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THE RESOURCE FORMANAGERS OF CLASS 1-7TRUCK FLEETS

WWW.WORKTRUCKONLINE.COMJANUARY/FEBRUARY 2011

VOL. 5 NO. 1

MISTAKES IN SPEC’ING LIFTGATES

TIREMAKERS GO GREENWITH SMARTWAY

SPEC’ING FLATBED TRUCKS

PROPANE DRIVES ENGINES FORWARD PAGE 28 UPS GOES GREEN PAGE 30 LEGAL CHALLENGES TO CSA PAGE 36

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

fl eet.ford.com

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14

IN THIS ISSUE JANUARY/FEBRUARY 2011VOLUME 5 ISSUE 1

Features

Departments

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

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

18 TIREMAKERS GO GREEN WITH SMARTWAYEPA fuel-effi ciency designation is the hot thing in truck tires. While SmartWay-verifi ed tires are mandated on heavy trucks, medium-duty fl eets can also benefi t from more fuel-effi cient tires.

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

28 ROUSH CLEANTECH DRIVES PROPANE FORWARDCreated with fl eet in mind, ROUSH’s CleanTech aims to help get more propane autogas-powered vehicles on the road and help fl eet managers put “greener” vehicles on the road.

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

2 ON THE WEB

4 LETTERS■ Fleets Unprepared for CSA 2010

6 TRUCK NEWS ■ CleanFUEL USA to Build New GM

Propane Engine

■ TruGreen Fleet to Add Hybrid-Electric Vehicles

10 STATS■ Number of Class 1-6 Vehicles on Top 100 Listing

■ 2010 Operating Costs for Light Trucks

34 TRUCK PRODUCTS ■ Titan Crane Service Bodies

■ SpitzLift Manual Cranes

36 END OF FRAME EDITORIAL■ Legal Motion Seeks to Halt CSA Implementation

WORK TRUCK MAGAZINE (CDN IPM# 40013413) is published bi-monthly, by Bobit Business Media, 3520 Challenger Street, Torrance, California 90503-1640. POSTMASTER: Send address changes to Work Truck P.O. Box 1068 Skokie, IL 60076-8068. Please allow 8 to 16 weeks for address changes to take effect. Please address Editorial and Advertising correspondence to the Executive Offi ces 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.

12

30

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

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www.worktruckonline.com

what you’re readingw

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

PENNDOT: TIME TO CHECK VEHICLES, PACK EMERGENCY KITPennDOT secretary urges motorists in frigid Pennsylvania to prepare their vehicle for winter driving.

U.S. DOT PROPOSES REAR VIEW VISIBILITY RULEProposal would expand the required fi eld of view so that drivers can see directly behind the vehicle when the vehicle’s transmission is in reverse.

FORD & AZURE DYNAMICS MARK PRODUCTION AND DELIVERY OF FIRST TRANSIT CONNECT ELECTRICSReaching the market 13 months after the collaboration to develop the zero-emission vehicle was fi rst announced.

AT&T DEPLOYS 2,000TH CNG VEHICLE IN FLEETThe honor of being the 2,000th CNG Vehicle goes to a Ford E250 van deployed in San Leandro, Calif.

VERIZON OFFERS FLEETS XATA TURNPIKE SOLUTION TO SUPPORT CSA 2010 COMPLIANCESoftware is designed to help companies better comply with Comprehensive Safety Analysis 2010 (CSA 2010), designed to reduce commercial motor vehicle-related accidents.

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 specifi c topic.

January/February’s Web Channel Highlight: LEASINGLease vs Buy is a diffi cult decision in regards to your work truck fl eet. Use the below resources to help you make this deci-sion, guide you through the process and other helpful tips such as negotiating a fl eet lease management agreement.

▲ State of the Fleet Market Outside North America

▲ When’s the Right Time for a Sale/Leaseback?

▲ How to Be Your Lender’s Best Customer

▲ 5 Common Mistakes in Negotiating a Fleet Lease Agreement

▲ Bright Ideas Energize Fleet Management

Industry Trendss Telematics Safety Remarketing Fuel

the 5

THE FLEET CHANNELS

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

1

2

3

4

5

What We’re Blogging About

MARKET TRENDSBy Mike Antich

www.worktruckonline.com/

blog/markettrends.aspx

December 13Legal Motion Seeks to Halt Pub-lic Release of CSA 2010 Data

November 9The Weak Link in Corporate Sustainability is the Driver

November 1Forecast of 2011 Operating Costs

October 26Dealer Consolidation Creates New Headaches for Out-of-Stock Purchases

FLEET BLOGSThe Voice of the Fleet Community

(www.fl eetblogs.com)

December 16Insourcing For Profi tby Anonymous Public Fleet Manager

December 14The Quest for Alt Fuel Knowledge Makes a Stop at ROUSH CleanTechby Elisa Durand

December 2Hot for 2011: “Save Me Money!”by Elisa Durand

November 15$3 Million Legal Verdict for Not Having GPS Trackingby Wayne G. Smolda

October 29Can Passive GPS Tracking Reduce Fleet Costs?by Mike Wade

Interested in starting your own blog? Go to www.fl eetblogs.com for more information

ANTICH

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LETTERS TO THE EDITOR

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

Translucent Reefer RoofsThe September/October issue article on spec’ing refrigerated truck bodies

was a fairly good summary of what you need to know regarding reefer truck

specs, but I’m a little baffl ed in the roof selections shown.

I’ve never seen a translucent reefer roof in my 30-plus

years in fl eet work. Did I miss something? The article might

have mentioned strip curtain effectiveness as well.

Tony BizjakVehicle Spec Engineer

Fairfax CountyFairfax, Va.

Thanks, Tony. You are right. The translucent roof op-tion is not common in most reefer apps (as the source in the article states), but it can be used in some produce hauling apps that don’t require heavy refrigeration and

can benefi t from more effi cient deliveries because of better visibility from natural light allowed into the body. I think another term I could have used is “composite roof” as an alternative to aluminum. Some companies, such as Crane Composites, offer composite roofs that are lighter weight and con-duct less heat than aluminum and can be specifi ed from 1-30 percent light transmission, depending on the application.

– Sean Lyden

Unprepared for CSA 2010Thanks for writing the editorial enti-

tled, “Most Fleets Unprepared for CSA

2010,” which appeared in the Novem-

ber/December 2010 issue. It is amaz-

ing how many regulated fl eets are still

not aware of this program and have not

assessed their performance measured

under the new system. Overall, I believe

CSA will make the highways safer by

un-credentialing the unsafe drivers and

fl eets. However, the program is most ef-

fective if drivers and fl eets use the expe-

rience to become better, safer, and more

effi cient in their operations.

Submitted via e-mail by

Nick Goodell

Uptick in Fuel-Related Problems in Diesel Trucks

The editorial in the September/Octo-

ber 2010 issue on the uptick in fuel-re-

lated problems in diesel trucks sure was

an interesting article. It can only relate

to the industry’s contribution to carbon

emissions reduction. If we could signifi -

cantly reduce the carbon emissions from

all of the world’s diesel motors, wherev-

er they may be, then imagine the carbon

trade-off with governments that can be

achieved. In fact, I do believe there could

be some kind of trade-off with companies

that reduce their carbon footprint.

Submitted via e-mail by

John Cole

Cutting EdgeAs always, the End of Frame editori-

als are on the cutting edge of emerging

fl eet-related issues, such as the editorial

on the “Uptick in Fuel-Related Problems

in Diesel Trucks,” which appeared in the

September/October 2010 issue.

J. J. Keig, CAFMFleet Manager

NCH EcoServices

Irving, Texas

A Very Cloudy PictureWe are starting to look very serious-

ly at our lifecycle program and hope

to make some changes soon. We have

not purchased a new truck since Au-

gust 2006.

I hope that we look seriously at start-

ing to replace some of our 15-year-old

trucks starting in spring 2011. I think one

problem we will have when we start to

purchase again is the incentives (CPA,

CAP from manufacturers) will not be

the same as they were in the past. I also

think the stocking dealers will not car-

ry the same stock volume as they have

in the past.

I could keep rambling on, but will fi nish

with a still very cloudy picture of the buy-

ing intentions for the 2011 year. I think we

all know what needs to be done. Not un-

til business owners truly feel comfortable

again and hiring stays solid will we start

seeing consistent truck purchasing.

Author wished to be anonymous

Counting CO2 in TCO

A vehicle’s CO2 emissions must have

independent weight beyond fuel econo-

my inclusions when calculating the total

cost of ownership (TCO). Large incen-

tives can overcome TCO defi cits (such

as low fuel economy) but I will be in-

corporating a factor for CO2 emissions

within our Pugh matrix for the current

request for quotation (RFQ).

Gage WagonerNorth American Fleet Management

Senior Manager

Philips Electronics North America

Bothell, Wash.

Downsizing Engines We will make changes in the types of

vehicles we will be acquiring compared

to past model-years. We are now purchas-

ing six-cylinder G1500 Express vans in-

stead of the eight-cylinder G2500, and

this year, we ordered 142 Ford Transit

Connects to test as a possible replacement

of our full-size vans. We are ordering

our passenger vehicles with four- rath-

er than six-cylinder engines.

Frank Felicetta Director of Fleet Operations

Cablevision

Bethpage, N.Y.

Concise, Yet RelevantI wanted to send a note to say that I al-

ways enjoy your editorials. With an edi-

torial, you get one page, so you have to be

concise, yet relevant. I appreciate it.

John MoscatelliDirector Industry Solutions Practice

Transportation/AVL

AT&T

Tampa, Fla.

WT0710amerifleet.indd 1 6/15/10 9:29:02 AM

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WT0111letters.indd 4WT0111letters.indd 4 12/15/10 9:41:18 AM12/15/10 9:41:18 AM

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GEORGETOWN, TEXAS – Clean-

FUEL USA, a supplier of alternative-fu-

el infrastructure and propane engine sys-

tems, announced a partnership to build

and certify a multi-purpose 8.0L Gen-

eral Motors (GM) propane engine with

Freightliner Custom Chassis Corporation (FCCC), a sub-

sidiary of Daimler Trucks North America. Featuring Clean-

FUEL’s new 8.0L liquid propane injection (LPI) system,

the medium-duty engine will offer fl eet managers a high-

performance, propane-powered alternative to reduce fl eet

operating costs and greenhouse gas (GHG) emissions. First

versions of the engine chassis will be

designed for use in urban delivery

trucks and school buses.

Freightliner will certify CleanFUEL’s

8.0L LPI system to run on the

Thomas Built Type C school bus

and Freightliner straight truck chassis. This partnership

expands use of GM’s 8.0L long-block engine, originally

intended for industrial and marine markets, to new on-

highway applications of up to 33,000-lb. GVW. Conversion

kits also will be available to switch medium-duty gasoline

vehicles to run on propane.

Truck Industry Equips ‘Storm Chaser’ Vehicle PHOENIX – A truck equipped with some of the best ac-

cessories in the truck and weather industry helped achieve a

feat previously unattainable in the dangerous scientifi c fi eld

of tornado recording. The A.R.E. 2010 GMC Sierra “Twistex

Probe” vehicle enabled Tim Samaras, featured on the Dis-

covery Channel’s Stormchasers television program, to record

historic tornado measurements.

Samaras has chased tornadoes and recorded valuable data

for more than ten years. Earlier in 2010, when he was hoping

to build a new chase truck, Mastercraft Truck Equipment in

Englewood, Colo., put together what Samaras refers to as the

“ultimate tornado chase vehicle.”

The truck is outfi tted with a custom A.R.E. Deluxe Com-

mercial Truck Cap and Tommy Gate G2-Series 1,500-lb. ca-

pacity hydraulic liftgate. Other additions include an Eclipse

navigation system with back-up camera; Jotto Desk mobile

offi ce laptop holders; Luverne hitch steps, mega steps, and

grill insert; a Warn XD 9000I Winch system; and numerous

square sensors covering the hood and cab.

This vehicle enabled Samaras and his crew to record fi rst-

of-its-kind information about tornadoes. To obtain this data,

he deployed a 400-lb. “probe” instrument, his own invention,

in the path of a highly destructive tornado while at the peak

of its powers in South Dakota. Data collected is another step

in further understand-

ing tornadoes.

Navistar to Establish New Testing & Validation Center MELROSE PARK, IL – Navistar

International Corporation announced

the company’s intent to locate a new

testing and validation center in Mel-

rose Park at a facility that has been

part of Navistar’s history for near-

ly 65 years.

