from the elements or theft, without taking up extra cargo space on the body. Underbody toolboxes come in variety of dimensions and a choice of steel or aluminum. The differences between the two are price and weight. Steel toolboxes cost less while the aluminum boxes weigh less and offer better pro-
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WHAT
STAPLES EXPECTS FROM ALL-ELECTRIC MEDIUM-DUTY WORK TRUCKS
Mike Payette, manager of fleet equipment for the office supply company, discusses his experience with all-electric trucks and factors fleet managers should consider when including such vehicles in fleet. By Sean Lyden
Manufactured by Smith Electric Vehicles, the Newton all-electric medium-duty chassis offers a range up to 100 miles, top speed of 50 mph, and a payload capacity up to 16,000 lb., ideal for short-range urban delivery applications.
L
ast November, office supply giManufactured by Smith Electric Veant Staples, Inc., of Framinghicles, based in Kansas City, Mo., the ham, Mass., added 41 new allNewton all-electric medium-duty chaselectric Class 6 Smith Newton sis offers a range up to 100 miles, top delivery trucks to its fleet of 2,000 speed of 50 mph, and a payload vehicles in North America. capacity up to 16,000 lbs., ideal The purchase is part of Stafor short-range urban delivery ples’ ongoing fuel-efficiency iniapplications that demand heavy tiative, started in 2006, to achieve stop-and-go driving. a 40-percent improvement in In what instances do mediumfleet fuel economy by 2015 and duty electric trucks make finansignificantly reduce its carbon cial sense for fleets? What are PAYETTE footprint. realistic fuel savings expectations? How long should it take to recoup AT A GLANCE the higher initial cost? What impact do Differences in managing a fleet of allelectric trucks make on day-to-day fleet electric medium-duty work trucks operations, including driver training include: and maintenance schedules? ■ Decreased operating expenses in Work Truck magazine spoke with shorter driving routes and Mike Payette, manager of fleet equipreduced fueling expenses. ment at Staples, who spearheaded the ■ Changes in vehicle operations. company’s electric truck initiative, to ■ Adjustments in lease structures get his real-world perspective on these versus diesel trucks. questions and more.
WT: WHEN DO MEDIUM-DUTY ELECTRIC TRUCKS MAKE SENSE FOR A FLEET? WHAT’S THE IDEAL APPLICATION? PAYETTE: What’s not a good fit is if you have to take the truck out on the freeway and drive 20 miles at 55 mph. That will drain your battery too quickly. The ideal setup is to be able to pull out of a terminal and make the first delivery within a mile of where the vehicle left. We have several of those situations at Staples. In Los Angeles, for example, 180 of our routes operate between 35-70 miles per day. That’s why electric vehicles are perfect for the L.A. market, as well as many other inner city metropolitan-type markets. The shorter routes are actually more harmful for the diesels. We found that with some of our diesels in the L.A. market, we’ll pull a download off the
34 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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engine control module (ECM) and find the ECM called for a regeneration of the diesel particulate filter (DPF) 119 times, but was only able to complete the re-gen three times because the vehicle was not running long enough for the 20 minutes required to clean that filter out. If we’re making 50-60 deliveries per day, the truck is running about eight minutes between stops. The driver must pull the truck over to the side of the road, put it in park, hit the exhaust re-gen button, and let it go through a 20-minute re-gen. By pulling those diesels out of the short-mileage routes and incorporating electric trucks, you’re helping the diesel vehicles run cleaner and putting the electric in its optimal operating environment.
June 6-8, 2011
SSan Diego Convention Center San Diego, CA
Navigate Your Fleet to Excellence Come to Government Fleet l Expo & Conference, f the only national event catering solely to all levels of public sector fleet management.
