THE RESOURCE FOR MANAGERS OF CLASS 1-7 TRUCK FLEETS WWW.WORKTRUCKONLINE.COM MARCH/APRIL 2011 VOL. 5 NO. 2 EXCLUSIVE INTERVIEW: EXCLUSIVE INTERVIEW: DONDLINGER OF AUTO DONDLINGER OF AUTO TRUCK GROUP TRUCK GROUP HOW TO SPEC A HOW TO SPEC A DUMP BODY DUMP BODY TELEMATICS TELEMATICS IN IN WORK TRUCK FLEETS WORK TRUCK FLEETS CAPSULES VS. CARGO VANS PAGE 14 ISUZU’S NPR ECO-MAX TOUR PAGE 26 STAPLES’ ALL-ELECTRIC TRUCKS PAGE 34 2011 NISSAN NV 2012 2012 NISSAN NV: NISSAN NV: FUNCTIONAL & FLEXIBLE FUNCTIONAL FUNCTIONAL & & FLEXIBLE FLEXIBLE 2012 NISSAN NV 2500HD
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THE RESOURCE FORMANAGERS OF CLASS 1-7TRUCK FLEETS
WWW.WORKTRUCKONLINE.COMMARCH/APRIL 2011
VOL. 5 NO. 2
EXCLUSIVE INTERVIEW: EXCLUSIVE INTERVIEW: DONDLINGER OF AUTO DONDLINGER OF AUTO
WT0311cover.indd 991WT0311cover.indd 991 2/11/11 8:29:16 AM2/11/11 8:29:16 AM
HIGHER QUALITY.At Ford Fleet, we believe higher quality is in the details. When your employees are in our vehicles, you can be confi dent we’ve left no stone unturned to ensure those vehicles are reliable, durable and sustainable. We’re committed to continuous improvement and dedicate ourselves every day to creating cars and trucks that are greener, safer and smarter. When it comes to quality, hard work and higher standards are all we know. Because our fl eet is your fl eet. Ford Fleet. Get More.
12 2012 NISSAN NV RAISES THE ROOF & FUNCTION OF COMMERCIAL VANSNissan has been in the commercial vehicle market for more than seven decades and is introducing its all-new commercial van to the U.S. market.
14 CAN PICKUP BED CAPSULES EFFECTIVELY REPLACE CARGO VANS?Manufacturers that build pickup bed capsules discuss the advantages and limitations of the fi berglass-enclosed bodies and explain when fl eets should consider replacing cargo vans with truck bed capsules.
18 DONDLINGER OF AUTO TRUCK GROUP DISCUSSES HIS POST-ACQUISITION STRATEGYJim Dondlinger, president of the recently acquired Auto Truck Group, discusses the company’s change in ownership, integration of Fleet Body Equipment, the history of ATG, and changes in the industry over the years.
20 TELEMATICS USE IN WORK TRUCK FLEETSTruck fl eets can improve operational effi ciency, boost driver safety, and reduce high-cost vehicle repairs by implementing telematics systems. Highlighted are some of the latest products available.
26 ISUZU NPR ECO-MAX TRUCKS RETURN FROM NATIONWIDE TOURFor more than two months, the Isuzu NPR ECO-MAX toured the coun-try educating dealers and service and parts personnel.
28 HOW TO SPEC DUMP BODIES FOR LIGHT- & MEDIUM-DUTY TRUCKSIf a fl eet doesn’t properly equip a chassis or dump body to handle a load, cost savings will vanish due to premature maintenance issues and greater risks to employee safety.
34 WHAT STAPLES EXPECTS FROM ALL-ELECTRIC MEDIUM-DUTY WORK TRUCKSMike Payette, manager of fl eet equipment for the offi ce supply company, discusses his experience with all-electric trucks and factors fl eet managers should consider when including such vehicles in fl eet.
38 DECALS CONVEY PROFESSIONALISMDecal manufacturers can provide customizable options for updating the look of current fl eet vehicles. One benefi t of decals is the ease in which they can be affi xed.
40 SPRINKLES DELIVERS HIGH-END CUPCAKES WITH MERCEDES SPRINTERThe owners of Sprinkles Cupcakes designed and upfi tted their
eye-catching “Sprinklesmobile” to refl ect the image of the gourmet cupcake chain.
2 WEB TOC
4 LETTERS■ Concerns and Benefi ts of CSA 2010
6 TRUCK NEWS ■ ARI Acquires ATG
■ FMCSA Introduces CSA 2010
10 STATS■ Top 10 Most Fuel-Effi cient Trucks of 2010
42 TRUCK PRODUCTS ■ Truck Caps and Capsules
44 END OF FRAME EDITORIAL■ Speed Limiters on HD Trucks:
Will Medium-Duties be Next?
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.
14
12
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 1
2 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
FRITO-LAY LOOKING AT PROPANE AUTOGAS FOR UP TO 2,000 VEHICLESWorking with ROUSH CleanTech to develop a liquid propane autogas conversion system for Ford E-350 dual rear-wheel cutaway chassis vehicles.
TOMMY GATE BREAKING NEW GROUND IN VAN APPLICATIONSIn the fi nal stages of testing on the fi rst American-made cantilever lift for panel vans.
EPA, DOT, AND CALIFORNIA ALIGN TIMEFRAME FOR PROPOSING FUEL ECONOMY AND GREEN-HOUSE GAS STANDARDSThe single deadline will be Sept. 1, 2011 for proposals for model year 2017-2025 cars and light-duty trucks.
RYDER COMPLETES ACQUISITION OF CARMENITA LEASING IN CALIFORNIAHow many vehicles did Ryder add to its fl eet as part of this acquisition? Go to worktruckonline.com to fi nd out.
ATG’S DONDLINGER MERGES FLEET BODY EQUIPMENT INTO EXISTING OPERATIONSATG now has fi ve upfi tting operations.
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.
March/April’s Web Channel Highlight: GPS & TELEMATICSLease vs Buy is a diffi cult decision in regards to your work truck fl eet. Use the below resources to help you make this decision, guide you through the process and other helpful tips such as negotiating a fl eet lease management agreement.
For our fleets in Big Sky Country and beyond, the sky’s the limit.Vehicle reliability and readiness are always critical. But perhaps never more than when you’re
managing a 1,000-vehicle fleet covering three northwestern states. ARI ensures every
passenger car, pickup, bucket truck and digger derrick is at the ready. Our team also helped
reduce fleet expenses by $1.3 million over three years while the fleet size grew 30%! From
acquisition and maintenance to fuel and compliance services, to consulting and remarketing,
there’s no limit to what ARI can do. Some call it going “above and beyond.”