Daniel Ustian, Navistar chairman,

president, and chief executive offi cer, said the com-

pany plans to invest up to $90 million in the 80-acre

campus over the next several years to create a state-

of-the-art technology center to develop leading-edge

commercial truck and diesel engine solutions to meet

customer needs.

The Melrose Park facility is intended to comple-

ment Navistar’s integrated product development cen-

ter that will be located at the former Alcatel-Lucent

East campus in Lisle, Ill.

“We’re creating economic opportunity for the whole

region at a time of substantial unemployment in Illi-

nois,” Ustian said. “Without the investment package

from Governor Pat Quinn’s administration and the

governor’s personal commitment to see this project

through, the creation of the Lisle campus and Melrose

Park facility renovation would not be possible.”

Constructed in 1941, the Melrose Park facility was

originally operated by Buick to build engines for the

B-24 Liberator bomber. In 1946, Navistar’s precur-

sor, International Harvester, purchased the plant to

build construction equipment and engines. Current-

ly, the facility is home to Navistar’s Engine Group

headquarters, I-6 engine manufacturing operations,

and powertrain product development.

TRUCK NEWS

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

CleanFUEL USA to Build New GM Propane Enginev

d

tr

8

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in

in

Outfi tted with custom equip-ment, the “Twistex Probe” vehicle en-abled the capture of fi rst-of-its-kind tornado data.

USTIAN

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The Choice Is Clear — And Clean.Your fleet can get the same horsepower and torque performance as gasoline for 30% less in fuel costs –

and with 60% fewer emissions — thanks to ROUSH CleanTech Liquid Propane Injection fuel systems.

Propane autogas fuel systems by ROUSH CleanTech let you operate on a price-stable, North American-

sourced fuel with no engine modifications required. That means you’ll get all the benefits of propane

autogas, with no compromises in your vehicle’s factory warranty protection.

PERFORMANCE: IDENTICAL

VEHICLE WARRANTY: IDENTICAL

FUEL COSTS: 30% LESS

EMISSIONS: 60% LESS

PROPANE AUTOGAS VS. GASOLINE

800.59.ROUSH ROUSHcleantech.com

2007.5 – 2008 2009 – 2010 2009 – Newer 2009 – Newer 2009 – NewerFord F-150 Ford F-250 / F-350 Ford E-150 / E-250 / E-350 Ford E-350 DRW Cutaway Ford E-450 DRW Cutaway(5.4L V8) (5.4L V8) (5.4L V8) (5.4L V8) (6.8L V10)

UPFITS AVAILABLE

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AF0111roush.indd 1 12/13/10 12:58:16 PMWT0111news.indd 7WT0111news.indd 7 12/17/10 3:16:01 PM12/17/10 3:16:01 PM

TRUCK NEWS CONTINUED

Tire Centers Unveils Track My Tread Program DUNCAN, SC – Tire Centers LLC (TCI) announced its new Track My Tread

computer program will allow customers to keep close tabs on their medium-duty

truck tires through the products’ lifecycle. Modern Tire Dealer received a preview

of the program following a tour of the TCI/Michelin Retread Technologies Inc.

(MRTI) retread plant in Antioch, Tenn.

Track My Tread is a fee-based system that assists fl eet customers with asset

and inventory management, billing, tire ordering, and other functions, according

to Nate Kirian, vice president of marketing and sales for TCI’s Commercial

Division. Customers can view tire inventories by specifi c location and then click

on individual tires for detailed information, he said.

Users can drill down to see the total cost of ownership, including a tire’s per-

formance and cost history, similar repairs, retreading, mounts, dismounts, etc.

The entire history of a particular casing is available.

“When a customer is fi rst signed, we’ll load all of the information about its

fl eet into the system,” Kirian said. “Even when a tire leaves the fl eet, we tell the

customer, ‘You can see where the tire is,’ including what stage of the MRTI re-

tread process the tire is in. We want them to know that we know where the tire

is all the time.”

Track My Tread also automates the in-

ventory replenishment and billing process-

es, automatically replacing a tire removed

from inventory with a purchase order gen-

erated by Track My Tread.

TruGreen Fleet to Add Hybrid-Electric VehiclesOAK PARK, MI – Professional lawn-care

provider TruGreen is adding 10 hybrid-electric

vehicles to its fl eet for use in California. The

vehicles will feature Azure Balance Hybrid

Electric Drivetrains incorporated on the Ford

E-450 chassis. The drivetrain manages the conventional 5.4L-Triton gasoline

engine and fi ve-speed automatic TorqShift transmission.

Since most commercial vehicle fl eets spend approximately 50 percent of their

total operational costs on fuel, the Balance Hybrid Electric’s ability to improve

fuel economy by up to 40 percent provides an enormous fi nancial impact, Azure

Dynamics said. TruGreen was able to award this contract with the support of

vouchers from California’s Hybrid

Vehicle Incentive Program (HVIP),

which provides funds for environmen-

tally friendly transportation solutions

to companies operating fl eets in the

state. The vehicles are expected to be

delivered in fi rst-quarter 2011.

RECEIVE BREAKING NEWS WHEN IT HAPPENSSign up for Work Truck’s weekly eNewsletter for timely updates on the latest industry news in fl eet management, as well as research and trends, industry events, and current Work Truck magazine articles and features. Subscribe at www.worktruckonline.com.

RSSnnnW

Vol. 5 No. 1

PublisherSherb Brown

Editor/Associate PublisherMike Antich

mike.antich@bobit.com

Senior EditorsLauren Fletcher

lauren.fl etcher@bobit.com

Grace L. Suizograce.suizo@bobit.com

Assistant EditorThi Dao

thi.dao@bobit.com

Art DirectorArmie Bautista

Production DirectorKelly Bracken

Production ManagerBrian Peach

(310) 533-2548

For Subscription Inquiries(888) 239-2455

BobitPubs@Halldata.com

Great Lakes Sales ManagerRobert Brown Jr.

1000 W. University Dr., Ste. 209Rochester, MI 48307

(248) 601-2005 Fax: (248) 601-2004

Regional Sales ManagersEric Bearly

(310) 533-2579

Adam Kimber(714) 496-9026

Sales CoordinatorTracey Tremblay

Business and Editorial Offi cesBobit Business Media

3520 Challenger St.Torrance, CA 90503Fax: (310) 533-2503

ChairmanEdward J. Bobit

CEOTy Bobit

Chief Financial Offi cerRichard E. Johnson

Editorial ConsultantHoward Rauch

Change Service Request Return AddressHallmark

P. O. Box 1068 Skokie, IL 60076-8068

i

v

e

f

e

PHOTO: ©ISTOCKPHOTO.COM/NAPHTALINA

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

TruGreen will add 10 hybrid-electric vehicles based on the Ford E-450 chassis to its California fl eet.

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

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

WWW.JOTTODESK.COM . BLOG.JOTTODESK.COM©2010. JOTTO DESK® is a patented and registered trademark of Assembled Products™ Corporation.

A JOTTO DESK ® secures your laptop when driving, allows ergonomic

use while parked and lets you work from outside the vehicle if needed.

LIFE AT YOUR FINGERTIPS!

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www.worktruckonline.com

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TomTom & Tracker Management Deliver Live Driver Updates CONCORD, MA – TomTom and Tracker

Management Systems are partnering

to help towing fl eet operators improve

effi ciency, reduce costs, and increase

control of drivers and equipment. The

integration of TomTom WORKsmart

fl eet management solutions and Tracker

Management Systems’ dispatch software

enables live driver location updates and

more accurate arrival time estimates

for the towing industry, according to

the companies.

TomTom WORKsmart fl eet man-

agement solutions integrate navigation,

dispatch, and tracking through a com-

bination of industry-leading hardware,

software, and maps. Tracker Manage-

ment Systems provides leading edge

software, computer, and wireless com-

munication systems technology to fl eet

industry business owners, primarily en-

gaged in towing and recovery.

Yokohama Tire Corpo-ration to Adjust Com-mercial Tire Prices FULLERTON, CA – Yokohama

Tire Corporation announced it will

increase prices on its light- and

medium-duty commercial truck

tires in the U.S., effective January

1. The adjustments are due to

continued increases in the cost of

raw materials and energy-related

expenses.

Commercial tires will increase by

up to 6 percent. There will be in-line

adjustments, as well, which will be

announced at a later date.

“It’s a very diffi cult decision, es-

pecially in light of these tough eco-

nomic times,” said Gary Nash, Yoko-

hama vice president, OTR division.

“However, by incorporating oper-

ational effi ciencies with our envi-

ronmental procedures and the lat-

est technology, Yokohama remains

committed to bringing the best

products to the market at compet-

itive prices.”

WT0111news.indd 9WT0111news.indd 9 12/17/10 3:16:03 PM12/17/10 3:16:03 PM

STAT SHEET

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

Truck Fleet listing.753,265

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

2010 OPERATING COSTS - LIGHT TRUCKS

TOTAL UNITS:139,552

<24,000 MILES 24,001-48,000 MILES 48,001-80,000 MILESCENTSPERMILE

DOLLARSPER

MONTH

CENTSPERMILE

DOLLARSPER

MONTH

CENTSPERMILE

DOLLARSPER

MONTHGASOLINE 0.1836 $269.76 0.1432 $286.13 0.1801 $342.36

OIL 0.0043 $6.46 0.0025 $8.35 0.0065 $9.37

TIRES 0.0116 $15.11 0.0116 $24.18 0.0175 $30.22

MAINTENANCE/REPAIR 0.0189 $20.87 0.0248 $37.70 0.0334 $62.69

WARRANTY RECOVERY (0.0003) ($0.61) (0.0001) ($0.92) (0.0006) ($1.08)

TOTAL OPERATING COSTS 0.2181 $311.59 0.1820 $355.44 0.2369 $443.56

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

July 10 Aug. 10Oct. 09 Nov. 09 Dec. 09

$2.93$2.96

Sept. 10

$2.95

Oct. 10

$3.06

$2.69$2.81 $2.78

Jan. 10 Feb. 10

$2.87$2.82

Mar. 10

$2.91

Apr. 10

$3.05

May 10

$3.07

June 10

$2.96

2010 Chevrolet Avalanche ................................45 ..................................... 48 ....................................... -32010 Chevrolet Colorado ..................................61 ..................................... 67 ....................................... -62010 Chevrolet Silverado (combined) .................61 ..................................... 63 ....................................... -22010 Ford F-Series (combined) .........................61 ..................................... 62 ....................................... -12010 GMC Canyon ..........................................63 ..................................... 62 ........................................ 12010 GMC Sierra (combined) ...........................69 ..................................... 63 ........................................ 62010 Ram (combined) ......................................69 ..................................... 62 ........................................ 72010 Dodge Dakota .........................................74 ..................................... 58 ...................................... 162010 Nissan Titan ............................................79 ..................................... 79 ........................................ 02010 Ford Ranger ............................................83 ..................................... 55 ...................................... 282010 Toyota Tundra ........................................102 ................................... 133 ..................................... -312010 Toyota Tacoma .......................................103 ................................... 102 ........................................ 1

TRUCK MODELS ...............................................2010-MY .......................... 2009-MY .......................... CHANGE OTD (DAYS) OTD (DAYS) (DAYS)

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

WT0111stats.indd 10WT0111stats.indd 10 12/17/10 3:12:40 PM12/17/10 3:12:40 PM

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

f leet.chrysler.com 800-999-FLEET (3533)

Huge brakesAvailable legendary Cummins™ Diesel

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

THE ONLY DIESEL PICKUP IN ITS CLASS(1)

THAT MEETS 2011 EMISSION STANDARDS

WITHOUT A UREA-BASED DEF SYSTEM.

No DEF for this truck. It’s clean without it. When you purchase a 2011 Ram Heavy Duty Truck with an available 6.7-liter Cummins Turbo Diesel, you’ve got yourself the only heavy-duty diesel pickup in its class(1) that meets stringent 2011 U.S. emission standards WITHOUT the hassle of a urea-based diesel exhaust ⇓ uid (DEF) system. (Unlike some of our competitors’ trucks.) Business owners who buy Ram Heavy Duty Trucks save money by eliminating the need to purchase DEF for their diesel emissions systems, which also allows the freedom to tackle tough jobs uninterrupted.

• Produce up to 650 lb-ft torque at 1,500 rpm and 350 horsepower at 3,000 rpm(2)

• Standard diesel exhaust brake on all models equipped with the available Cummins Diesel engine

• Available 6-speed automatic with Electronic Range Select (ERS) and tow haul mode

• Solid 5-Year/100,000-Mile Powertrain Limited Warranty(3)

The Ram 2500 HD and Ram 3500 HD pickups with the available Cummins Turbo Diesel: now more mega-capable than ever.