WT: WHAT IS THE UPGRADE COST GOING TO THE ALL-ELECTRIC VERSUS DIESEL POWER? PAYETTE: When you factor available federal and state funds, the cost of these electric trucks is roughly two times the cost of a conventional-powered diesel truck.
www.GovFleetExpo.com or call 800-576-8788
Lead Media Sponsor:
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MANAGING PUBLIC SECTOR VEHICLES AND EQUIPMENT
PAYETTE: Understand that over the life of the vehicle, the equation in place today will change. Fuel prices will change; the electric rate I’m paying is likely to change. However, if you use today’s numbers, here’s what you’re looking at: If you’re going to run a diesel truck on a 100-mile route at 10 miles per gallon, that’s roughly $35 in diesel fuel to cover the route. In California, by charging electric trucks during off-peak hours, we’re paying $9 in electricity to run the same 100-mile route. So that’s about $8,900 per year for fuel and $2,300 in electricity. Since we plan to keep these units in service at least 10 years, the overall differential is $66,000 per truck — if fuel remained $3.50 per gallon or $0.10-$0.12 per kilowatt hour. That alone offsets the incremental cost of the electric vehicle over 10 years without even talking maintenance.
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WT: HOW LONG DO YOU ANTICIPATE IT WILL TAKE FOR YOU TO RECOUP THAT INVESTMENT?
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12/28/10 9:23:07 AM
WT: WHAT’S DIFFERENT WITH MAINTENANCE? PAYETTE: On an equivalent 100 mile-per-day diesel vehicle, we spend roughly $900 per year in preventive maintenance — oil changes, filter changes, anti-freeze adds, and eventually transmission oil changes. With the electric vehicles, we take that down to $250 per year. The electric trucks are only equipped with four grease fittings and no engine or transmission oil. The truck must still be taken to look at brake lines and other wear components that may be cracked. Overall, there is virtually nothing that goes wrong with these things. You’re running air disc brakes that, with regenerative braking (a system that leverages the motor to slow the truck when you take your foot off the accelerator, reducing wear www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 35
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All-Electric Trucks on the brakes, while also restoring charge to the battery), gives us two to four times the brake life over a conventional set of hydraulic brakes. The electric motors are expected to last about 20 years. By the fifth year, you get into what’s called a “batteryrefresh” program. The truck is removed from service and the large battery pods are pulled off each side. They’re opened up and disassembled. There are individual battery cells inside each pod, which are put through a complete regenerative process, one at a time. Any bad [cells] are removed, new ones are put in, and the battery pack is reassembled. They’re good to go for another five years after that. The estimated cost for this five years from now is between $4,000-$5,000. That’s strictly an estimate, which assumes you need to replace at least 10 percent of the batteries on board. WT: WHAT IS THE IMPACT ON YOUR DRIVERS? WHAT ADJUSTMENTS DO THEY NEED TO MAKE? PAYETTE: You can’t just grab somebody and say, “OK, push this button, do this, and drive this pretty much like a diesel.” There’s a sophisticated driving program we put the drivers through, which focuses primarily on battery conservation. When drivers leave in the morning, they’re leaving when the truck is at its heaviest, which is when they are going to use the most power. However, it is also when drivers get the greatest regeneration capacity by lifting their foot off the accelerator, which pushes more “juice” back into the battery. These trucks are also wired with full telemetry, and part of the program where we get money from [the federal government] is to report to the government on the performance of these vehicles, with data automatically downloaded from the truck itself. This helps us see how effective our driver training has been, in terms of power conservation — how they’re operating the trucks, how hard they’re depressing the accelerator pedal, and
how hard they’re coming down on the brakes. How much coasting time do they have? We encourage them, if driving down a long hill on the way to the first stop, to take their foot off the accelerator and let the truck “juice up,” or put juice back into the battery. It’s educating drivers on how the system works and how they can get optimal performance out of it. We’ll adapt our driver program as we learn from these 41 trucks. WT: WHAT ARE THE MAIN DIFFERENCES WITH OPERATING ELECTRIC TRUCKS? PAYETTE: There are several different factors you must take into consideration, not the least of which is the fact these trucks make virtually no noise except from rolling resistance from the tires on the road or gravel. If the windows are down, you may hear the tires, but that’s about it for noise. So drivers must be very aware of pedestrians on the sidewalk. If they don’t hear the vehicle, the driver must be aware they could step out in front of it. The controls to operate the vehicles are very simple. The driver enters the vehicle and turns the key to TRUCK SPECS
SMITH NEWTON CLASS-6 ALL-ELECTRIC TRUCK ● ● ● ● ●
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Top Speed: 50 mph. Range: Up to 100 miles. Payload: Up to 16,280 lbs. Motor: 120 kW induction motor. Battery: Lithium-ion iron phosphate. Full Battery Recharge: 6-8 hours. Deck Lengths: 15-19.5 feet. Cab: All-steel two-door with hydraulic tilt. Interior: Driver seat, dual passenger seat, Sony stereo CD. Tires: 215/75R 17.5 inch. Warranty: 36-month bumper-tobumper; 60-month drivetrain.