We call it, “Partners at Work.”
Read the full story and more at:
www.arifleet.com/partnersatwork
ROB HOYSGAARDUtility Fleet Expert
As a power industry specialist, Rob focuses his energy on innovative fleet management solutions that help ARI’s utility partners succeed.
4 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Which DOT Number to Use?I manage a fl eet of vehicles that are mostly are pickups. However, we also
operate eight DOT-stickered trucks to move equipment. These trucks have
a GVW greater than 10,000 lbs. but less than 26,000 lbs. We have a func-
tioning DOT program. When our work exceeds the capacity of our trucks,
we rent Penske Trucks to make up for shortages and will only use a DOT-
trained driver. My question is, do we have to label the Penske truck with our
own DOT number? There is some debate on whether we need to let the Pen-
ske DOT number remain or cover it with our own.
Scott Livengood, Logistics Manager
Winter Environmental, Norcross, Ga.
DOT Number on Rental TruckWe lease Penske trucks to transport our computer equipment for trade shows.
Penske says we do not have to have a DOT number, but one of our drivers
was told at a weigh station by an Illinois Commerce Commission offi cer that
we did need one. Do we or don’t we need a DOT number for a rental truck?
E-mail by Debbie Palmisano
Even trucks that need to display DOT numbers do not have to have them on the door if the company rents the truck for less than 30 days. – Editor
Vicarious Liability ConcernsOne concern cited in the January/
February editorial, “Legal Motion
Seeks to Halt Public Release of CSA
2010 Data,” was that major shippers,
brokers, and intermodal carriers may
feel compelled by the threat of vicar-
ious liability to bar use of any carrier
shown to be under “alert” in any of the
six BASIC areas.
One way around this is by leasing
your vehicles. Vicarious liability will
not apply to the owner if the vehicle is
leased to someone else and a contract
for indemnifi cation is in place.
E-mail by Stroman
You are correct; however, an enterprising attorney may still wish to sue. Lawsuits involving vicarious liability are part of a broad trend in tort cases where the court seeks awards from secondary parties. There is legal precedent for these vicarious liability concerns. Two notable legal decisions — Schramm v. Foster (2004) and Jones v. D’Souza (2007) — established that shippers may be held liable for “negligent hiring” of truckers. In Schramm v. Foster, a Maryland court ruling found a third-party logistics company guilty of hiring
a carrier that caused an accident and did not take into account the company’s FMCSA rating prior to hiring.
– Editor
Getting Your Ducks in a RowAfter reading the September/Octo-
ber 2010 issue editorial, “Most Fleets
Unprepared for CSA 2010,” I want-
ed to reply to say this may be the most
clearly stated explanation I’ve seen on
CSA 2010.
What drivers need to realize is this
will affect them if they are inherent-
ly lazy when it comes to performing
proper inspections of equipment and
maintaining proper logs, because com-
panies will not be able to shoulder the
burden CSA 2010 will put on them fi -
nancially. In my own writings, “How
to Start a Trucking Company,” I strong-
ly urge the use of compliance services,
such as J.J. Keller, to be more produc-
tive by ensuring you have all of your
“ducks in a row.”
E-mail by Benjamin Bellville
CSA Impact on Freight Rates
I read the September/October 2010 is-
sue editorial, “Most Fleets Unprepared
for CSA 2010” and got to wondering
how will it affect freight rates?
E-mail by Denise M. Pagura
Benefi ts of CSA 2010Thanks for writing the editorial,
“Most Fleets Unprepared for CSA
2010.” (See September/October 2010
issue.) It is amazing how many regu-
lated fl eets are still not aware of this
program and have not accessed their
performance measured under the new
system. I believe CSA will make the
highways safer by uncredentializing
the unsafest drivers and fl eets. How-
ever, the program is the most effective
when drivers and fl eets use the experi-
ence to become better, safer, and more
effi cient in their operations.
E-mail by Nick Goodell
Better than NothingIn reply to the discussion on whether
to mandate tire pressure monitoring
systems (TPMS) for medium- and
heavy-duty trucks, I believe the key
issue will be the design parameters
to trigger the alert. If the system is set
up for too great a variation in pressure
before it alerts the driver (say a 20-lb.
variation, over or under), then the system
is fl awed from the start. The reality, as
you know, is the driver will only react
when it is convenient to infl ate the tires.
If the tires are under- or over-infl ated
before the system alerts, damage is
already being done to the tire. I don’t
think a system with an “idiot” light,
while better than nothing, is adequate.
Just my thoughts.
E-mail by M. Berra Jr.
Predicting At-Risk DriversThe article “How to Predict and Ad-
dress At-Risk Driver Behaviors,” writ-
ten by Thomas Bray of J.J. Keller was a
very good article. (See July/August 2010
issue.) None of us want unsafe drivers
in our industry, and the best way to ac-
complish this is during the job interview.
This may translate into fewer hires, but
by hiring the best, it will foster reten-
tion and enhance the safe driving be-
haviors of your fl eet, as a whole.
Author wished to be anonymous
WT0311letters.indd 4WT0311letters.indd 4 2/9/11 6:23:02 AM2/9/11 6:23:02 AM
2011 Ford Explorer Named NAIAS North American Truck of the Year DETROIT – Ford announced the 2011 Ford Explorer was named the North
American Truck of the Year by a panel of 49 journalists from the U.S. and Can-
ada. The award was presented to the automaker at the start of the 2011 North
American International Auto Show (NAIAS).
Ford said the award, in its 18th year, recognizes vehicles based on a number of
factors, including innovation, design, safety, handling, driver satisfaction and val-
ue for the dollar, among others. Ford stated that the Explorer’s win represents the
seventh time a Ford vehicle has received this award, with the Ford Transit Con-
nect winning in 2010. The Ford F-150 received this recognition in 2004 and 2009,
and the Escape Hybrid
won in 2005.
Boulder Electric Vehicle Trucks Now CARB Zero-Emissions Certifi edLAFAYETTE, CO – Boulder
Electric Vehicle announced that
CARB certifi ed its 11,500-lb.
GVWR trucks as zero-emissions
vehicles (ZEV). The company
said these models include a
medium-duty delivery van,
passenger shuttle van, fl at-bed
work truck, parks-and-recreation
service truck, and a service body
build-out.