2011 RAM HEAVY DUTY

WT0111stats.indd 11WT0111stats.indd 11 12/17/10 3:12:42 PM12/17/10 3:12:42 PM

FORD’S ALL-POWER TFord engineers put the new powertrain line-

up through a litany of tests to ensure complete compatibility with truck applications and dura-bility, with all components and systems passing testing to the equivalent of 150,000 miles.

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

For the 2011 model-year, the Ford

F-150 is getting the most ex-

tensive powertrain overhaul in

the truck’s history, according

to the manufacturer. The 2011 F-150

has four new truck engines, all cou-

pled to a revised six-speed automatic

transmission.

Available are a 3.7L V-6 and a 5.0L

V-8, each with fuel-saving, performance

enhancing twin independent variable cam-

shaft timing (Ti-VCT) technology, and

a version of the 6.2L V-8 that is the

base engine in the 2011 Ford F-Se-

ries Super Duty. A 3.5L EcoBoost

truck engine, specially tuned and cal-

ibrated for the F-150, will be available

in early 2011.

The 2011 F-150 lineup delivers best-

in-class fuel economy. The 3.5L Eco-

Boost engine that will be added to the

engine lineup in early 2011 will support

an up to 20-percent fuel economy im-

provement for the 2011 F-150 in com-

parison to the outgoing 2010 F-150.

EXTENSIVE TESTING PROGRAM TO ENSURE TRUCK APPLICATION

To ensure the highest quality and most

reliable engines, Ford engineers studied

the warranty history of the outgoing en-

gines and developed testing procedures

based on the real-world driving experi-

ences of current F-150 drivers.

Prototype engines underwent a wide

range of tests to ensure complete compat-

ibility with truck application and truck

durability, with all components and sys-

tems passing testing to the equivalent of

150,000 miles. Components such as the

exhaust manifolds and the crankshaft

(forged steel) were upgraded, piston-

cooling jets and oil coolers were added,

and engines were specifi cally calibrat-

ed for improved heavy-duty operation

and durability in F-150.

Ford will offer four all-new power-train options on the 2011 F-150 line-up. Benefi ts of the new lineup include:

■ Improved fuel economy up to 20 percent with use of 3.5L EcoBoost engine.

■ Best-in-class maximum trailer tow on all powertrain options.

■ Multitude of engine choices for every work truck application.

AT A GLANCE

■ 3.7L FOUR-VALVE Ti-VCT V-6The 3.7L will be the most powerful, capable, and fuel-effi cient base V-6 of any truck

in its class, according to Ford, and will be built at the Cleveland Engine Plant.

Key attributes include:

■ Best-in-class 302 hp at 6,500 rpm and 278 lb.-ft. of torque at 4,000 rpm.

■ Best-in-class 17 mpg city/23 mpg highway (4x2 confi guration).

■ Best-in-class 6,100-lb. maximum trailer tow.

■ Ti-VCT creates precise, variable timing control of both the intake and

exhaust camshafts to optimize power, performance, and fuel economy.

■ E-85 fl ex fuel capability.

■ Piston-cooling jets, which squirt oil on the underside of the pistons to keep

the piston crowns cool under extreme operating conditions.

■ Forged-steel crankshaft for improved durability.

The base 3.7L V-6 is the latest application of the Duratec V-6 engine, with addition-

al technology and upgrades for truck application. In particular, more work was done

on the bottom end of the engine, a strong point of all Duratec V-6 engines.

“This is a well-designed engine with a massive amount of attention to detail around

the block and the structure of the block,” said Jim Mazuchowski, V-6 engines program

manager. “This attention to the stiffness and rigidity of the bottom end, how the en-

gine is fastened with four-bolt mains and two side bolts, enhances durability and NVH

(noise, vibration, and harshness).”

Other enhancements for durability include a forged-steel crank-

shaft, cast-iron exhaust manifolds, and a die-cast aluminum

oil pan, which supports a 10,000-mile interval for oil

changes. The design of the cylinder bore and piston rings

has been optimized for effi cient lubrication.

In addition to engine durability, Ti-VCT leads a

host of technologies that increase overall engine ef-

fi ciency. Ti-VCT’s precise and variable control of the in-

take and exhaust camshafts optimizes performance and

fuel economy. The piston squirters enable faster engine

warm-up, and the polished buckets reduce friction, which

aids fuel economy.

3.7L FOUR-VALVE Ti-VCT V-6

WT0111f150.indd 12WT0111f150.indd 12 12/15/10 9:52:28 AM12/15/10 9:52:28 AM

-NEW F-150R TRAIN LINEUP

DELIVERS ON FUEL ECONOMY

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 13

■ 6.2L TWO-VALVE SOHC V-8The 6.2L V-8 is a premium engine offering on the

2011 F-150, with an expanded offering on the F-150

SVT Raptor and other specialty applications. It will

be built at the Romeo, Mich., Engine Plant with key

attributes such as:

■ Best-in-class 411 hp at 5,500 rpm and

434 lb.-ft. of torque at 4,500 rpm.

■ Achieves 13 mpg city/18 mpg highway

(4x2 confi guration).

■ Best-in-class 11,300-lb. maximum trailer tow.

■ Utilizes a large bore and shorter stroke. The large bore

allows for larger intake and exhaust valves for improved engine airfl ow,

and the short stroke allows higher engine speed for increased horsepower.

■ Two spark plugs per cylinder are used to more effi ciently burn the fuel-air

mixture in the combustion chamber, enabling better fuel economy and increased

engine torque. The twin plugs also help maintain a smooth, stable idle.

The 6.2L V-8, standard on the 2011 F-Series Super Duty, is uniquely tuned for the

F-150 with a special cam profi le. The engine is standard on the 2011 F-150 SVT Raptor

and other specialty applications, and pumps out up to 411 hp and 434 lb.-ft. of torque.

■ 5.0L FOUR-VALVE DOHC Ti-VCT V-8Built at Ford’s Essex Engine Plant in Windsor, Ontario, the 5.0L V-8 offers:

■ Best-in-class 360 hp at 5,500 rpm and 380 lb.-ft. of torque at 4,250 rpm.

■ Best-in-class 15 mpg city/21 mpg highway (4x2 confi guration).

■ Best-in-class 10,000-lb. maximum trailer tow.

■ New, strengthened block and new cylinder head optimized for performance

and enhanced cooling.

■ Unique intake camshafts, combined with Ti-VCT, composite intake manifold, and

optimized compression ratio for improved low-speed torque and towing capability.

■ Forged-steel crank and all-new oil cooler enhance durability.

■ Piston-cooling jets, which squirt oil on the underside of the pistons to keep the

piston crowns cool under extreme operating conditions.

■ E-85 fl ex fuel capability.

This 5.0L V-8 engine has several important attributes to optimize

it for the harsh duty cycle truck customers demand. Camshafts

were tuned to improve low-speed torque, the 10.5:1 com-

pression ratio was optimized to reduce knock tendency at

lower engine speeds while towing, and hardware added to

the 5.0L includes an additional oil cooler, which helps ex-

tend oil life to 10,000-mile intervals; foam covers for the

fuel injectors to reduce NVH; and cast exhaust manifolds for

improved durability.

■ 3.5L Ti-VCT ECOBOOSTThe 3.5L EcoBoost is a premium en-

gine offering with power comparable to

a naturally aspirated V-8 and fuel econo-

my of smaller displacement engines, ac-

cording to the manufacturer. It will be

built at the Cleveland Engine Plant. Its at-

tributes include:

■ 365 hp at 5,000 rpm on regular fuel

with 420 lb.-ft. of torque at 2,500 rpm

on regular fuel.

■ Best-in-class 11,300-lb. maximum

trailer tow.

■ Best-in-class 3,060-lb. payload.

■ Up to 90-percent of peak torque

available from 1,700-5,000 rpm.

■ Ti-VCT creates precise, variable

timing control of both the intake and

exhaust camshafts to optimize

power, performance, and fuel

economy, according to Ford.

■ Fuel economy improves up to 20

percent versus 2010 F-150 5.4L V-8.

■ Improved intake and exhaust

camshafts optimized for improved

fuel economy and performance.

■ Cast exhaust manifolds for

heavy-duty operation and durability.

■ Improved manifold and cylinder

heads for improved performance.

■ Direct-acting mechanical bucket

(DAMB) valvetrain with polished

buckets to reduce friction and improve

fuel economy.

5.0L FOUR-VALVE DOHC Ti-VCT V-8

6.2L TWO-VALVE SOHC V-8

3.5L Ti-VCT ECOBOOST

WT0111f150.indd 13WT0111f150.indd 13 12/15/10 9:52:32 AM12/15/10 9:52:32 AM

20-POINT CHECKLIST:SPEC’ING TRUCKSWhile fl atbeds may seem basic, there are several options to consider that impact cost, payload capacity, fuel economy, and crew productivity. Here are 20 points to consider. By Sean Lyden

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

Flatbeds, also known as plat-

form bodies, are used to haul

heavy materials that don’t re-

quire a protective enclosure

from the elements, such as large pipes,

spools of wire, and construction de-

bris. Some fl eets also spec fl atbed

trucks to serve primarily as “haul-

ers” to pull large gooseneck or fi fth-

wheel trailers that transport Bobcats

and other heavy construction equip-

ment to the jobsite.

What should be considered when

spec’ing fl atbed trucks for fl eet? Here

is a 20-point checklist to serve as a

guide.

PLATFORM SELECTION

The term “platform” refers to the fl at-

bed frame, fl oor, and bulkhead. To

select the right platform, keep these

points in mind:

1. Dimensions. What length does

the fl atbed need to be? The answer will

drive chassis selection. Typically, the

longer the bed, the more weight it will

carry, requiring a larger chassis to haul

it. Flatbed lengths on Class 1-3 trucks,

for example, range from 8 foot on a

56-inch cab-to-axle (CA) chassis to 12

foot on an 84-inch CA 1-ton chassis.

Trucks in Classes 4-7, up to 33,000-lbs.

gross vehicle weight rating (GVWR),

accommodate fl atbeds with lengths

from 60-inch CA (usually for towing/

hauler applications) to a 28-foot body

on a 205-inch CA chassis.

BODY LENGTH

APPROX. CA*

9 ft. 60 in.

10 ft. 72 in.

12 ft. 84 in.

14 ft. 108 in.

16 ft. 120 in.

18 ft. 138 in.

20 ft. 150 in.

22 ft. 162 in.

24 ft. 175 in.

26 ft. 190 in.

28 ft. 205 in.

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

2. Platform type. Most body com-

panies offer three platform types, based

on strength-level, classifi ed with terms

such as “basic,” “heavy duty,” and “ex-

tra heavy duty.”

3. Platform material. Most plat-

forms are built with steel due to its du-

rability and attractive price point. How-

ever, options are available in alternative

materials, such as stainless steel, alu-

minum, and composites, which offer

When partnering with a body com-pany to spec a fl atbed body, consider the following options:

■ Platform selection, including dimensions, type, and material.

■ Side options, such as removable, permanent, or fold-down; stake racks or solid stakes; and stake height.

■ Cargo containment, such as tie-down rings, e-track, or ratchet straps.

■ Towing options, including use of a receiving hitch or fi fth wheel.

■ Liftgate options, such as tuckaway gates or railgates.

AT A GLANCE

WT1110flatbed.indd 14WT1110flatbed.indd 14 12/17/10 3:19:02 PM12/17/10 3:19:02 PM

20-POINT CHECKLIST:FLATBED

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 15

better corrosion resistance than steel

and longer body life. Also, aluminum

and composite bodies weigh signifi -

cantly less than conventional and stain-

less steel, without much sacrifi ce in

strength, improving payload capaci-

ty and fuel economy. The downside

to lighter-weight materials, especially

with aluminum, is the ability to with-

stand day-to-day pounding. Consult

the body manufacturer on which ma-

terial is best for the application.

4. Platform fl oor. The three most

common fl oor options to choose from

are:

■ Wood. This is the standard fl oor

for most platforms, offering lower cost

and weight (as much as a few hun-

dred pounds lighter than steel fl oor

bodies).

■ Smooth steel. Upgrade to steel

fl oors for heavier-duty applications.

■ Tread plate. This provides extra

traction to protect a crew from slip-

and-fall injuries when stepping onto

the fl atbed surface.