SOURCE: SMITH ELECTRIC VEHICLES
the “on” position, which wakes up the 24v control module on these electric trucks. The driver then bumps the key against the starter as if it were a gasoline or diesel engine, which activates the traction motor system. That sends the signal that says, “OK, we’re ready to go.” There’s a small handle not much larger than a pen, with a mushroomshape button on the top. The driver simply slides that from a neutral position to forward or reverse and takes off. There’s no gear shifting. A small screen, mounted just above the driver’s visor, shows the state of charge, how many amps it’s drawing, and the range the driver should attempt to stay in. There’s also a conventional fuel gauge on the dashboard tied to the state-of-charge gauge. If the stateof-charge gauge shows 50 percent, the “fuel gauge” will show halfway, much like the gauge in a conventional truck. WT: HOW DO THE ELECTRIC TRUCKS IMPACT YOUR JOB AS FLEET MANAGER? PAYETTE A few things: First, there’s no real history really in the U.S. to help make qualified decisions on allelectric trucks. I’ve had to work real hard to bring all the key parties together. I organized meetings with Penske’s maintenance team, Smith Electric, and Morgan [Corporation]. We had two days of meetings to explain how these trucks operate and what would be required of Penske and Morgan in designing the body. My role as a fleet manager has been to bring these parties together, educate them all, and enforce the education to make sure everybody is on the same page. It’s been a learning curve for all of us. I try to do as much thinking for everyone as possible to see what we are willing to be exposed to in terms of risk. All of us are taking some risks. The second thing is managing the impact on vehicle lifecycles and how our leases are structured for diesel trucks. If a fleet manager is used to operating a fleet with 100-percent diesel vehicles
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and, for example, has 2,000 diesel vehicles in service, some of those trucks run 5,000 miles per year while others run 50,000 miles per year. When you try to standardize a fleet to seven years and 230,000 miles, you can move vehicles around from route to route. After two years, you can pull a diesel off a 100,000-mile route and put it on a route that will run only 10,000 or 20,000 miles during the next few years so you can equalize your mileage. You’ve kept your cost of operation down and cost per mile right within the tolerances you expected. And you can make a good business plan for that. However, when you suddenly start to pull low-mileage options out to place a high-mileage diesel and replace the low-mileage diesel with an electric vehicle, now you’re changing how you arrange leasing parameters for the diesel. In other words, by bringing in the electrics for the short routes, you no longer have a 10,000-mile route to move that 50,000-mile diesel truck down
“Over time, as the cost of electric vehicles drop, the expectation is that at some point, federal [government] incentives will go away and these vehicles will have to stand on their own merits.”
month because the truck is only going five years. The vehicle should be worth a little more because it is two years newer, but it still has high miles on it, which impacts the residual. WT: FROM YOUR PERSPECTIVE, WHAT WILL IT TAKE FOR WIDER SPREAD ADOPTION OF ALLELECTRIC TRUCKS?
Mike Payette, manager of fleet equipment. to. You’re going to achieve 230,000 miles out of that truck, but you may hit that 230,000 now in five years instead of seven. So you have to start reorganizing your lease structure. If you’re paying $700 per month on the lease, expecting it to go seven years, you may have to pay $850 to as much as $900 per
PAYETTE: Over time, as the cost of these electric vehicles begins to drop, the expectation is that at some point, federal [government] incentives will go away and these vehicles have to stand on their own merits. We all understand that to get there, the business case has to be made to increase production, including reduced vehicle costs, lower maintenance costs, and improved range. It’s all about battery capacity and weight and how that impacts your payload. And over the last 10 years or so, we’ve started to get our hands around those things. WT
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Visit tommygate.com to find a dealer near you. 2011 NTEA Work Truck Show, Booth #1325 Tommy Lifts are industrial products for material handling only and are not to be used as a personnel or wheelchair lift. For safe operating instructions visit tommygate.com. Lift Gate installers are to treat vehicles as incomplete and are therefore responsible for vehicle compliance with local, state, and federal lighting regulations.