More information about the compa-
ny’s CARB certifi cation notice can be
found at www.automotive-fl eet.com.
Search keywords: Boulder Electric Ve-hicle. For more information about the
company, visit www.boulderev.com.
8 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
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.
HINO TRUCKS RANKS “HIGHEST IN CUSTOMER SATISFACTION WITH CONVENTIONAL MEDIUM DUTY ENGINES, THREE YEARS IN A ROW1.” AND “HIGHEST IN CUSTOMER SATISFACTION WITH CONVENTIONAL MEDIUM DUTY TRUCKS2.”
1. Hino received the highest numerical score among conventional medium duty engines and transmissions in the proprietary J.D. Power and Associates 2008- 2010 Medium Duty Truck Engine and Transmission Customer Satisfaction Study SM. Study based on responses from 1,255
responses measuring 5 manufacturers. Survey was of primary maintainers and owner operators and measures opinions of primary maintainers of two-year-old (by model year) Medium Duty (Class 5, 6, and 7) trucks. Proprietary study results are based on experiences and perceptions of
consumer surveyed in June-August 2010. Your experiences may vary. Visit jdpower.com. 2. Hino received the highest numerical score among conventional medium duty trucks in the proprietary J.D. Power and Associates 2010 Medium Duty Truck Engine and Transmission Customer
Satisfaction Study SM. Study based on responses from 1,258 responses measuring 8 manufacturers. Survey was of primary maintainers and owner operators and measures opinions of primary maintainers of their new Medium Duty (Class 5, 6, and 7) trucks (2009 model year). Proprietary
study results are based on experiences and perceptions of consumer surveyed in June-August 2010. Your experiences may vary. Visit jdpower.com.
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 13
usable work surface.
The van’s rear doors open extra wide
(280 degrees) with a simple click of the
rear-door hinges. In addition to the wide
door openings, the NV offers room
between the wheelhouses to accom-
modate standard plywood or drywall
sheets or pallets. There is also a range
of cargo area tie-down rings.
The NV’s nearly vertical sidewalls
maximize the usable cargo space, ac-
commodating common aftermarket
storage systems, as well as a bulk-
head behind the driver. Also, dedicat-
ed mounting points were pre-installed,
negating the need to drill through the
panels to install upfi ts, cabinetry, or
storage solutions.
The Nissan NV was also designed to
accommodate aftermarket customiza-
tion and modifi cations. The dedicated
roof mounting points are designed for
installation of various ladder or utility
rack systems without piercing holes in
the roof, which can lead to corrosion
and water leaks. The available “upfi t-
ter pre-wiring” allows easy access into
the electrical system.
The NV also offers multiple rein-
forced integrated attachment points
for installation of cargo customiza-
tion equipment — again requiring no
sheet metal drilling.
Package options include tow (V-8
only), rear-door glass, all-around win-
dow, sliding door window, technology
package with rear camera, and a side
and curtain air bag package.
Additionally, customers have the
choice of an industry-exclusive no-
charge graphics package through Orig-
inal Wraps, which includes 70 square
feet of free graphics or a no-charge up-
fi t package from Adrian Steel.
PICKUP TRUCK-LIKE FUNCTIONALITY
In developing the new Nissan NV,
one of the goals was to combine pick-
up truck-like comfort, interior ameni-
ties, and drivability with a cargo van’s
capacity and security.
One major contributor to the pick-
up-like cab is the absence of the tradi-
tional van engine “doghouse” that in-
trudes into the cab due to the setback
engine placement. The Nissan NV uti-
lizes a conventional truck engine layout
with out-front engine design. This not
only frees up space under the instru-
ment panel and between the seats, it
also provides easy under-hood access
to the entire engine for routine service
and maintenance.
The NV’s cargo area provides a 120-
inch cargo fl oor length and 70.2-inch
maximum cargo fl oor width. NV Stan-
dard Roof models offer a maximum
55.8-inch cargo area height. The NV
High Roof provides a maximum of
76.9 inches of cargo room height, or
enough room for a 6-foot 3-inch driv-
er to move around the cargo area while
standing upright.
For more information and vid-
eos, visit Nissan’s all-new CV web-
site: www.nissancommercialvehi
cles.com. WT
NISSAN DONATES TO HABITAT FOR HUMANITY
P art of a recent event introducing the new 2012 Nissan NV (Nissan Van)
included a donation of $35,000 worth of building supplies to Habitat for
Humanity of Greater Miami. The materials, which will be used to build af-
fordable homes for low-income families, were delivered to the Habitat ware-
house in the new 2012 Nissan NV commercial van as part of the vehicle’s na-
tional media preview.
Lowe’s em-ployees load building ma-terials into new 2012 Nis-san NVs for transport to the Habitat for Humani-ty of Greater Miami’s dona-tion center.
The 2012 Nissan NV is available in two models: Standard and High Roof. The cargo area of the High Roof version enables a 6-foot 3-inch driver to stand upright.
WT0311nissan.indd 13WT0311nissan.indd 13 2/9/11 6:24:08 AM2/9/11 6:24:08 AM
Manufacturers that build pickup bed capsules discuss the advantages and limitations of the fi berglass-enclosed bodies and explain when fl eets should consider replacing cargo vans with
truck bed capsules. By Sean Lyden
14 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Body manufacturers that build
fi berglass-enclosed bodies that
slide into and attach to pickup
truck beds claim their “inserts”
or “capsules” are a more cost-effective
alternative to standard cargo vans.
Several large commercial fl eets
seem to agree, including Verizon
Wireless, Cable One, CenturyLink,
Qwest Communications, and other in-
dependent telecom companies across
the country. According to Eric Paul,
VP of sales and marketing at Fort
Worth, Texas-based BrandFX Body
Company, Verizon recently took de-
livery of 715 Chevrolet Silverado
1500 Hybrids, with BrandFX’s fi ber-
glass inserts as direct replacements
for cargo vans.
Why shift from vans to pickups
with self-contained inserts, or cap-
sules? The following explains the ad-
vantages and limitations of pickup bed
inserts over cargo vans and how man-
agement can determine which is a bet-
ter fi t for a fl eet’s application.
THE ADVANTAGES OF CAPSULES
Why should fl eets consider shifting
from cargo vans to pickup bed capsules?