5. Bulkhead. The bulkhead pro-

vides a protective barrier between the

cab (and crew) and cargo on the fl at-

bed. Options include shape (tapered

or boxed), strength level (based on re-

inforcements), and whether the bulk-

head should be solid or include a see-

through mesh window.

CHOOSING SIDES & STAKES

If hauling loose material that can-

not easily be tied down, sides (also

known as stakes) are required to con-

tain the cargo.

6. Stake racks or solid stakes.Spec solid stakes if hauling small granular

material, such as loose dirt or gravel, to

keep it from spilling off the bed. Stake

racks are lighter weight and offer suffi cient

containment for bulkier material.

7. Stake height. Stake heights

on trucks up to Class 7 range from

12- to over 50-inches high. Consult a

body manufacturer about what “stan-

dard” heights are offered. Spec’ing

non-standard heights require custom

manufacturing, which drives up the

body price.

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

movable stakes provide fl exibility to

quickly convert a fl atbed into a stake

body and back to a fl atbed within min-

utes. The bolted or welded sides are

used primarily with solid-side appli-

cations to create a seal that prevents

loose, granular material from spill-

ing out of the body.

9. Swing-open gates. Swing-open

gates allow quick access to load car-

go onto the fl atbed, whether through

the rear and/or sides, without having

to remove each stake panel.

10. Fold-down sides. Any or all sides

(including the rear gate) can be spec’d to

fold down, providing unfettered clear-

ance to load material onto the fl atbed

without having to spend time and en-

ergy removing each side panel.

11. Side material. Available op-

tions, depending on the body manufac-

turer, include wood, steel, composite,

and aluminum. The differences be-

tween these materials are refl ected in

the cost, weight, and durability.

KEEPING CARGO CONTAINED

If sides aren’t utilized, how secure will

contained cargo be? Four common car-

go containment options include:

12. Tie-down rings. These rings

present the fl exibility to secure cargo

in specifi c sections of the truck body.

Work with a manufacturer to determine

how many rings are needed and where

to place them on the platform.

Removable stakes provide the fl ex-ibility to quickly convert a fl atbed truck into a stake body and back to a fl atbed within minutes.

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

WT1110flatbed.indd 15WT1110flatbed.indd 15 12/17/10 3:19:02 PM12/17/10 3:19:02 PM

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

it. This hitch allows drivers to pull a

trailer without impacting cargo capac-

ity on the fl atbed.

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

is attached to the frame near the rear

axle, nestled below the surface of the

body. When the vehicle is not pulling

a trailer, the trap door can be closed

making it fl ush with the body, clear-

ing the full surface area of the fl atbed

to haul cargo.

18. Fifth wheel. This hitch is a large

horseshoe-shaped plate, located at the

center of the fl atbed. The fi fth wheel

hitch offers maximum towing capacity

and is common for fl atbed trucks used

primarily as trailer haulers.

REVIEWING LIFTGATE OPTIONS

Liftgates are useful for loading heavy

cargo items onto a truck with minimum

effort and physical strain on employ-

ees, enhancing safety and productivi-

ty. If considering a liftgate, determine

which of the following gates best fi ts

the application:

19. Tuckaway gate. As the name

suggests, this liftgate tucks out of the

way under the rear of the fl atbed, pro-

viding easy access to cargo when the

gate is not in use. However, if items re-

quiring more than 3-feet in depth must

be lifted, a tuckaway gate may not of-

fer a large enough platform to safely

lift the cargo. Also, if a rear receiver

hitch will be used, the tuckaway gate

may interfere with the hitch. A body

manufacturer can assist with liftgate

selection for towing capability.

20. Railgate. This gate, attached to

permanent pillars on the rear of the

fl atbed, offers extra platform size for

larger cargo and heavier weight capac-

ities. The downside is the gate must be

lowered any time access is required

through the rear of the fl atbed, which

can unnecessarily consume time.

THE BOTTOM LINE

While fl atbeds may seem basic, there

are several options to consider that im-

pact cost, payload capacity, fuel econ-

omy, and crew productivity — all fac-

tors that shape a company’s bottom line.

Keep this 20-point checklist in mind

when partnering with a body compa-

ny to spec a fl atbed body. WT

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

The trap door for a gooseneck hitch closes fl ush with the platform sur-face, allowing more space to haul cargo when not pulling a trailer.

An aluminum fl atbed is a lighter weight alternative to convention-al steel bodies.

13. E-track. Each row of e-track,

recessed into the body (nearly fl ush

with the body surface), contains met-

al or aluminum slats in which straps

can be hooked and secured.

14. Ratchet straps. These are

thick, heavy-duty straps connected

(in the form of spools) on one side of

the body. The straps are tightly pulled

across the fl atbed over the cargo and

hooked onto the rub rail on the other

side. If ratchet straps are spec’ed, con-

sult a body company about how many

straps are required and whether they

should be moveable or stationary.

15. Toolboxes. Do certain tools,

parts, and equipment need to be pro-

tected from theft or the elements? Spec

a toolbox to be placed either under-

body (which frees up fl atbed space)

or above-body. Most body companies

offer the option of either steel or alu-

minum boxes. Determine how many

toolboxes are needed and dimensions

for each.

CONSIDERING TOWING OPTIONS

Will the fl atbed truck be pulling a trail-

er? If so, how much weight and what

type of trailer? The answers to these

questions will assist in spec’ing the

proper hitch. Typical hitch options for

fl atbed trucks include:

16. Receiver hitch. This is the most

common option, with the hitch locat-

ed below the rear bumper, often with

a heavy-duty pintle hook attached to

Truck Specifi cations

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WT1110flatbed.indd 17WT1110flatbed.indd 17 12/17/10 3:19:09 PM12/17/10 3:19:09 PM

TIREMAKERS GO

SMARTWEPA fuel effi ciency designation is the hot thing in truck tires. While SmartWay-verifi ed tires are mandated on heavy trucks, medium-duty fl eets can also benefi t from more fuel-effi cient tires. By Mike Manges

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

It’s no secret that fuel effi ciency has

been a top concern among truck-

ing fl eets for many years. Howev-

er, up until recently, any effort by

fl eets to reduce fuel consumption and,

in turn, their trucks’ greenhouse gas

emissions, by running low rolling re-

sistance tires on trucks and trailers was

strictly voluntary.

That all changed in January 2010

when regulations designed to reduce

truck emissions went into effect in

California.

The rule, mandated by the Califor-

nia Air Resources Board (CARB), re-

quires all 2011 model-year and new-

er day cab tractors that pull 53-foot or

longer box-type trailers in the Golden

State to run on low rolling resistance

tires that have been verifi ed by the

U.S. Environmental Protection Agen-

cy’s (EPA) list of SmartWay-verifi ed

technologies.

It also mandates that 2011 model-

year and newer trailers operating in

California must be either SmartWay-

certifi ed or equipped with low rolling

resistance tires and retrofi tted with

SmartWay-approved aerodynamic

technologies.

Created in 2004, the SmartWay la-

bel identifi es products and services that

reduce transportation-related emis-

sions. It has become perhaps the most

sought-after designation in the com-

mercial truck tire market. No fewer

than eight truck tire manufacturers have

placed products on the EPA SmartWay

list, with more companies submitting

products for consideration.

SETTING AN INDUSTRY

BENCHMARK

The CARB rule applies to all tractors

traveling on California highways, re-

gardless of their home base or point of

origin. That means fl eets from other

parts of North America sending trucks

into California must equip those vehi-

cles with SmartWay-approved tires to

comply with the regulation.

The CARB rule has pushed the

SmartWay program into the spotlight,

say truck tire manufacturers.

“It’s important to understand how

the CARB program is affecting line-

haul fl eets in other parts of the coun-

try,” said Brian Sheehey, director of

Hankook Tire America Corp.’s Com-

mercial Tire Group.

To qualify for SmartWay certifi cation,

truck tires must meet EPA-mandated

test criteria. Two testing methods are

available to tire manufacturers, which

may perform their own testing (for de-

tails, see sidebar, “SmartWay Perfor-

mance Requirements, page 22). Several

companies also have used third-party

labs to evaluate their products.

“The fi rst is a method in which you

run a comparison test on a test track

against a reference set of tires,” said

Don Baldwin, product marketing man-

ager, Michelin Americas Truck Tires.

The goal is to demonstrate a 3-percent

fuel savings benefi t.

“The second method is a straight-

forward measurement of rolling resis-

Some points to consider about the CARB tire rule:

■ It applies to all tractors traveling on California highways, regardless of their point of origin.

■ Certifi cation allows tiremakers to standardize their fuel-effi ciency goals.

■ Other states may begin adopting similar regulations.

■ SmartWay test requirements may become more stringent in the future.

AT A GLANCE

WT0111smartway.indd 18WT0111smartway.indd 18 12/15/10 9:54:13 AM12/15/10 9:54:13 AM

GREEN WITH

TWAY

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 19

tance to a prescribed procedure. You

run your tires on your own (testing)

equipment,” Baldwin said.

This method is designed to yield a

rolling resistance value at or below tar-

get values for specifi c tire models.

A third method had been available,

but the EPA dropped it several months

ago. The method was meant to be more

inclusive than the fi rst two, but as such,

was the least stringent of the three, said

John Cooney, director of commercial

sales for Yokohama Tire Corp.

“There was no benchmark to measure

against. All you had to say was, ‘This

tire is X percent more fuel-effi cient than

another tire we sell,’ ” Cooney said.

Certifi cation according to univer-

sal standards is critical because it pro-

vides manufacturers “with a tangible

goal to achieve through the improve-

ment of features like carcass design

and innovations in treads and com-

pounding,” Sheehey said. “Before,

manufacturers would come out with

fuel-effi cient tires according to what-

ever standards we deemed appropri-

ate. This provides a single standard

for all of us to achieve.”

For dealers and end users, it also

“takes the guesswork out of the equa-

tion. What’s fuel-effi cient? What’s

compliant? Claims from marketing

and sales departments now can be ver-

ifi ed. Depending on the manufacturer,

we may agree or disagree on what the

standard should be. But there is one.

It provides a goal … and we can con-

fi rm that our tires meet a standard,”

Sheehey said.

PROGRAM UNDER CONSTRUCTION

Twelve tire manufacturers currently

have products on the SmartWay list:

■ Bridgestone Americas Tire

Operations LLC.

■ Continental Tire the Americas

LLC.

■ Cooper Tire & Rubber Co.

SMARTWAY FOR CLASS 3-7 TRUCKSAlthough the SmartWay program

currently only applies to Class 8

vehicles, tiremakers agree that

SmartWay will develop standards for

fuel-saving technologies for lighter

vehicles in the future.

Curtis Decker, truck tire prod-

uct development engineer for Con-

tinental Tire the Americas LLC, ex-

plained one of the reasons why the

rule currently applies to only Class

8 vehicles: Rolling resistance and

aerodynamic resistance for vehi-

cles driving on rural roads (as Class

3-7 vehicles often do) account for

less of the total resistance affect-

ing fuel economy than a line-haul

vehicle on the highway (typical for

Class 8). Hence, SmartWay-verifi ed

technologies combined with aero-

dynamic devices make a larger im-

pact on fuel economy on the high-

way and in a line-haul application,

typical for Class 8 vehicles.

Decker added although it is not

mandated for Class 3-7 trucks,

“These vehicle segments are al-

ready able to reap the benefi ts of

SmartWay by using already-verifi ed

tire models which come in the ap-

plicable sizes.”

Don Baldwin, product marketing

manager, Michelin Americas Truck

Tires, said, “While we can’t spec-

ulate on the future, we are confi -

dent that the demand will continue

to grow for fuel-effi cient tires in all

truck-tire segments — regardless of

the verifi cation program.”

Yokohoma’s 703ZL tires are included on

the Environmental Protection Agency’s

list of SmartWay-verifi ed technologies.

➞

WT0111smartway.indd 19WT0111smartway.indd 19 12/15/10 9:54:16 AM12/15/10 9:54:16 AM

■ Double Coin Holdings Ltd.

■ Falken Tire Corp.

■ GITI U.S.A.

■ Goodyear Tire & Rubber Co.

■ Hankook Tire America Corp.

■ Kumho Tire U.S.A. Inc.

■ Michelin North America Inc.

■ Toyo Tire U.S.A. Corp.

■ Yokohama Tire Corp.

(See sidebar “Who’s on the SmartWay

List?” below for a complete list of tires.)

Double Coin is the only Chinese

company to earn the SmartWay label

— a breakthrough achievement for

the fi rm, according to Aaron Murphy,

vice president of Double Coin’s U.S.

subsidiary, China Manufacturers Alliance

LLC. The Double Coin FT105, a trailer

axle tire, was certifi ed via third-party

testing, said Murphy.