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DECALS
CONVEY PROFESSIONALISM
Decal manufacturers can provide customizable options for updating the look of current fleet vehicles. One benefit of decals is the ease in which they can be affixed.
E
very company operating a fleet wants its vehicles to convey a professional image to its customers. By utilizing a welldesigned decal program, fleet managers can save by including decal manufacturers as part of their supply chain. Decal manufacturers, such as Clevelandbased Sun Art Decals, Inc., can provide this service. Quality decal markings can be used on vehicles for corporate logos, lettering, numbering, and graphics. DECAL MANUFACTURER WORKS WITH FLEET Exterior decals are easily applied to vehicles using self-adhesive materials that have the durability to last the service life of a vehicle. By using a well-equipped decal manufacturer as a source for vehicle graphics, companies can avoid maintaining an inventory of fleet markings. Most fleet maintenance departments have personnel able to provide the installation. In the past, decal manufacturers were reluctant to service small fleet accounts because of their small production needs. New production capabilities enable manufacturers to produce custom decal products on an as-needed basis for large and small fleet operators. The development of computer-aided design and manufacturing (CAD/CAM) and digital output systems have made this possible. The advantage of these computerbased systems is that once an image
Decals, such as those shown above on the doors of work trucks, provide a professional image. Unlike paint, decals do not noticeably fade.
is saved, it can be edited on a computer screen to provide a customized decal in almost any dimension and color. Providing customers with any size, color, or quantity they need is no longer a production problem. “If a fleet needs one decal six inches in diameter and another 30 inches in diameter, they can have it,” said Jim Soppelsa, president of Sun Art. “The new system is also ideal for situations where only one panel of a vehicle is damaged. A customer can call Sun Art and order the one replacement decal if necessary. As a result, vehicle downtime is minimized.” In a 9,000-sq. ft. facility with more than $200,000 in equipment operated by skilled employees, Sun Art Decals can maintain quality control and consistently fulfill tight delivery deadlines. “Our production capabilities enable the production of simple, one-color lettering or complex full-color decals cut into elaborate shapes,” said Soppelsa. “Through the use of digital systems, decal markings can be produced quickly, typically within 24 hours. For
example, a long lead time for Sun Art is one week.” DECALS PROVIDE BENEFITS One advantage to using decals is they do not require any special skills to affix to a vehicle’s exterior. “In fact, factory decaling on new models has become so prevalent that most mechanics are already experienced in decal work,” noted Soppelsa. Unlike paint, decals do not noticeably fade. If there is a fading factor, it will take place over a long period of time, but it will be consistent. Another advantage to using decals, even temporary markings, is that they can be removed. “Decals can be removed using heat and solvents,” explained Soppelsa. “This eliminates the need to repaint the entire vehicle prior to selling it from the fleet.” Fleet professionals can mail, fax, or e-mail an image for a price quote. The sent image can often be used for production purposes. WT
38 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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SPRINKLES
DELIVERS HIGH-END CUPCAKES WITH MERCEDES SPRINTER The owners of Sprinkles Cupcakes designed and upfitted their eyecatching “Sprinklesmobile” to reflect the image of the gourmet cupcake chain. By Thi Dao
A
few years ago, the gourmet food truck trend hit Los Angeles, and restaurants, bakeries, and entrepreneurs began selling an array of mobile food options that far surpassed the offerings of traditional taco trucks. Among the early adopters, Charles and Candace Nelson, founders of the highend cupcake bakery chain Sprinkles Cupcakes, purchased and customized a 2007 Sprinter van that not only had the feel of their unique bakery, but allowed them to portray an exterior fit for their gourmet treats. According to Charles Nelson, the bakery was using plain trucks for delivery and mobile sales at television and movie studios in the Los Angeles area. “We said, wouldn’t it be great if we had something that both felt like Sprinkles, but you pulled in, opened it up, and you were ready to go?” Nelson said. The Nelsons purchased the Dodgebranded Sprinter and almost immediately converted to Mercedes badging. They chose the Sprinter because the van met their bakery’s needs. Nelson cited interior standing room (up to 76.4 inches), large cargo capacity (up to 547 cu. ft.), high fuel efficiency (averaging 22 mpg), clean diesel engine (3.0L BlueTEC V-6 diesel with diesel exhaust fluid [DEF] system), and low maintenance costs in comparison to the bakery’s other vans. Working with Sprinkles store architect and designer Andrea Lenardin, and
Candace and Charles Nelson founded Sprinkles Cupcakes in 2005 in Beverly Hills, Calif. The chain now boasts nine locations, with another opening in New York in April.