Body manufacturers point to these sev-
en advantages:
1IMPROVED FUEL ECONOMY WITH ½ -TON CONFIGURATIONS
“Your van is averaging about 10.2-10.4
mpg when loaded. With a ½ -ton pick-
up, fuel economy can be increased up
to 20 mpg unloaded and 14.5 mpg load-
ed up to 80-percent capacity. That’s a
50-percent increase in fuel economy,”
Paul said.
Dan O’Connell, director of sales and
marketing of Paul Maranda Enterprises, a
fi berglass capsule manufacturer, agreed.
“Without exception, I’m hearing 9.8-10.2
mpg for the van,” O’Connell said. “But
[fl eet managers] tell us they get 14-15
mpg on a pickup. You get a substantial
increase in fuel economy and decrease
carbon footprint dramatically.”
These numbers don’t factor in the
fuel economy ratings from the new
fuel-effi cient engines OEMs are roll-
ing out for ½ -ton pickups, including the
Chevrolet Silverado 1500 Hybrid (20
mpg city/23 mpg highway) and Ford’s
new 3.5L EcoBoost engine, an option
for the 2011 F-150 pickup, expected to
achieve up to mid-20s mpg.
The critical point to keep in mind is
that fuel economy savings is realized
with ½ -ton pickups. When moving up to
the ¾ - or 1-ton class, the pickup truck’s
advantage diminishes, with fuel econo-
my more comparable to the van.
2 OPTIMIZED CARGO MANAGEMENT
If looking strictly at cubic feet or inch-
es when comparing cargo capacity,
the van wins big over the comparable-
size pickup bed capsule.
However, Paul of BrandFX said there’s
a signifi cant difference between cargo
capacity and actual usable space.
“When you measure the useable
cargo inches in the van versus that of
a 5½-foot pickup bed insert, [the dif-
ference between the insert and cargo
van] is actually a wash in cubic inch-
es,” Paul said.
“One of our customers commented,
‘Why buy this van and haul around a
bunch of empty air?’ This is because the
cargo inches calculated [for the van] are
basically air — unusable space,” Paul
According to proponents, advantag-es of capsules over vans include:
■ Improved fuel economy.
■ Optimized fuel management.
■ Enhanced ergonomics.
■ Lower lifecycle and maintenance cost.
■ Minimized downtime.
■ Higher resale value.
AT A GLANCE
The BrandFX WORKPoD (pictured)
comes with fl ooring and sidewalls, which makes it
easy to remove and transfer without unloading. The products fi t all popular Chevrolet, Dodge,
Ford, and GMC pickups and bed lengths,according to the company.
Maranda manufactures a one-piece, fully trans-ferable workshop capsule that, according to the company, features a proprietary body anchor-ing system, unique water management system, and universal fi t. Pictured is the Maranda V-370.
WT0311replace.indd 14WT0311replace.indd 14 2/9/11 6:47:48 AM2/9/11 6:47:48 AM
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 15
explained. “When you’re looking at set-
ting up a truck insert versus a van, re-
member that big sliding door on the van
and the two double doors on the rear of
the van. And you have only one set of
shelves running down the street-side
of that van. Very seldom will you have
anything down the passenger side be-
cause of that door. This all adds up to
wasted space.
“The insert offers you a much more
effi cient and scalable system to manage
cargo,” Paul continued. “When you have
a large inventory of parts — small com-
ponents and connectors — that needs to
be organized in such a way that allows
for easy retrieval from the exterior of
the vehicle, which is about 90 percent
of your utility/telecommunications ap-
plications, then the insert clearly wins
out. It cuts time at the jobsite because
technicians do not have to rummage
through piles of parts to fi nd what they
need for the job.”
3 ENHANCED ERGONOMICS
O’Connell of Maranda said one fl eet
he works with pays $20 million annu-
ally in Workers’ Compensation claims,
with a large percentage of those claims
related to three key elements:
1. Slips and falls out of trucks.
2. Bending and lifting inside confi ned
compartments, such as in a van.
3. Reaching and managing the lad-
der on top of a van roof.
O’Connell suggested that a pickup
bed capsule is designed to reduce these
types of Workers’ Compensation claims.
“With the capsule, you can reach every-
thing from a standing position. No bend-
ing or lifting is required,” he said.
Paul of BrandFX added, “If you’re 5
feet 4 inches, 5 feet 6 six inches, or 5 feet
7 inches, can you imagine trying to reach
up to the top of a van to grab a ladder?
You’re talking about an 80-90-lb., 32-
foot extension ladder. How do you get it?
What if, with an insert, you didn’t have
to reach that high because the height of
that insert from the ground to the high-
est point is less than 7 feet?”
4 LOWER LIFECYCLE COST
Truck inserts provide lower costs than
van upfi ts when transitioned to new ve-
hicles. “When comparing initial acqui-
sition cost between the insert and van,
it’s pretty much a wash. But with the
second and third vehicle cycle, that’s
when you gain the cost advantage with
the insert,” Paul said. “Fleets spend
WHAT’S THE DIFFERENCE BETWEEN CAPSULES AND TRUCK CAPS?
While both types of pickup bed upfi ts offer viable alternatives to standard
cargo vans, there is one distinct difference: The capsule (or insert) is a
self-contained, fully enclosed unit, from fl oor to sides to roof. In contrast, the
truck cap, also known as a “topper,” is not self-contained, but instead mount-
ed on top of the bedrails, leveraging the actual interior of the pickup box as
part of the cargo area. What are the pros and cons of each?
■ Truck Caps
Pro: Gain many of the fuel economy, cargo management, ergonomic, and oth-
er advantages of a capsule (versus the cargo van), at a lower upfi t cost.
Con: Sacrifi ce the transferability of a self-contained capsule, requiring signif-
icant downtime for crew to manually empty a truck, when it needs repairs, to
transfer to a replacement vehicle.
■ Capsules
Pro: Transferability. When a truck breaks down, use a forklift to lift the in-
sert (fully loaded) out of the pickup and transfer it to the rental truck — a pro-
cess that takes about 30 minutes.
Con: Higher up-front cost compared to truck caps.
A capsule is a self-contained, fully enclosed unit, from fl oor to sides to roof. (Shown at left is a Maranda M-120 capsule.) A truck cap, or “topper,” is not self-contained, but mounted on top of the bedrails. (Pictured at right is a SnugTop SnugPro XL Commercial Topper.)