“We focused on the trailer position

because there is signifi cant demand

(for trailer tires) from OEMs. We know

that as SmartWay-certifi ed fl eets grow,

we will need products to meet that de-

mand,” Murphy explained.

Tire manufacturers that are not work-

ing toward SmartWay certifi cation “are

going to have problems in the future,”

Sheehey of Hankook said.

While California is the only state

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

SmartWay Tires

that currently requires trucks to run

on SmartWay-approved tires, other

states may adopt similar regulations,

he explained.

SmartWay test requirements are not

expected to remain static either, accord-

ing to Kyle Jensen, manager of industry

and government relations for Bridge-

stone Bandag Tire Solutions, which has

12 tires on the SmartWay list.

“I would think the EPA would take it

to another level,” Jensen said. “They’ve

already talked about having kind of an

‘elite status’ within the program. We

don’t know when, but we think it’s go-

ing to happen.”

According to Yokohama’s Cooney,

“We believe there will be some signifi -

cant changes” to the program. Tougher

test requirements would make it more

diffi cult to join the SmartWay club.

As for tires that already made the

grade, “we anticipate there will be

a ‘grandfathering period’ for (fl eets)

that have already made buying deci-

sions,” he said. “We would expect that

tires that are already certifi ed would

be grandfathered for their lifecycle.

If you bought a tire that was Smart-

Way-certifi ed today and the regulation

changed tomorrow, we don’t expect the

SMARTWAY PERFORMANCE REQUIREMENTS

Truck tire manufacturers can use

two methods to prove their prod-

ucts meet SmartWay certifi cation.

Here’s a summary of each:

■ Method 1:

Objective: Demonstrate a 3 per-

cent fuel-savings benefi t on an SAE

J1321 Type II Truck Fuel Economy

Test compared to baseline tires with

the following maximum rolling re-

sistance (rr) values:

● Steer: 6.8

● Drive: 8.6

● Trailer: 6.1

■ Method 2:

Objective: demonstrate a tire roll-

ing resistance value at or below the

following target rr value for a given

tire model, as tested on an SAE J1269

tire rolling resistance test:

● Steer: 5.8

● Drive: 7.3

● Trailer: 5.2

A third method was available until

April 1, 2010, when it was eliminated.

Information supplied by Michelin North America Inc.

As of December 2010, 12 manufacturers have Smart-

Way-verifi ed tires. The following medium truck tires are on

the U.S. Environmental Protection Agency’s list of Smart-

Way-verifi ed technologies. (In the event of multiple brands

for a single company, individual tire names are listed in pa-

rentheses):

■ Bridgestone Americas Tire Operations LLC:

Bridgestone brand: (R287, R287A, R280, R250F, R650F,

M720, Greatec drive, Greatec R125 trailer, R195F, R197, and S197);

Firestone brand: (FS590 PLUS, FS507, FD662, and FT455 PLUS).

■ Continental Tire the Americas LLC:

Continental brand: (HSL2, HSL2 ECO Plus, HSR, HSR1,HSR

ECOPlus, HSR2, HSR2 ECO Plus, HSR2 SA, HDL

Eco Plus, HDL2 ECO Plus, HDL2 DL Eco Plus, HDR, HDR1

ECO Plus, HSR, HSR1, HSR1 ECO Plus, HSR2, HSR2 ECO

Plus, HSR2 SA, HTL Eco Plus, and HTL 1); General brand:

(S371, S580, S581, D660, S371, S580, S581, and ST250).

■ Cooper Tire & Rubber Co.: Roadmaster brand:

(RM180).

■ Double Coin Holdings Ltd.: FR605,FD405, and

FT105.

■ Falken Tire Corp.: RI109 Ecorun, BI887 Ecorun, and

RI119 Ecorun.

■ GITI U.S.A.: GSL213 FS and GT669+ FS.

■ Goodyear Tire & Rubber Co.: Goodyear brand:

(G395 LHS Fuel Max, G399 Fuel Max, G662 Fuel Max,

G305 LHD Fuel Max, G392 SSD, G305 Fuel Max AT,

G316 LHT Fuel Max, G316 Fuel Max DuraSeal); and

Dunlop brand: (SP384 FM, SP456 FM, and SP193 FM).

■ Hankook Tire America Corp.: AL07+, AL11,

Z35A,DL11, and TL01.

■ Kumho Tire U.S.A. Inc.: KLD01e and KLT02e.

■ Michelin North America Inc.: Michelin brand

(XZA3, XZA2, XZA1+, XZE, XZE2, XZA2 Energy,

XDA2+ Energy, XDA Energy, XDA3, X-One XDA,

X-One XDN2, X-One XDA Energy, XDE2+, XDN2,

XDE M/S, XTA Energy, XT1, X-One XTA, X-One XTE and

XTE); BFGoodrich brand (ST244, DR 444, and TR144).

■ Toyo Tire U.S.A. Corp.: M137, M154, M657,

and M127.

■ Yokohama Tire Corp.: RY617, 103ZR, 101ZL,

703ZL, TY517mc2, TY577, RY587mc2, and RY587.

WHO’S ON THE SMARTWAY LIST?

WT0111smartway.indd 20WT0111smartway.indd 20 12/15/10 9:54:16 AM12/15/10 9:54:16 AM

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 21

or, particularly in the future, to have a

standard by which all manufacturers

and products will be held.”

Astute dealers can also use Smart-

Way as a marketing tool, said Shee-

hey of Hankook. “A lot of indepen-

dent commercial tire dealers are tasked

with providing complete tire mainte-

nance programs. If you’re a dealer and

a large fl eet has outsourced all of its

tire work to you, you are responsible

for making sure that fl eet is compli-

ant. Before it was just about the right

applications and the right air pressure

for the appropriate load, and making

sure duals were matched.”

Now, even if a fl eet has a good tire

maintenance program, “not having the

appropriate SmartWay-verifi ed tire could

cost that fl eet dearly. There are fi nes

that are going to be attached to non-

compliance. Plus, any program that as-

sists in improving fuel economy is just

good business,” Sheehey said. WT

About the Author

Mike Manges was for-

merly senior editor

of Modern Tire Dealer

magazine. Visit MTD

at www.modern

tiredealer.com.

force and we’ve given

information to deal-

ers,” he said. “We’re

also answering ques-

tions from fl eets.

The point I always

make is while you

need to be on Smart-

Way tires in order

to operate in Cali-

fornia, you need to

look even deeper and

choose the best tire for

overall fuel effi ciency.

We tell our dealers that the

value of selling low rolling

resistance is that when you get down

to it, what the fl eet’s interested in is re-

ducing its cost.”

Cooney said having tires on the

SmartWay list has helped Yokohama

maintain its current sales to fl eets “that

have a need for a verifi ed product. You

need to have it if you want to continue

to do business with customers who do

business in California.”

Discussing anticipated enhancements

to SmartWay tire testing, Cooney not-

ed, “I think it’s somewhat of an hon-

EPA to say, ‘You have to change those

tires now.’ ”

Cooney believes “there probably will

be some type of grace period from the

time they announce new regulations un-

til the tires that are currently on the list

will be scrutinized” to see if they meet

or exceed revised standards.

Prior to the advent of CARB reg-

ulations, participation in SmartWay

was voluntary.

“There weren’t a lot of checks and

balances,” Cooney said, “but they’re

coming. We believe there will be some

signifi cant changes.”

This could include rating tires ac-

cording to their respective rolling re-

sistance levels, said Michelin’s Bald-

win. “Right now you can’t look at the

list and tell what a tire’s relative roll-

ing resistance is. The tire is either on

the list or not.”

DEALERS REAP BENEFITS

Clif Armstrong, director of mar-

keting, Commercial Vehicle

Tires, the Americas, for Con-

tinental Tire the Americas

LLC, said the SmartWay

program nicely dovetails

into his company’s efforts

to educate fl eets about

the fuel-saving bene-

fi ts of low rolling resis-

tance tires.

Continental, which has

fi ve of its fl agship brand

tires on the SmartWay list,

is applying the technology it

developed to gain SmartWay

certifi cation to “decreasing the

rolling resistance of several of

our General brand products,” ac-

cording to Armstrong. Four General

brand truck tires were recently added

to the SmartWay list.

Continental has submitted sever-

al other tires for SmartWay approv-

al, as well.

Promoting SmartWay to fl eets makes

perfect sense, according to Jensen of

Bridgestone. “The big thing is that it helps

promote discussions about fuel effi ciency.

That’s probably the biggest benefi t.”

Baldwin of Michelin agrees. “We’ve

done extensive training with our sales

BASIC REQUIREMENTS — NEXT DEADLINE IS IN 2012The following California Air Resources Board (CARB) requirements and

implementation dates apply to tires for all 53-foot or longer box-type trail-

ers, including both dry van and refrigerated van trailers, and heavy-duty trac-

tors in California:

■ Tractor Requirements:

Jan. 1, 2010: 2011 model-year and newer day cab tractors must have low

rolling resistance tires.

Jan. 1, 2012: All 2011 model-year and older sleeper cab and day cab tractors

must have low rolling resistance tires.

■ Trailer Requirements:

Jan. 1, 2010: 2011 model-year and newer trailers must be either SmartWay-

certifi ed or equipped with low rolling resistance tires and retrofi tted with

SmartWay-approved aerodynamic technologies.

Jan. 1, 2013: Unless registered by optional phase-in deadlines, all 2010 mod-

el-year and older box-type trailers must be SmartWay-certifi ed or equipped

with low rolling resistance tires and retrofi tted with SmartWay-approved

aerodynamic technologies.

Hankook’s AL07+ is on the EPA’s list of SmartWay-

verifi ed technologies.

WT0111smartway.indd 21WT0111smartway.indd 21 12/15/10 9:54:16 AM12/15/10 9:54:16 AM

COMMON TO AVOID WHEN

FOR MEDIUM-Spec’ing the right liftgate for an application can be challenging,

especially for those unfamiliar with the process. Here are helpful suggestions to ensure the right liftgate is spec’d for the job.

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

The best option for lifting heavy

cargo (150 lbs. or more) from

the ground onto the bed of a

medium-duty truck is a lift-

gate, a platform that raises and lowers

(from the rear and/or side of the truck)

using an electric hydraulic system.

The challenge, however, is speci-

fying the right liftgate for each appli-

cation. There are a myriad of specs to

consider, with cost ranging from $2,000-

$9,000, depending on the type of gate,

platform size and material, power sup-

ply, and lifting capacity.

What can go wrong? Consider these

real-world examples:

■ The gate doesn’t lower all the way,

hovering 4 inches above the ground,

making it impossible to roll a pallet

jack or handcart onto the lift plat-

form — essentially rendering the

gate useless.

■ The tuckaway liftgate functions OK

when the truck is empty, but sits too

low underneath the body when the

truck is loaded, impeding the liftgate

platform from being able to proper-

ly lower and unfold.

■ The liftgate runs out of battery

power at a delivery halfway through

the truck’s route, forcing the crew

to regularly stop work and run the

engine to recharge the battery, re-

sulting in costly delays and dimin-

ishing productivity.

No fl eet manager wants to deal with

the headaches (and expenses) that come

with a liftgate spec gone awry. Ensure

the right liftgate is spec’d for the job by

avoiding these common mistakes.

1. SELECTING A LIFTGATE INCOMPATIBLE WITH TRUCK BED HEIGHT

“The biggest area you run into prob-

lems with is when somebody specs

the truck and tries to hang a tuck-

away liftgate underneath a truck that

doesn’t have enough of a loaded bed

height clearance to allow that gate to

be put on,” said Doug Greve, sales co-

ordinator for Thieman Tailgates Inc.,

which markets a full line of hydrau-

lic liftgates for light-, medium-, and

heavy-duty trucks and trailers. “We

get calls all the time when somebody

has hung a liftgate on a truck where

Avoid these nine mistakes when spec’ing a liftgate:

■ Selecting a liftgate incompatible with the truck’s bed height.■ Underestimating weight capacity requirements.■ Spec’ing inadequate platform depth. ■ Mismatching liftgate type with rear door spec.■ Under-specifying power requirements.■ Forgetting to account for ground surface.■ Overlooking trailer requirements.■ Selecting a liftgate that interferes with the chassis’ fuel tank confi guration.