the California-based luxury automotive restyling center West Coast Customs, they transformed the Sprinter into the “Sprinklesmobile.” The chocolate-brown bakery-on-wheels rolled out in January 2008, with a capacity of 1,500 cupcakes that can be loaded in trays in the back and retrieved from the front. The van features angled trays that are set up exactly as they are in the store, wheels designed with the signature “modern dots” that top their cupcakes, and a brown awning that prevents cupcakes from melting on sunny days, Nelson explained. According to Nelson, the vehicle investment was well worth it. “It’s gotten a lot of notoriety in every market we’ve been in,” he said. “We’ve realized [the return on investment] probably in the first year, just in the marketing value.”
The Sprinklesmobile has allowed Sprinkles to become a mobile cupcake bakery. Employees park the Sprinter (loaded with 1,500 cupcakes) at various locations in Southern California and “tweet” its location on Twitter.
Nelson said the bakery took delivery of its second Mercedes-Benz Sprinter van in November 2010, and he and his wife are working on converting the bakery’s four other vans for use in their nationwide chain this year. The other vans will have the same design but will be customized for their specific applications. He estimated the vans run 20,000-25,000 miles annually. The expanding popularity of food trucks can be seen with a show on the Food Network, and more businesses have started up with services that range from pet grooming to mobile optical practices. As for Sprinkles, the Nelsons are happy with their choice of the Mercedes-Benz Sprinter, which allows them to expand their branding and reflect the bakery’s high-end image. “We wanted to be the Louis Vuitton of cupcakes,” Nelson said. “The Mercedes brand was important to us.” WT
40 WORK TRUCK MARCH/APRIL 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.
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➠
➠
PRODUCT HIGHLIGHTS:
TRUCK CAPS & CAPSULES
➠ A.R.E. OFFERS DELUXE COMMERCIAL UNIT TRUCK CAP FOR 2011 FORD SUPER DUTY A.R.E.’s Deluxe Commercial Unit (DCU) truck cap is available for the 2011 Ford Super Duty and is custom made to fit the size and shape of the new Ford’s Regular, Extended, and Quad Cab designs, as well as both long and short beds. Specially built to withstand the rigors of any work situation, the A.R.E. DCU has a rugged, fully welded aluminum frame construction. A.R.E. offers more than 100 options to provide professionals the power to create a customizable solution for their work trucks, according to the manufacturer. Truck fleet managers can choose from a variety of door and window configurations, toolboxes, ladder racks, interior fabric liners, side panels, and cap heights from 23-36 inches. In addition, A.R.E. provides organizational solutions, such as a full selection of plastic storage bins to hold small parts, tools, and extension cords in the side compartments of the DCU. A.R.E. truck caps come with a three-year warranty on materials and workmanship. All DCUs feature Strattec lock
The A.R.E. Deluxe Commercial Unit truck cap is available for the 2011 Ford Super Duty and comes with a three-year warranty on materials and workmanship.