WT0311replace.indd 15WT0311replace.indd 15 2/9/11 6:47:51 AM2/9/11 6:47:51 AM
Jim Dondlinger, president of the recently acquired Auto Truck Group, discusses the company’s change in owner-
ship, integration of Fleet Body Equipment, the history of ATG, and changes in the industry over the years.
18 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Automotive Resources In-ternational (ARI) recent-ly purchased the assets of Auto Truck Inc. ARI is a
Holman Enterprises company, which consists of more than 25 operating companies. Following the acquisition by ARI, Auto Truck Group LLC was formed from the merger of Fleet Body Equipment and Auto Truck’s assets. Auto Truck Group Presi-dent Jim Dondlinger and his man-agement team were given the re-sponsibility to run the new Auto Truck Group operation.
In the following interview, Dondlinger discusses the history of ATG, the increase in capabilities to serve its customers, the broader base of opportunities for his group, and the state of the industry.
WT: WHAT CHANGES DO YOU
ANTICIPATE WILL RESULT FROM
THE NEW OWNERSHIP?
DONDLINGER: The management style
of Holman Enterprises is to empower its
proven management teams to run their
businesses while providing fi nancial con-
trol and necessary resources to grow the
business. The Holman management ap-
proach proved to be very successful in
the case of Fleet Body Equipment
and will now empower the ATG
management team to continue to
operate and grow the combined
operations in the same way.
ATG’s existing management struc-
ture will remain as is and will be in
charge of running the new operation.
The new structure will give us strong
fi nancial stability, systems, and tech-
nical support. The change gives us the
opportunity to leverage our size, com-
bined expertise, and facilities to better
serve our customers. At the same time,
the change gives our people the oppor-
tunity to grow along with us.
WT: HOW WILL THE RECENT
INTEGRATION OF FLEET BODY
EQUIPMENT IMPROVE AUTO
TRUCK GROUP’S OFFERINGS?
DONDLINGER: Fleet Body Equipment
has core competencies, really good peo-
ple, and brings a knowledge base and
new capabilities to our combined or-
ganization. In this situation, one plus
one is going to equal much more than
two. Fleet Body Equipment facilities
in Kansas City, Mo., and Fort Worth,
Texas, will give us the potential to im-
prove relationships with the OEMs that
produce vehicles in those areas. The
locations will also allow us to better
serve our fl eet, niche, and local markets.
WT: BRIEFLY EXPLAIN THE HIS-
TORY OF AUTO TRUCK GROUP,
INCLUDING HOW AND WHEN
THE BUSINESS GREW.
DONDLINGER: The Auto Truck Group
started as the Auto Truck Steel Body
(L-R) Guy Chollet, engineering manager, Jim Dondlinger, president, and Pete Taskovic, process manager, work together to ensure proj-ects go according to plan.
DONDLINGER
WT0311atg.indd 18WT0311atg.indd 18 2/9/11 6:20:46 AM2/9/11 6:20:46 AM
Truck fl eets can improve operational effi ciency, boost driver safety, and reduce high-cost vehicle repairs by implementing telematics systems. Highlighted are some of the latest products available.
By Lauren Fletcher & Grace L. Suizo
20 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Truck fl eets have differing needs and tele-
matics requirements from car-based fl eets.
Various companies discuss with Work Truck their products and programs and how they
are best utilized by work truck fl eets.
Telematics systems offer sev-eral benefi ts to truck fl eets, including:
■ Increased driver safety.
■ Reduced speed and idling.
■ Lower fuel consumption.
■ Maintenance alerts to reduce
high-cost repairs.
■ Information on how vehicle
was damaged, etc.
AT A GLANCE
■ GREENROAD HELPS DRIVERS MAKE SMARTER DECISIONS
GreenRoad 360 is more than telematics — it’s a com-
plete technology and services program for ongoing
driver safety and fuel savings, according to the company.
The result: immediate and ongoing cost savings, including
lower maintenance costs and lower management overhead
requirements. GreenRoad addresses the cause of crashes
by improving driver decision-making on the road. Real-time
feedback enables positive changes in the moment, not days
later after reviewing reports or video with a manager.
At the end of 2010, GreenRoad added an idling perfor-
mance solution to its overall service to help fl eets further re-
duce fuel consumption and vehicle emissions. The new idling
management capability quickly identifi es specifi c drivers, ve-
hicles, or trips that negatively impact
fuel performance. This customizable
solution automatically identifi es idling
activities that are exceptions to com-
pany policy, based on client-defi ned policy thresholds, ap-
plying fi ltering to the unavoidable idling that occurs at traffi c
lights and stop signs.
According to GreenRoad, Engage is a fl eet-proven method-
ology and provides risk assessment, implementation exper-
tise, best practices, communications, and training.
GreenRoad earns the trust and confi dence of drivers by
providing proactive, accurate, and real-time feedback. Its self-
correcting approach is non-invasive and is focused on person-
al responsibility, reinforcing skills, and giving drivers the tools
to align their driving with company goals and guidelines, ac-
cording to the company.
With drivers making smarter driving decisions, Green-
Road reports that fl eets typically reduce
fuel consumption by 10 percent immedi-
ately and reduce crash costs by 50 per-
cent within the fi rst six months.
R
fu
at
c
■ KENWORTH & SPRINT TARGET MOBILE CONNECTIVITY
Kenworth Truck Company and Sprint have partnered to
provide mobile connectivity for the Kenworth NavPlus,
a PACCAR proprietary navigation and business technology
system for Kenworth Class 5-8 trucks.
“As the core development partner, Sprint
will integrate its advanced network con-
nectivity into Kenworth NavPlus, which
will also offer telematics, navigation, di-
agnostics, and business system features,”
said Sprint CEO Dan Hesse. The in-dash
NavPlus technology system utilizes a high-
resolution, 7-inch color screen and 8 gi-
gabytes of memory. Together, navigation
and business systems will be provided with
vehicle connectivity services for drivers to
easily and safely use while traveling. When a truck is not in mo-
tion, the driver will be able to access the Internet and send and
receive e-mails to enhance communications with dispatchers,
logistics providers, and shippers. The Sprint con-
nectivity service is available as an option.
NavPlus also includes hands-free phoning with
Bluetooth, back-up camera options, vehicle data,
and audio controls. When launched in 2011, Ken-
worth NavPlus will become standard on Kenworth
trucks with all premium interior trim offerings and
on diesel-electric hybrid vehicles. The system will
also be available as an upgrade on any Kenworth
standard trim package. NavPlus was developed
on the Microsoft Windows Embedded Automo-
tive 7 software platform.
lo
n
B
a
w
t
o
a
The in-dash NavPlus technolo-gy system utilizes a high-resolu-tion, 7-inch color screen and 8 gigabytes of memory.