AT A GLANCE

9

WT0111liftgate.indd 22WT0111liftgate.indd 22 12/17/10 3:20:04 PM12/17/10 3:20:04 PM

MISTAKES SPEC’ING LIFTGATES

M-DUTY TRUCKS

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 23

they can’t get it open or it won’t touch

the ground. That’s what creates the

most headaches.”

Two key terms to learn when it comes

to bed height and liftgate installation

are laden and unladen.

“Laden” refers to the bed height

when the truck is at full load, causing

the chassis’ rear suspension to depress,

representing the lowest point the body

should drop. “Unladen” is when the bed

is completely empty, denoting the high-

est point the body should sit.

Each liftgate spec needs to account

for both the lowest point (which deter-

mines the minimum clearance require-

ments) and highest point (dictating the

maximum distance the platform will

need to lower to reach and lay fl at on

the ground).

Work closely with the body manu-

facturer to select the liftgate type most

compatible for the specifi c truck. The

manufacturer should have laden and

unladen height dimensions specifi c to

the truck, based on its chassis and body

specifi cations, available as a reference

to guide decision making.

2. UNDERESTIMATING WEIGHT CAPACITY REQUIREMENTS

“A common mistake is when you don’t

consider the weight of everything that

will be on the liftgate at any given mo-

ment — the driver, the pallet jack, the

pallet,” advised Anton Griessner, vice

president of marketing and business

development at Maxon Lift Corp., a

single brand manufacturer of liftgates.

“There could be 500 lbs. with an elec-

tric pallet jack alone. If you don’t spec

for it, you’ll overload the gate.”

Under-spec’ing the weight capacity

diminishes the life of the liftgate and

puts crew safety at risk. Take into ac-

count everything that will be placed on

the platform at maximum load. Use the

following checklist as a guide.

■ Weight of cargo and container or

package (pallet, box, barrel, etc.).

■ Weight of loading device (cart, pal-

let jack, hand truck). Manual pallet

jacks, for example, weigh approxi-

mately 120-150 lbs. Electric pallet

jacks range from 350-500 lbs. Deter-

mine exact weight of equipment.

■ Weight of driver. Griessner rec-

ommends factoring in 250 lbs. per

driver on the platform.

“You cannot go by average load

weight when you’re estimating ca-

pacity requirements. You really have

to go with your worst-case scenario,”

Griessner said. “It doesn’t help you if

you’re transporting chips during the

week and then construction material

over the weekend. You have to spec

for the heavier material.”

3. SPEC’ING INADEQUATE PLATFORM DEPTH

If spec’ing liftgates is unfamiliar ter-

m

p

p

t

f

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

WT0111liftgate.indd 23WT0111liftgate.indd 23 12/17/10 3:20:06 PM12/17/10 3:20:06 PM

WT1110ntea.indd 1 9/23/10 10:41:18 AM

ritory, you may be concentrating on

having suffi cient weight capacity, but

overlooking the total platform dimen-

sions needed to lift that load.

For instance, the lower cost or conve-

nience of a tuckaway gate may be pref-

erable, but if a platform depth greater

than, for example, 40 inches is need-

ed, this liftgate won’t provide enough

space, even though it can safely han-

dle the weight requirements.

“With a tuckaway, you’re limited by

the platform depth,” said Greve. “Ev-

erybody wants a very deep platform,

but there simply isn’t enough room un-

der the chassis.”

For larger platform applications,

Greve recommends a rail-style gate,

which offers a folding platform that ac-

comodates up to 84 inches in depth.

How do you determine platform re-

quirements to ensure the right size has

been spec’d? Use this checklist:

■ What are the precise dimensions of

the cargo, including packaging?

■ How will the cargo be loaded on?

■ Have a handcart or pallet jack

been accounted for?

■ Is suffi cient space available for a

driver to stand on the platform with

the load?

4. MISMATCHING LIFTGATE TYPE WITH REAR DOOR SPEC

You’ve decided to go with the rail-style

gate for the large platform depth. The

problem, however, is the swing-open rear

door has been spec’d for the body.

Usually the least expensive rear-

door option is a swing-open door,

which offers 6-8 inches more height

clearance inside the body than a roll-

up rear door and is a common spec in

refrigerated bodies.

However, it’s incompatible with a

rail-style gate, which mounts on the

outside corner posts of the body, the

same place where the hinges on a swing-

open door are attached.

“There’s virtually no place to attach

the rails to the rail-style gate because of

the hinges, and the door swings through

that area and latches onto the side of

the body,” said Griessner.

What large platform gates are com-

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

Liftgates

patible with swing-open doors? Greve

recommends looking into cantilever

or slider gates. (See sidebar above,

“Choosing the Right Liftgate.”)

5. UNDER-SPECIFYING POWER REQUIREMENTS

“In this case, the issue is less about the

gate itself and more about the energy

supply,” Griessner posed. “With the an-

ti-idling laws, the time spent recharg-

ing batteries gets shorter and shorter.

If only two stops per day are made and

the liftgate is operated for fi ve cycles or

so, nobody cares. Just use your truck

batteries. However, if the customer tells

me, ‘We do at least 10-15 stops per day,

and we go from one 7-Eleven to the next

one, and we have maybe 5 minutes in

between stops,’ then the truck batteries

won’t be able to recharge and run the 15

times with so many loads with so little

charging time in between.”

Greve agrees. “Depending on the

CHOOSING THE RIGHT LIFTGATE

Here are four main types of lift-

gates to consider for most medium-

duty truck applications.

■ Tuckaway. As the name suggests,

this liftgate tucks out of the way, un-

der the rear of the body, offering

easy access to cargo when the gate

is not in use. However, if items that

require more than 3-feet in depth

must be lifted, the tuckaway gate

may not offer a large enough plat-

form to safely lift the cargo.

■ Rail-style gate. Attached to the

rear pillars of the body, it offers ex-

tra platform size for larger cargo and

heavier weight capacities. The down-

side is the gate must be lowered to

gain rear access to the body, which

can be time-consuming.

■ Cantilever. Welded to the frame

of the chassis (in contrast to rail-style

gate — allows for large platform with-

out taking up hinge space), the can-

tilever closes in an upright position

against the rear door of the truck. It

allows for large platform and varies

grades to put cargo on level ground

while loading and unloading.

■ Slider. This gate is bolted to

mounting brackets welded to the

body cross member and is compati-

ble with either roll-up or swing-open

rear doors. The platform slides in

and out from underneath the body

on stationary tracks. It stores com-

pletely under the vehicle, does not

add to overall length of the vehicle,

and is not susceptible to impact dam-

age at loading docks.

➧➧

➧➧

➧➧

➧➧

WT0111liftgate.indd 24WT0111liftgate.indd 24 12/17/10 3:20:07 PM12/17/10 3:20:07 PM

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

Liftgates

number of [liftgate] cycles a custom-

er tends to do per stop and the amount

of driving they do in between stops —

that can become a real big issue. If the

gate runs out of power, it will stop, forc-

ing the driver to turn on the engine and

recharge the system before they can

continue on.”

The solution: “The fi rst thing we

would specify is an auxiliary truck

packet — a separate box underneath

the truck with a dedicated battery box

which only supplies energy to the lift-

gate,” Griessner advised.

Another issue with power supply,

according to Griessner, is whether the

truck is operated in extreme cold cli-

mates. “If you’re based in the Northeast

with four months of severe weather cli-

mate and you have several stops with

heavy liftgate usage, spec a third-party

charging mechanism that returns pow-

er to the liftgate system.”

6. FORGETTING TO ACCOUNT FOR GROUND SURFACE

“The upside of a level-ride liftgate is the

platform never tilts, which helps ensure

stability for top-heavy loads, like tall

bread carts,” said Griessner. “The down-

Wish fi nding the right employee was always this obvious?

It can be

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Work closely with the liftgate upfi tter to determine all

the information needed to spec a liftgate that works best

for your application.

What are the precise dimensions of the cargo (including 1.

packaging) that you plan to load onto the platform?

What is the weight of the cargo, including the package 2.

(e.g. pallet, box, barrel, etc.)?

How will the cargo be loaded on?3.

Has the weight of a handcart or pallet jack been ac-4.

counted for?

Will space be needed for a driver to stand on the plat-5.

form with the load? If so, has the weight of the driver

been factored in?

Will cart stops or any other reten-6.

tion systems be needed to safely

secure cargo on platform?

What type of ground surface will 7.

you be unloading onto?

What is the chassis’ fuel tank 8.

confi guration? Is it compatible with

the liftgate selection?

Will the truck operate in harsh 9.

winters?

How many delivery stops and lift 10.

cycles are anticipated per day? Is

the power supply suffi cient?

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

10 QUESTIONS TO ANSWER WHEN SPEC’ING LIFTGATES

WT0111liftgate.indd 26WT0111liftgate.indd 26 12/17/10 3:20:13 PM12/17/10 3:20:13 PM

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 27

side is when you have deliveries in, for

instance, San Francisco, with extreme

uphill and downhill surfaces, because

the level-ride does not automatically lev-

el with the ground. You need a gate that

allows you to adjust the level of the plat-

form to accommodate different inclines

and other ground specifi cations.”

Griessner recommended a cantilever

gate for extremely hilly delivery sur-

faces. “[A cantilever] is a gate where

you can adjust it any way you need.

The truck can tilt at 10 degrees, for in-

stance, and the liftgate will still be lev-

el with the ground.”

7. OVERLOOKING TRAILER REQUIREMENTS

“If you specify a slider gate but need a

hitch to pull a trailer,” Griessner said,

“you’re out of luck because the plat-

form is in the way. If you specify the

wrong tuckaway, which does not have

a hitch option (because there are only

dedicated models that can accommo-

date a hitch), you have to be careful

about those things. It’s expensive to

fi x after the fact.”

If you plan to pull a trailer, don’t

make the hitch an afterthought — in-

clude it in the liftgate requirements

from the get-go.

8. NEGLECTING TO CONSIDER RETENTION SYSTEMS UPFRONT

“When you’re settled on a model, then

you need to consider whether you need

a retention ramp or cart stop. Or do you

specifi cally not need them?” Griessner

advised. “Ask yourself: ‘What do we

transport? How do we deliver? Do we

need a single or dual cart stop? If so,

where do we need those cart stops lo-

cated on the platform? Should they be

at the outer edge or inner edge?’ ”

Is it diffi cult to add the cart stop or

other retention systems after the fact?

“Yes, it’s a very costly and painful mis-

take at the point,” said Griessner.

9. SELECTING A LIFTGATE THAT INTERFERES WITH CHASSIS FUEL TANK CONFIGURATION

“Chassis with rear fuel tanks may

cause clearance issues, especial-

ly with tuckaway and cantilever

gates,” Greve warned.

The danger here is the chassis is

ordered, without considering the fuel

tanks, and is delivered to the upfi tter.

Then the upfi tter calls and says the rear

fuel tanks are in the way.

“Installers can often modify the chas-

sis to get the liftgate to fi t, but it’s not

cheap,” Greve said.

Eliminate surprises — and the

added cost — by addressing this is-

sue up-front.

A fl eet manager’s nightmare is to

take delivery of a truck with a liftgate

that’s incompatible with the chassis

or simply fails to do the job. Cover all

bases up-front to avoid these mistakes

by spec’ing a liftgate that performs just

right, improving crew productivity and

providing peace of mind. WT

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WT0111liftgate.indd 27WT0111liftgate.indd 27 12/17/10 3:20:15 PM12/17/10 3:20:15 PM

DRIVES PROPANE FORWARDCreated with fl eet in mind, ROUSH’s CleanTech aims to help fl eet managers

increase the number of “greener” propane autogas-powered vehicles on the road. By Lauren Fletcher

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

Jack Roush, founder, CEO, and co-

owner of ROUSH, took his track

knowledge to the streets with

the announcement of a brand-

new venture bearing his established

brand — ROUSH CleanTech, an envi-

ronmentally sound company that pro-

vides clean, “green” transportation fu-

eled by propane and other alternative

fuel options.

ROUSH CleanTech aims to increase

the intensity of the corporate invest-

ment ROUSH has already made in liq-

uid propane-injection powered vehi-

cles, while expediting new products

to the market and putting more clean-

fueled vehicles on roads worldwide.

Products currently in development in-

clude Ford F-450, F-550, F-650, and

F-53/F-59 strip chassis, all with a 6.8L

V-10 propane engine.

ROUSH spun this CleanTech group

off to focus solely on alternative-

fuel solutions for fl eet custom-

ers. “Prior to this announce-

ment, we shared resources with

our Mustang and performance

parts business. Our powertrain

development/engineering ex-

pertise lends itself perfectly

for understanding what a fl eet

needs and then developing prod-

ucts to meet and exceed those

requirements,” explained Todd

Mouw, vice president of sales &

marketing.