cylinders in folding T-handles on all doors for added security as well as Suspa gas props on all doors. Website: www.4are.com
➠ SNUGTOP OFFERS SNUGPRO XL TOPPER Snugtop’s form-fitting all-fiberglass cap, the SnugPro XL Topper, provides a well-engineered solution to carrying tools, equipment, and supplies to the workplace with 100-percent security, according to the manufacturer. The SnugPro XL features 48-inch wide double rear doors leading to its large interior and eliminates the need for a tailgate. Two extra-large side doors provide easy access to storage and shelving options tailored to the user’s exact needs. The reinforced roof with optional racks can support 500 lbs. of gear and materials. Because it’s about half the weight of comparable steel toppers and lighter than aluminum models, the SnugPro XL transforms this advantage into improved fuel economy and increased carrying capacity, according to SnugTop. Its aerodynamic design blends with the host vehicle to further optimize fuel economy and reduce the vehicle’s carbon footprint. Efforts were focused on the ergonomics of the SnugPro XL, with ease of access to the truck bed and side compartments, eliminating much of the bending, lifting, and crawling common to most commercial toppers and maximizing
Snugtop’s form fitting all fiberglass form-fi tting all-fi berglass cap cap, the SnugPro XL Topper, provides a solution to carrying tools, equipment, and supplies to the workplace.
worker efficiency while reducing on-the-job risks. When comparing a pickup equipped with a SnugPro XL topper to a van, the increased fuel economy, extended durability, higher residual resale value, and safer working environment make the truck an obvious choice, according to SnugTop. The SnugPro XL is available for late-model Ford F-150, Chevrolet Silverado, GMC Sierra, and Ram long-bed pickups. Website: www.snugtop.com/XLpromo
42 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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➠ LEER ENCORE OFFERS SOLUTION FOR COMMERCIAL CAP CUSTOMERS First unveiled at the 2010 SEMA Show, the new LEER Encore 1000 sets new standards for size, styling, and versatility, according to the manufacturer. With interior ceiling height of 57 inches and a clear opening of over 54 inches through the twin-hull hatchback-style door, the Encore can hold nearly half-again as much (47-percent more) cargo as regular caps, according to LEER. Commercial cap customers who regularly move large loads or need to provide a secure, weather-protected workspace for technicians, parts, and tools can utilize the increased capacity, in many cases reducing the number of trips and trucks on the road in the process. Available for full-size long bed pickups, the Encore commercial cap can be equipped with large side toolboxes and solid fiberglass side doors. The reinforced roof can accommodate true commercial-grade rack systems, and the interior is spacious enough to be outfitted with a wide range of bins, shelves, and storage racks. The option list includes high-function LED lighting systems to illuminate the interior, the toolboxes, and the workspace created by the open hatchback rear door. Website: www.leerfleet.com
The LEER Encore 1000 includes an interior ceiling height of 57 inches and a clear opening of over 54 inches through a twin-hull hatchback style door.
➠ MARANDA ANNOUNCES ‘VANKILLER’ Maranda, Inc. launched the latest iteration of its M170 Workshop Capsule. Called the “VANKILLER,” the new M170 offers 50-percent more usable capacity than a comparable van and when teamed with the latest fuel-efficient pickup from any manufacturer, offers significant fuel savings, according to the manufacturer. Maranda’s design allows the capsules to be cycled through several pickup trucks without modification to the capsule (or the pickup) while eliminating downtime to commercial users’ business. Maranda has added two new features to the current list of accessories and options. ■ According to the manufacturer, the new “Slam Lock” allows users to simply slam the left rear door portion of the double doors without having to twist the door hanNew features added to the Maranda M170 workshop capdle, as is typically the case with other dual door suppliers. ■ Maranda now offers remote keyless entry for every door sule include “slam lock,” which allows users to simply slam the left rear door closed, and remote keyless entry. on its workshop capsules. Website: www.vankiller.com
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END OF FRAME EDITORIAL
BY MIKE ANTICH
NHTSA Proposes Speed Limiters on HD Trucks: Will Medium-Duties be Next?