WT0311telematics.indd 20WT0311telematics.indd 20 2/11/11 9:21:00 AM2/11/11 9:21:00 AM
24 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Telematics
■ FORD OFFERS CREWCHIEF TELEMATICS SERVICE ■ ZONAR NARROWS DOWN DATA
Ford Motor Company offers the CrewChief telematics/fl eet man-
agement service, a comprehensive solution offering the benefi ts of
access to exclusive Ford vehicle data, factory installation, and protec-
tion of an OEM warranty (three years/36,000 miles for new vehicles).
Driver safety and corporate sustainability are part of every fl eet’s op-
erating objectives. With CrewChief, Ford helps fl eets achieve these ob-
jectives through seat belt status, tire pressure reporting, and accurate fuel
consumption/fuel economy data along with CO2 emissions reporting.
Ford’s 2011 F-150 and F-Series Super Duty trucks feature a more so-
phisticated oil change monitor called the “Oil Life Minder.” The Oil Life
Minder uses complex algorithms and inputs (including soot levels for
diesel vehicles) to assess oil life to provide a more accurate assessment
of oil life than a mileage-based calculation.
CrewChief now reports the values from Oil Life Minder on the Crew-
Chief dashboard so the fl eet manager can better manage the mainte-
nance needs of the fl eet. CrewChief will e-mail a notifi cation when the
oil life falls below a critical threshold established by fl eet maintenance
managers, e.g. below 5 percent.
CrewChief’s analysis page helps make cause-and-effect analysis easier.
Looking back over the past week, month, or quarter, the analysis page
helps identify causal factors of poor fl eet performance.
“In one instance, for example, we reviewed the driving history for
the prior month of a fl eet that had a vehicle incident,” said Bill Fryk-
man, product & business development, Connected Services and Ford
Work Solutions for Ford. “The vehicle involved in the incident had the
highest top speed, greatest amount of time over the speed threshold,
the most panic stops, and was the least likely to have the seatbelt en-
gaged. Aided by CrewChief, a little positive mentoring may have avoid-
ed an on-road incident. Thus, CrewChief’s analysis page can continue
to benefi t fl eets who use its fullest capacity.”
While Ford’s Crew-
Chief was launched on
the F-150, F-Series Super
Duty, and E-series, the
automaker has also ex-
panded the program to
the Transit Connect.
“CrewChief is in pilot
in customer fl eets using
the Ford Escape and the
Ford Fusion sedan. Plans
are to expand CrewChief
based on customer de-
mand. Many fl eets try to
look solely to reduced
fuel expenditures (driv-
en by reduced idle time,
etc.) to justify the investment in a telematics solution,” said Frykman. “In
actuality, the ROI gains are much broader. We see customers achieving
12- to 20-percent reductions in fuel costs. But that’s only touching the
tip of the iceberg in terms of the benefi ts of a managed telematics so-
lution. The benefi ts of a safer and better maintained fl eet will continue
to fl ow to the bottom line in the form of increased operating effi cien-
cy, decreased downtime, lower repair costs, etc.”
Zonar Systems provides electronic inspection,
tracking, diagnostics, and management
solutions for fl eet operations, servicing customers
with an “Inspect Regularly, Track Instantly, Know
Always” approach. The company originally
provided electronic inspection products and
services to the pupil transportation industry.
Today, Zonar serves several industries, providing
telematics solutions to a customer base that
operates more than 100,000 vehicles in several
vertical markets including trucking construction,
utilities, waste and recycling, municipalities, and
transit fl eets.
Designed to ensure inspections are completed
accurately and thoroughly to improve fl eet safety
and performance, Zonar’s Electronic Vehicle
Inspection Report (EVIR) system verifi es pre-
and post-trip inspections. EVIR complies with
all USDOT mandated pre-and post-trip vehicle
inspection regulations, as well as OSHA and
MSHA equipment inspection requirements. The
system helps identify defects faster and more
reliably, speed vehicle repairs, and reduce on-
road breakdowns, according to the company. Data
from the electronic inspections provides instant
reporting and alerting of noted defects.
Zonar’s V2J High-Defi nition GPS & Vehicle
Diagnostics System couples next-generation
GPS tracking and reporting with advanced
remote vehicle diagnostics to communicate
directly with a vehicle’s on-board computer.
The V2J telematics platform captures actual fuel
consumption information by reporting the total
fuel shot through engine injectors on a per trip,
per driver, and/or per vehicle basis. Additionally,
fuel consumption is captured and reported
geospatially. Automatic geospatial tracking of
fuel usage including off-road fuel consumption
is available to simplify fuel tax reporting and
fi ling. The system also differentiates unnecessary
vehicle idling from necessary idle time, such as
PTO hours.
This information is accessed through Ground
Traffi c Control, a Web-based fl eet management
portal available via any Web browser. Fleet
operators are given real-time visibility into their
operations from anywhere, at anytime, so they
always know the location, status, and health of
their equipment.
Zonar Intelligent Navigation and Guidance
(ZING), one of several modules available within
the Ground Traffi c Control fl eet management
portal, provides Web-based dispatch, route
management, navigation, and two-way messaging
C
th
D
a
p
th
in
th
F
aFord Work Solutions is a technology-based product line of optional tools In-Dash Com-puter, Tool Link, Crew Chief and Cable Lock designed with feedback from people who are out on the job earning a living with their trucks.
WT0311telematics.indd 24WT0311telematics.indd 24 2/11/11 9:21:14 AM2/11/11 9:21:14 AM
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!
A Jlaptop
usefro
LIFE AL
WT1110jotto.indd 1 9/23/10 10:47:49 AM
Ground Traffi c Control, Zonar’s fl eet management portal, provides fl eet managers real-time insight into the health and performance of their entire fl eet operation. Engine diagnostics is one of the many reporting features included.
used by drivers and dispatchers. ZING
enables the timely dispatch of equipment
to a specifi c location.
ZAlert, launched in December 2010,
offers customers the ability to select
fl eet data most important to their
operation, set acceptable operating
parameters around that data, and
be notifi ed automatically when an
asset is operating outside established
parameters. “Simply stated, ZAlert
automatically sends the right information
to the right people at the right time
— allowing customers to spend more
time managing their operation and less
time reading reports and looking for
exceptions,” said Chris Oliver, VP of
marketing, Zonar.