FOCUS ON FLEET

The focus on ROUSH CleanTech is

solely on the fl eet and commercial seg-

ments. This includes private and pub-

lic fl eets. “Our belief is that we can

work with fl eets to deploy these pro-

pane autogas vehicles into their fl eet

and further develop the fueling infra-

structure network. As the fueling in-

frastructure matures, we will also tar-

get consumer-oriented vehicles, but

that is several years down the road,”

Mouw said. “Fleets have a signifi cant

need to reduce operating costs, carbon

footprints, and dependence on foreign

oil, and our propane autogas vehicles

deliver on these needs.”

ROUSH projects that within 24

months it will sell 10,000 units or

more per year. This is a combination

of all of the Ford trucks, vans, and cut-

aways for which it offers propane con-

version systems.

“The growth curve of this business is

signifi cant, and we see fl eets adopting

at a rapid rate. Fleets can save $1 per

gallon or more, reduce dependence on

foreign oil, clean up the environment,

Through ROUSH’s CleanTech ven-ture, fl eets can:

■ Acquire assistance in increasing the number of propane autogas- powered vehicles in a fl eet.

■ Reduce operating expenses, carbon footprints, and dependence on foreign oil.

■ Help lead by example through the use of cleaner, domestically produced energy sources.

AT A GLANCE

group

ve-

-

d

&

ech is

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

WT0111cleantech.indd 28WT0111cleantech.indd 28 12/15/10 10:01:24 AM12/15/10 10:01:24 AM

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 29

market themselves as a green compa-

ny, not compromise vehicle perfor-

mance, and maintain OEM warran-

ties. This is an absolute ‘no brainer,’

which is why we are so bullish on this

technology,” Mouw said.

ROUSH spent the last four years

studying the market and talking to

fl eet managers across the country to

understand their needs and concerns

around moving to an alternative-fu-

el solution.

“We have spent $10 million-plus

developing the current products and

are in the process of spending anoth-

er $20 million to bring more products

to market, improve product quality,

and expand our service network. We

are confi dent that if a fl eet demos one

of our vehicles for several weeks, they

will be convinced and will begin to

plan how to add these vehicles to their

fl eet,” Mouw said.

When asked why fl eet managers

should look to ROUSH CleanTech ve-

hicles in fl eet, Joe Thompson, presi-

dent of ROUSH CleanTech said, “We

need fl eets to help move the needle

and reduce our dependence on foreign

sources of energy. If they lead by ex-

ample, then consumers will follow as

they see such companies as Frito-Lay,

U-Haul, UPS, and Qwest Communi-

cations move to cleaner, domestically

produced energy sources.”

ROUSH spent time and money de-

veloping this liquid propane injec-

tion technology to meet customer ex-

pectations.

“The bottom line is that it works. Pro-

pane delivers signifi cant cost savings,

emissions reductions without compro-

mising warranty, and vehicle perfor-

mance,” Thomspon said.

UTILIZING PROVEN TECHNOLOGY

“For more than 35 years, the ROUSH

brand developed experience in OEM-

level automotive engineering, design,

manufacturing, certifi cation, and as-

sembly,” Mouw said. “ROUSH Clean-

Tech blends our corporate talents into

delivering product into the alternative-

fuels landscape. Our focus is on three

key areas: providing the very best in

quality, performance, and service for

our customers.”

More than 14 million vehicles around

the globe operate on propane, but in the

U.S., that fi gure is fewer than 300,000,

Mouw noted. “ROUSH CleanTech’s ex-

isting lineup of liquid propane injec-

tion-powered vehicles, including sev-

eral models of Ford F-Series pickups

and E-Series vans, and future prod-

uct offerings will revolutionize the

way people view alternatively fueled

modes of transportation.”

According to Thompson, propane

offers a variety of advantages.

“Propane burns cleaner than gas-

oline or diesel, with up to 20-percent

less nitrogen oxide, up to 60-percent

less carbon monoxide, 24-percent few-

er greenhouse gas emissions, and fewer

particulate emissions when compared

to gasoline,” Thompson said. “Already

the third most widely used fuel, it is

available ‘right here, right now,’ with a

national infrastructure already in place.

Propane plays a strong role in lowering

our national dependence on imported

oil as 90 percent of the propane used

today comes from domestic sources of

production, and an additional 7 percent

comes from Canada.” WT

ROUSH spent the past four years studying the market and talking with fl eet managers across the country. The company projects that within 24 months

it will sell 10,000 units or more per year. This is a combination of all of the Ford trucks, vans, and cutaways for which it offers propane conversion systems.

WT0111cleantech.indd 29WT0111cleantech.indd 29 12/15/10 10:01:45 AM12/15/10 10:01:45 AM

WT1110recycle.indd 1 10/19/10 8:14:09 AM

UPSTRA DEMARKBROWN DELIVERY TRUCKS GO GREENWith the purchase of 130 hybrid-electric vehicles, the package delivery company grows its alterna-tive-fuel vehicle fl eet and increases its dedication to a “green” fl eet. By Shelley Mika

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

In an effort to “green” its trademark

brown delivery trucks, UPS recent-

ly added 130 hybrid-electric deliv-

ery trucks to its fl eet. The new units

join the UPS fl eet of 1,949 alternative-

fuel vehicles (AFVs), one of the larg-

est private green fl eets in the transpor-

tation industry. UPS plans to put the

new hybrid-electric vehicles (HEVs)

in service in 2011, with 30 slated for

service in New York and New Jersey,

and 100 in California.

THE RIGHT

VEHICLE FOR THE RIGHT MARKET

Mike Britt, UPS

director of vehicle

engineering, said

acquiring HEVs for the

New York, New Jersey,

and California markets

was a strategic choice that

makes the most of hybrid-electric

technology.

“Certain technologies fare better in

certain types of locations. We place

these vehicles on delivery routes where

they will be the most effective,” he said.

“HEVs are best suited for urban areas

with heavy stop-and-go traffi c and low

interstate miles. Frequent stops and

stop-and-go traffi c allow for electric

energy to be recaptured through regen-

erative braking. High interstate miles

would utilize the fuel engine over the

electric component, diminishing fuel

economy.”

Although the new units make up only

a small percentage of the 100,000-ve-

hicle fl eet, the company anticipates sig-

nifi cant results. It estimates the new

HEVs will improve fuel economy by

35 percent, saving 66,085 gallons of

fuel and 671 metric tons of CO2 annu-

ally — the equivalent of removing 128

passenger cars from the road.

UPS is committed to “greening” its fl eet through:■ Implementing hybrid-electric vehicles in high-frequency, stop- and-go traffi c areas, such as urban centers. ■ Investing more than $25 million in its alternative-fuel fl eet. ■ Researching which alternative-fuel technologies work best in various areas and work environments.

AT A GLANCE

WT0111ups.indd 30WT0111ups.indd 30 12/17/10 3:21:07 PM12/17/10 3:21:07 PM

AF0

5-39

.10

AT BOBIT BUSINESS MEDIA, WE’RE KEEPING THINGS

You can feel confi dent that within our magazines, websites and trade shows, Bobit Business Media is doing our share to maintain a “green” working environment.

As individuals and as a company, we are dedicated to maintaining green initiatives and strive to be good

citizens of this planet. Finding new and innovative ways to reduce our carbon footprint is always a priority for Bobit Business Media.

AT BOBIT BUSINESS MEDIA, WE RE KEEPIN

Here are a few of the ways we’re keeping GREEN:

RECYCLED PAPER PROGRAM: • 5,000 lbs

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RETROFITTING OLD T-12 FLUORESCENTS TO • NEW T-8S: 3400 kWh saved per month

EFFICIENT BOILER/HEATER: • 3000 thermssaved per month

PARTNERING WITH OUR PRINTER: developed • a “green” game plan, saving paper,

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VARIABLE SPEED CONTROLL ONN HVAC•UNITS: 7500 kWh savedd per month

RETROFITTING OLD T-12 FFLUOORESCENTTS TO •NEW T-8S: 3400 kWh ssavedd per monnth

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PARTNERING WITH OUOUR PRINNTER: develloped•a “green” gameme plan,, saving papper,

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RECYCLRECYCL ONER CARTRIDCLED TO IDGES AND • BATTE GRAMERIES PROGRAM

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Digitital Editions

We care about the environment and are setting a positive example.

WT1110recycle.indd 1 10/19/10 8:14:09 AMWT0111ups.indd 31WT0111ups.indd 31 12/17/10 3:21:19 PM12/17/10 3:21:19 PM

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

A HISTORY OF EFFICIENCY

UPS is not new to HEVs. In fact, in

1998 it was the fi rst package delivery

company to employ such technology

in daily operations. Currently, UPS al-

ready has 250 HEVs making deliver-

ies in the U.S. and features two differ-

ent size vehicles. Both are built with

a Freightliner Custom Chassis com-

bined with a hybrid drive system from

Eaton Corp.

Over the years, the company has

invested more than $25 million in its

AFV fl eet, which includes not only

hybrid-electric units, but also com-

pressed natural gas (CNG), liquefi ed

natural gas (LNG), propane autogas,

and all-electric vehicles. Since 2000,

this alternative-fuel fl eet has traveled

more than 185 million miles.

“We take a ‘rolling laboratory’ ap-

proach to our AFVs, meaning we view

them as a way to study how the tech-

nologies would work on a larger scale,”

said Britt. “We haven’t committed to

any one technology, but remain fo-

cused on making sure it works with-

in our fl eet, that it meets and exceeds

our expectations, and is viable for im-

plementation on a larger scale. Certain

alternative-fuel vehicles perform bet-

ter under certain conditions, which is

why our ‘rolling laboratory’ approach

is so critical to ensure we achieve max-

imum benefi t.”

Britt said UPS plans to continue its

commitment to fi nding the right ve-

hicles to increase fuel effi ciency and

decrease emissions, particularly since

making changes in a fl eet of its size can

yield equally sizable results.

“Traditional energy sources, such

as gasoline, are becoming more ex-

pensive and difficult to acquire as

sites for mining are harder to reach

and global demand increases,” he

said. “UPS has been looking for

the most efficient ways to operate

since our founding in 1907. With a

fleet of more than 90,000 vehicles,

we are very conscious of fuel con-

sumption and are constantly looking

for new ways to minimize that over-

head, both for our own bottom line

and the customers. UPS will contin-

ue to look for ways to expand the al-

ternative-fuel vehicle delivery fleet

and will continue to place the right

technologies in the most advanta-

geous locations.” WT

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According to Britt, in addition to

fewer emissions and improved fuel

effi ciency, contributing to a healthier

environment and cleaner air for the

community is an advantage as well.

“Fostering goodwill between a com-

pany and the communities it serves is

a great benefi t,” he said.

He added that overall, HEV units

were met with great acceptance, with

both drivers and customers responding

well to them. In fact, other than label-

ing on the side of the trucks identify-

ing them as hybrids, they appear to be

identical to traditional delivery trucks,

making the transition seamless.

“Our drivers are the best in the busi-

ness, and they have adapted quickly to

the new technologies we have intro-

duced over the years. With HEVs, ef-

fi ciency is dependent in part on how

the driver operates the vehicle, so UPS

has trained drivers assigned to HEVs

to modify their driving habits to max-

imize the vehicle’s effi ciency,” said

Britt. “They look very similar to non-

alternative-fuel vehicles, so customers

don’t often notice the fact their pack-

ages are being shipped in a more sus-

tainable manner.”

Since its founding in 1907, UPS has been looking for the most effi cient ways to operate. In 1998, it was the fi rst package delivery company to employ hybrid-electric vehicles. Over the years, the company has invested more than $25 million in its alternative-fuel vehicle fl eet.

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➠ ➠P R O D U C T H I G H L I G H T S :

CRANESStellar Industries, Inc., based in Garner, Iowa, has intro-

duced a new line of telescopic service cranes equipped with

Crane Dynamics Technology (CDT). Stellar CDT is a pro-

prietary collection of features that control, power, and

monitor the new cranes.

Models range from a 6,000-lb. capacity up to a 14,000-

lb. capacity. The Stellar CDT-equipped cranes will engage

and communicate with the crane operator by using multi-

ple sensory indicators when approaching maximum capac-

ity. This will include the use of colored LED lights and pul-

sating vibrations.

The Stellar CDT control system will also allow the opera-

tor to go into a boost mode and operate at nearly 120 percent

of its standard operating capacity

for a short period of time.