T
he National Highway Traffic Safety Administration (NHTSA) announced it will launch a rulemaking to mandate speed limiters on heavy-duty trucks in 2012. In the Jan. 3 edition of the Federal Register, NHTSA granted two separate petitions for rulemaking, one filed by the American Trucking Associations (ATA) and the other by the safety advocacy group Road Safe America (RSA) in conjunction with nine truck carrier fleets. Both petitions proposed installation of tamper-resistant devices to limit the top speed to 68 mph on trucks with gross vehicle weight ratings (GVWR) greater than 26,000 lbs. The key difference between the two petitions is that RSA and the nine carrier fleets also want speed limiters mandated on all existing trucks built after 1990. Other countries have already mandated speed limiters. For instance, the European Union has limited the maximum speed of large trucks to 62 mph since 1994, as has Australia since 1990. Japan limited the maximum speed of large trucks to the equivalent of 56 mph in 2003, while Quebec and Ontario limited maximum speeds to the equivalent of 65 mph effective Jan. 1, 2009.
PETITIONS STARTED FOUR YEARS AGO On Oct. 20, 2006, the ATA submitted a petition to NHTSA requesting the agency initiate rulemaking to amend the federal motor vehicle safety standards to require truck OEMs to install speed limiters on trucks with a GVWR greater than 26,000 lbs. It petitioned that trucks be equipped with an electronic control module (ECM) capable of limiting the maximum speed to no more than 68 mph. The ATA argued that reducing speedrelated crashes involving trucks is critical to NHTSA’s safety mission.
On Sept. 8, 2006, RSA and nine truck carrier fleets petitioned NHTSA to likewise require OEMs to install a device to limit the maximum speed to 68 mph on trucks with a GVWR over 26,000 lbs. They also recommended that every Class 7 and Class 8 commercial motor vehicle manufactured after the 1990 calendar-year be equipped with an electronic engine speed governor. During a public comment period in January 2007, NHTSA received 3,850 comments. Comments from truck fleets and consumer groups maintained that large truck accidents that occur at higher speeds often result in more serious injuries or death compared to accidents at lower speeds. The faster a truck is traveling, the less time a truck driver has to react and stop. For example, large trucks require 20- to 40-percent more braking distance than passenger cars and light trucks for a given travel speed. Schneider National, one of the petitioners, commented that its trucks have been speed-limited to 65 mph since 1996. According to Schneider’s crash data from its own fleet, trucks without speed limiters accounted for 40 percent of the company’s serious collisions while driving 17 percent of the company’s total miles. Schneider stated that its vehicles have a significantly lower crash rate than large trucks that are not speed limited or have a maximum speed setting greater than 65 mph. The Insurance Institute for Highway Safety (IIHS) stated an onboard ECM will maintain speed control for vehicles when enforcement efforts lack resources. The Truck Maintenance Council stated that an increase of 1 mph results in a 0.1 mpg increase in fuel consumption, and for every 1 mph increase in speed over 55 mph, there is a reduction of 1 percent in tire tread life.
OPPOSITION TO SPEED LIMITERS Comments opposing the rulemaking were received from independent truckers, the Owner-Operator Independent Drivers Association (OOIDA), and the Truckload Carriers Association (TCA). According to OOIDA, speed limiters would not have an effect on crashes in areas where the posted speed limit for trucks is 65 mph or below. OOIDA believes the petitioners are attempting to force all trucks to be speed-limited so the major trucking companies with speed-limited vehicles can compete for drivers with independent trucking operations that have not limited their speeds to 68 mph or below. OOIDA argues speed limiters would be counterproductive. According to OOIDA, when weather and traffic conditions permit, a truck operating at posted speed limits is not unsafe, and most western states allow trucks to travel at the posted speed limit of 75 mph — the same as cars. Some comments favored a 75-mph limit for truck speed limiters, instead of 68 mph, to match the highest posted speed limit in the country. TCA likewise commented that a speed differential will be created in many states by the 68-mph speed limit for heavy trucks and a higher speed limit for other vehicles, and may be an additional safety risk for cars and trucks. Other comments stated truck drivers will experience more fatigue with a 68-mph maximum speed, which could result in more crashes. NHTSA cautions that initiating the rulemaking process by no means guarantees an actual regulation will be adopted. Let me know what you think. WT mike.antich@bobit.com
44 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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STRENGTH IN NUMBERS. 22,700 OF THEM.
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