Initial training and continued education,
training, and support are provided for
all products. Many are customer-driven
solutions. “We frequently receive
requests and ideas for new solutions.
Many telematics technologies today have
the capability to capture a very large set
of data around fl eet vehicle operations
— the challenge is transforming this
tsunami of data into a palatable set of
information that improves the fl eet
operation,” said Oliver.
Oliver said the most frequent request
from fl eet managers is to provide only
the information they need and want “in a
way that’s easiest for them to receive and
digest. Subsequently, we have released
ZAlert, which enables customers to
establish the parameters within which
they want their fl eet to operate and
the channel through which they wish
to be notifi ed if these parameters are
breached.” WT
WT0311telematics.indd 25WT0311telematics.indd 25 2/11/11 9:21:18 AM2/11/11 9:21:18 AM
ISUZU NPR ECO-MAXTRUCKS RETURN FROM NATIONWIDE TOUR
For more than two months, the Isuzu NPR ECO-MAX toured the country educating dealers and service and parts personnel.
26 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
The fi rst low-cab forward
medium-duty trucks in
the U.S. market to meet
stringent new 2010 emissions
regulations returned Nov. 17, 2010 from
their nationwide introductory tour.
Isuzu Commercial Truck of America,
Inc., (ICTA) originally announced the
ECO-Advantage Tour — a coast-to-
coast showcase for the fuel-sipping,
emissions-reducing technology found
on the 2011 Isuzu NPR ECO-MAX —
when the trucks departed Santa Ana,
Calif., Sept. 7, 2010.
POWERED BY PROVEN
TECHNOLOGY
Two upfi tted versions of the Isuzu NPR
ECO-MAX visited more than 200 Isuzu
truck dealers during the tour. The light-
weight ECO-MAX Tool Pro was upfi t-
ted with a recyclable aluminum utili-
ty body engineered by The Reading
Group, LLC. The streamlined ECO-
MAX Aero Body featured an aerody-
namic van body designed by Supreme
Corporation.
Both ECO-MAX trucks are pow-
ered by Isuzu’s clean, effi cient, and
powerful 3.0L dual overhead cam-
shaft (DOHC) turbocharged diesel en-
gine, engineered to achieve 20-percent
better fuel economy than the engine it
replaces. This engine meets the strict
EPA 2010 and CARB HD-OBD emis-
sion standards.
Real-world fuel mileage from the
tour resulted in the Isuzu NPR ECO-
MAX Tool Pro truck achieving 15-
21 mpg. The Isuzu NPR ECO-MAX
Aero Body truck achieved 15-23 mpg.
Each vehicle used less than 10 gallons
of diesel exhaust fl uid (DEF). DEF is
the diesel engine fuel additive used in
all 2010 and later EPA-compliant die-
sel engines.
WORKING WITH CUSTOMERS
At each stop on the ECO-Advantage
Tour, representatives of ICTA deliv-
ered product presentations and con-
ducted training for local dealership
sales, service, and parts personnel.
Representatives of Reading and Su-
preme were also available to answer
questions at select locations. Stat-
ic displays with additional product
information supported the live pre-
sentations.
“Whether you’re a fl eet manager, a
small business owner, or just an inter-
ested member of the public, we want-
ed everyone with an interest in environ-
mentally friendly truck design to see
the state of the art in the industry and
to experience the fuel economy these
vehicles provide,” said Shaun Skin-
ner, executive vice president and gen-
eral manager of ICTA.
Photos and videos from the tour
were uploaded regularly as the tour
progressed. This information, as well
as information about the complete line
of 2011 Isuzu N-Series Trucks, can be
found on ICTA’s website at www.isu
zucv.com. WT
At each stop on the ECO-Advantage Tour, representatives of Isuzu Commercial Truck of America delivered product presenta-tions and conducted training for local deal-ership sales, service, and parts personnel.
“Whether you’re a fl eet manager, a small business owner, or just an interest-ed member of the public, we wanted ev-eryone with an interest in environmental-ly friendly truck design to see the state of the art in the industry and to experience the fuel economy these vehicles provide,” said Shaun Skinner, executive vice presi-dent and general manager of Isuzu Com-mercial Truck of America.
k
“Wsssssssmed
ntage T Two upfi tted versions of the Isuzu NPR ECO-MAX visit-ed more than 200 Isuzu truck dealers between Sept. 7 and Nov. 17.
WT0311isuzu.indd 26WT0311isuzu.indd 26 2/11/11 9:20:19 AM2/11/11 9:20:19 AM
If a fl eet doesn’t properly equip a chassis or dump body to handle a load, cost savings will vanish due to premature maintenance issues and greater risks
to employee safety. By Sean Lyden
28 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Whether hauling loose
granular materi-
als, such as topsoil
or sand, or large
chunks of construction debris, dump
body trucks equip a crew to unload
cargo quickly, with little effort, and
move on to the next job.
The dump functionality eliminates
the need to manually unload the truck,
reducing labor time (and costs), which
preserves more profi t for each job.
With a simple push of a button, the
dump body tilts either toward the rear
or side of the truck, leveraging grav-
ity (instead of manual labor) to pour
the payload directly into a dumpster
or on the ground.
However, despite all the promise
of increased productivity, if either
Factors to consider when spec’ing a dump body for light- and medium-duty trucks include:
■ Purpose.
■ Maximum load weight.
■ Size.
■ Material.
■ Electric or PTO hoist.
■ Single or multi-directional hoist.
AT A GLANCE
A contractor’s dump is similar to a standard fl atbed with short
(12- to 24-inch) solid sides that fold down to create unfettered
30 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Dump Bodies
mesh adding several inches in height.
This “hybrid” solid-mesh side con-
fi guration enables hauling loose ma-
terials (such as topsoil and mulch)
at the bottom of the body and larger
branches and brush above that. Op-
tions for swing-open rear and side
gates are also available.
2 HOW MUCH WEIGHT IS
THE MAXIMUM LOAD?
This answer determines what size truck
chassis is needed for the job. (Refer to
sidebar, “How Much Does the Payload
Weigh?” to help estimate payload re-
quirements.)
For example, to haul fi ve cubic yards
of sand, weighing 2,700 lbs. per cubic
yard, the total payload inside the body is
13,500 lbs. This would require at least
a Class 6-7 truck chassis, depending on
the weight of the body and other equip-
ment installed on the truck.