The third feature of the new

Stellar cranes is the ability to

function in safety mode when

a safety feature is damaged or

malfunctions.

Other Stellar crane standard

features include all hydraulic extensions up

to 28-feet, hexagonal boom design, a plan-

etary winch with line speeds up to 60-feet

per minute, and a radio remote control.

Website: www.stellarindustries.com

The Titan and Titan Elite service trucks by Auto

Crane are designed to meet the needs of the heavy-

equipment industry. Service body capacities range from

16,000-70,000 ft.-lbs., and crane lifting capacities range

from 2,000-14,000 lbs.

Potential applications include mining, utility fi eld ser-

vice/installation, gas distribution service/installation,

highway/park maintenance, oil and gas pipeline compa-

nies, wastewater treatment, railroad service, and more.

Features include:

■ Patented one-piece wraparound design reduces

rust potential.

■ Available in the following sizes: Titan 16, Titan 38,

Titan 50, and Titan 60.

■ Compatible with all North American-

manufactured chassis.

■ Flush door panels with bulb seal gasket.

■ Compressor plates for mounting.

■ Standard rear lighting system and receiver hitch.

Website: www.autocrane.com

SpitzLift aluminum

cranes are designed

to be lightweight and

payload effi cient.

SpitzLift has worked

with Knapheide to

integrate its mounting

bracket and hardware

support kit to

provide full structural

integrity.

SpitzLift total qual-

ity management load tests every crane

as they come off the assembly line. Pri-

marily designed for pickup trucks, ser-

vice bodies, and vans, SpitzLift is cur-

rently spec-written into national fl eets,

but at the same time is easily installed

on an existing vehicle, according to the manufacturer.

Features include:

■ Rated for up to 900 lbs.

■ Weighs less than 40 lbs.

■ Mounting brackets weigh approximately 40 lbs.

■ Combined weight of 80 lbs. for a minimal

payload impact.

■ Modular design for multiple applications.

■ Comes preassembled and is easy to install.

Website: www.spitzlift.com

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

➠ NEW LINE OF STELLAR CRANES CONTROLLED BY CDT

➠ TITAN CRANE SERVICE BODIES ➠ SPITZLIFT OFFERS DC POWER & MANUAL CRANES

iStellar CDT-equipped cranes help communi-cate with crane control operators.

SpitzLift cranes weigh less than 40 lbs. and can be used with multiple appli-cations.

Titan and Titan Elite service body capaci-

ties range from 16,000-70,000

ft.-lbs. and crane lifting ca-

pacities range from 2,000-

14,000 lbs.

WT0111products.indd 34WT0111products.indd 34 12/15/10 10:04:54 AM12/15/10 10:04:54 AM

www.worktruckonline.com JANUARY/FEBRUARY 2011 WORK TRUCK 35

Maintainer Corp. of Iowa, Inc. offers the EH

Series Cranes. The cranes are designed to perform to

a high standard of durability and reliability, while pro-

viding the maximum duty cycle possible in today’s elec-

tric crane industry, according to the company.

Features and options include:

■ Planetary winch-hoist drum and wire

rope located outside boom for improved

operator visibility.

■ 100-percent solid-state control system

with arch-suppression and a 25-foot cable.

■ Anti-two block is standard on all models.

■ System overrides: Anti-two block, pump, and crane functions.

■ Self-contained hydraulic system with a 12v DC motor that delivers 2.2 gallons per minute.

■ All-steel worm gear drive system provides 360-degree continuous rotation.

■ Standard power boom extension with optional 4-6 feet of manual boom reach.

■ Wireless remote control.

■ 20-inch crane pedestal for fl atbed applications.

■ Battery isolator dedicates crane function draw from the auxiliary battery only,

thus protecting the truck battery.

Website: www.maintainer.com.

With the development of its new High Performance crane se-

ries, Palfi nger has met the demands made on hydraulic loading

cranes head-on and further improved upon its product’s quality.

The high performance models, including the “EH package”

(equipped with the electronic High Power Lifting System, Danfoss

control valve, and remote control with feedback unit), have been

on the market for approximately two years

With the introduction of its new “SH” models, Palfi nger unveils

its new High Performance master class. The new loading cranes

represent a completely new crane concept — offering a synergy of

lightweight construction, power, maneuverability, service friendli-

ness, and controllability.

“SH” stands for Super HPLS (Super High Power Lifting System).

It sets a new standard of controllability and functionality with a

high safety level, according to the manufacturer.

The control concept of the SH series is a comprehensive, turnkey system that guaran-

tees maximum safety, comfort, and functionality with its interplay of electronics and hy-

draulics. The main components of the overall SH package are the new Paltronic 150, the

new Bosch-Rexroth control valve, and the new Scanreco radio remote control.

Website: www.palfi nger.com

➠ MAINTAINER EH SERIES CRANES

➠ PALFINGER INTRODUCES SH SERIES CRANES

The EH Series Cranes from Maintainer Corp. are electric cranes with wireless remote control and a 20-inch crane pedes-tal for fl atbed appli-cations.

Main components of the SH crane package include the Paltronic 150, new Bosch-Rexroth control valve, and Scanreco radio remote control.

WT0111products.indd 35WT0111products.indd 35 12/15/10 10:04:59 AM12/15/10 10:04:59 AM

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

Concern about vicarious liability

lawsuits resulting from the public

release of Comprehensive Safe-

ty Analysis (CSA) 2010 data prompted

a legal motion to be fi led with the U.S.

Court of Appeals by three trucking as-

sociations, representing 3,000 private-

ly owned fl eets. The motion, fi led Nov.

29, 2010, seeks a permanent injunction

to the public release of CSA 2010 data

with percentile ranking by the Feder-

al Motor Carrier Safety Administra-

tion (FMCSA).

On Dec. 10, the U.S. Court of Appeals

denied the request by the three trucking

associations for a temporary restraining

order to prevent the initial public release

of CSA 2010 data. Although the petition-

ers lost a preliminary motion, the Court

of Appeals set an expedited briefi ng

schedule to deliberate whether to enact

a permanent injunction on the release of

CSA data to the public.

The motion was fi led by the National

Association of Small Trucking Companies

(NASTC), The Expedite Alliance of North

America (TEANA), and the Air & Expedit-

ed Motor Carrier Association (AEMCA),

which “unequivocally oppose release of

unscrubbed CSA 2010 data.” According

to the motion, the FMCSA does “not fully

comprehend the effect the release of CSA

2010, in its current format, to the public

will have on small carriers.”

In its present form, the FMCSA will

release raw CSA 2010 data concerning

every local, state, and federal recordable

safety incident, including warnings, ci-

tations, and out-of-service orders to the

public. Unscrubbed data will be statisti-

cally accumulated by carriers, sorted into

six BASICs (Behavioral Analysis and

Safety Improvement Categories), and

then scores will be assessed by percen-

tile ranking in peer groups consisting of

tens of thousands of operationally dissim-

ilar carriers. Based upon these percentile

rankings of carriers, a small fl eet can be

described as under “alert” if defi cient in at

least one of six BASIC areas. As defi ned

in CSA 2010, the six BASIC categories

that are covered are: unsafe driving, driv-

ing when fatigued, drivers unfi t to oper-

ate a commercial vehicle, operation of a

vehicle while impaired due to alcohol or

drugs, improper maintenance, and crash/

incident experience. The legal motion pre-

dicts the public release of CSA data will

be a “train wreck ... exacerbating the vi-

carious liability issue with drastic, unin-

tended economic consequences.”

VICARIOUS LIABILITY THREATVicarious liability has been a major is-

sue in the truck rental industry for years.

Vicarious liability is created by an ac-

tion or non-action by someone working

on your behalf. As it applies to interstate

trucking, a shipper or broker, as the cus-

tomer of a safety regulated motor carri-

er (or vendor), can be vicariously liable

or responsible for negligent selection

when it hires a carrier that FMCSA reg-

ulates. Lawsuits involving vicarious lia-

bility are part of a broad trend in tort cases

where the court seeks awards from sec-

ondary parties.

“Major shippers, brokers, and inter-

modal carriers have already indicated

they feel compelled by the threat of vi-

carious liability to bar use of any carrier

shown to be under “alert” in any of the

six BASIC areas,” wrote Henry Seaton,

the attorney representing NASTC, AE-

MCA, and TEANA.

There is legal precedent for these vicar-

ious liability concerns. Two notable legal

decisions — Schramm v. Foster (2004) and

Jones v. D’Souza (2007) — established

that shippers may be held liable for “neg-

ligent hiring” of truckers. In Schramm v.

Foster, a Maryland court ruling found a

third-party logistics company guilty of hir-

ing a carrier that caused an accident and

did not take into account the company’s

FMCSA rating prior to hiring.

CATASTROPHIC EFFECT

Today, FMCSA can only audit about 2

percent of truck fl eets, which, by default,

means only high-risk fl eets get real attention.

Prior to CSA, the FMCSA instituted its

compliance review and safety ratings —

satisfactory, conditional, and unsatisfactory,

which have been in place for more than

20 years. Known as SafeStat, this process

triggered an audit based on a complaint

or one or more fatal accidents. CSA 2010

replaced SafeStat. CSA 2010 applies

to all truck fl eets that operate interstate

and require a U.S. DOT number, which

includes all vehicles with a 10,001-lb.

combined GVWR or greater.

However, there are concerns about

the data collection method of CSA 2010,

data accuracy, and its relevance to safety.

Opponents argue that CSA 2010 has not

been subject to review or rulemaking and

there have been no analysis of its impact

on small businesses. In addition, there

are unanswered questions as to the pro-

cedures to determine whether an alleged

violation is accurate. The three trucking

associations say they want to work with

the FMCSA to develop a new, less cost-

ly methodology.

“Last year, the FMCSA audited less

than 17,000 motor carriers, choosing only

the statistically worst for audit, and found

less than 6,000 unsatisfactory or condition-

al (62 percent were satisfactory),” wrote

Seaton. “Release of this data, as current-

ly proposed, will have a catastrophic ef-

fect on small carriers and the shippers and

brokers who use them.”

The legal motion predicts there will be

the “unintended consequence of bankrupt-

cies and loss of jobs due to unrebutted vi-

carious liability concerns.” As a result of

this clearly foreseeable consequence, the

legal motion asks the court to provide re-

lief to these small fl eets.

Let me know what you think.

mike.antich@bobit.com

Legal Motion Seeks to Halt Public Release of CSA 2010 Data

END OF FRAME EDITORIAL BY MIKE ANTICH

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S T . C L A I R , M O / H E M E T , C A / T E M P L E , T X / S H R E V E P O R T , L A

c Enclosed Service Bodies

c Van Interiors & CNG Conversions

c Open Service Bodies & Ancillary Equipment

Your Source for Both Standard and Custom Fabrications

• In-house design, fabrication, manufacturing and upfit capabilities

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• Full accessory, ancillary and service components

• Complete vehicle administration – ordering, delivery, vehicle plates and insurance

• Four strategic locations to serve national and regional accounts

W H Y S T E E L W E L D ?

c Commercial Toppers (shown above with MidBox)

For almost 80 years, Steelweld® has provided turnkey

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vans and pickup trucks for a wide variety of fleet requirements.

Solutions include toppers, van interiors and MidBox products

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In addition, Steelweld is an experienced CNG vehicle converter,

making the upfitting of vehicles a simple and convenient

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Check out how Steelweld can help your fleet do more with

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St Clair, MO 63077

877-374-5559 • www.steelweld.net

for Commercial & Fleet Business

c Commercial Toppers (shown above with MidBox)

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Compact housing allows more room for cargo

Heavy-Duty Torsion Spring

Integrated Tailgate Latch

The most advanced cargo containment system made

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Compact housing allows more room for cargo

Heavy-DutyTorsion Spring

Integrated Tailgate Latch

Cover and securely lock the contents of your truck bedROLL•N•LOCK® M-Series™…the most advanced retractable truck bed cover made, has redefi ned the rules for truck bed security. From its retractable function, which permits opening or closing in literally seconds, to its rigid, vinyl-over-aluminum laminated construction, this hybrid cover offers everything other covers do not.

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and Keep Your equipment Organized

Secure your cargo with our optionalmovable bed divider

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See video of Roll-N-Lock®

in action atwww.rollnlock.com

WT0110rollnlock.indd 1 12/23/09 11:14:17 AMWT0111cover.indd 994WT0111cover.indd 994 12/15/10 10:06:56 AM12/15/10 10:06:56 AM