That’s assuming the sand is dry.
If it is wet, it can weigh as much as
3,300 lbs. per cubic yard. Therefore,
the same amount of sand (fi ve cubic
yards) that’s wet at 3,300 lbs. per cubic
yard would raise the payload require-
ment to 16,500 lbs. That’s a 3,200-lb.
difference from dry sand, which may
require a bigger truck.
Once the maximum payload is esti-
mated, factor a buffer into the calcula-
tions to cover any surprises. Then select
a chassis that will handle the load.
3 WHAT SIZE DUMP
BODY?
When evaluating contractor, landscape,
or fl atbed dumps, think in terms of
length, width, and height of sides (if
applicable). For example, the spec may
be a 12-ft. fl atbed dump, 96 inches wide
with 24-inch stake rack sides.
Since conventional dumps are man-
ufactured with the sides, tailgate, and
fl oor fused together to form a single
unit, their capacities are spec’d, not in
length, height or width, but in terms of
cubic yards. A conventional dump body,
for example, may be referred to as a “2-
yard dump” or “5-yard dump.”
4 STEEL, STAINLESS
STEEL, OR ALUMINUM
DUMP BODY?
Factors that drive this decision are cost,
corrosion resistance, and weight. Steel
is usually the lower cost material and
is well-suited for daily heavy-duty us-
age. For corrosion resistance, the advan-
tage goes to stainless steel and alumi-
num. In terms of weight, aluminum is
This “hybrid” solid-mesh side con-fi guration enables hauling loose ma-terials (such as topsoil and mulch) at the bottom of the body and larger branches and brush above that.
The advantage to the multi-direc-tional hoist is that it enables use of the dump function without having to unhook and re-hook a trailer, which saves signifi cant time and hassle.
Yes That’s the one.FordParts.com includes detailed diagrams that let you view every part in an assembly. Competitive sites might leave you guessing. Make sure you’re getting everything you’ll need to fi nish a job right the fi rst time. Log on to FordParts.com any time for money-saving rebates and better ways to order quality parts.
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STAPLES Mike Payette, manager of fl eet equipment for the offi ce supply company, discusses his
experience with all-electric trucks and factors fl eet managers should consider when including such vehicles in fl eet. By Sean Lyden
34 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Last November, offi ce supply gi-
ant Staples, Inc., of Framing-
ham, Mass., added 41 new all-
electric Class 6 Smith Newton
delivery trucks to its fl eet of 2,000
vehicles in North America.
The purchase is part of Sta-
ples’ ongoing fuel-effi ciency ini-
tiative, started in 2006, to achieve
a 40-percent improvement in
fl eet fuel economy by 2015 and
signifi cantly reduce its carbon
footprint.
Manufactured by Smith Electric Ve-
hicles, based in Kansas City, Mo., the
Newton all-electric medium-duty chas-
sis offers a range up to 100 miles, top
speed of 50 mph, and a payload
capacity up to 16,000 lbs., ideal
for short-range urban delivery
applications that demand heavy
stop-and-go driving.
In what instances do medium-
duty electric trucks make fi nan-
cial sense for fl eets? What are
realistic fuel savings expecta-
tions? How long should it take to recoup
the higher initial cost? What impact do
electric trucks make on day-to-day fl eet
operations, including driver training
and maintenance schedules?
Work Truck magazine spoke with
Mike Payette, manager of fl eet equip-
ment at Staples, who spearheaded the
company’s electric truck initiative, to
get his real-world perspective on these
questions and more.
WT: WHEN DO MEDIUM-DUTY
ELECTRIC TRUCKS MAKE SENSE
FOR A FLEET? WHAT’S THE
IDEAL APPLICATION?
PAYETTE: What’s not a good fi t is if you
have to take the truck out on the freeway
and drive 20 miles at 55 mph. That will
drain your battery too quickly.
The ideal setup is to be able to pull
out of a terminal and make the fi rst de-
livery within a mile of where the vehi-
cle left. We have several of those situ-
ations at Staples.
In Los Angeles, for example, 180
of our routes operate between 35-70
miles per day. That’s why electric ve-
hicles are perfect for the L.A. mar-
ket, as well as many other inner city
metropolitan-type markets.
The shorter routes are actually more
harmful for the diesels. We found that
with some of our diesels in the L.A.
market, we’ll pull a download off the
Differences in managing a fl eet of all-electric medium-duty work trucks include:
■ Decreased operating expenses in shorter driving routes and reduced fueling expenses.
■ Changes in vehicle operations.
■ Adjustments in lease structures versus diesel trucks.
AT A GLANCE
PAYETTE
EXPECTS FROM ALL-ELECTRIC MEDIUM-DUTY WORK TRUCKS
Manufactured by Smith Electric Vehicles, the Newton all-electric medium-duty chassis offers a range up to 100 miles, top speed of 50 mph, and a payload capac-ity up to 16,000 lb., ideal for short-range urban de-livery applications.
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 37
The Railgate Series’ safety trip bar, flow control valves, and dock-compatible folding platform ensure safety,
dependability, and versatility in any job demanded of it.
TOMMY GATE’S RAILGATE SERIES - RF
THE IDEALLIGHT-DUTY
HYDRAULIC LIFT
Visit tommygate.com to find a dealer near you.
2011 NTEA Work Truck Show, Booth #1325
Tommy Lifts are industrial products for material handling only and are not to be used as a personnel or wheelchair lift. For safe operating instructions visit tommygate.com. Lift Gate installers are to treat vehicles as incomplete and are therefore responsible for vehicle compliance with local, state, and federal lighting regulations.
WT0311tommygate.indd 1 2/7/11 2:09:01 PM
to. You’re going to achieve 230,000
miles out of that truck, but you may
hit that 230,000 now in fi ve years in-
stead of seven.
So you have to start reorganizing
your lease structure. If you’re paying
$700 per month on the lease, expect-
ing it to go seven years, you may have
to pay $850 to as much as $900 per
month because the truck is only go-
ing fi ve years. The vehicle should be
worth a little more because it is two
years newer, but it still has high miles
on it, which impacts the residual.
WT: FROM YOUR PERSPECTIVE,
WHAT WILL IT TAKE FOR WID-
ER SPREAD ADOPTION OF ALL-
ELECTRIC TRUCKS?
PAYETTE: Over time, as the cost of
these electric vehicles begins to drop,
the expectation is that at some point,
federal [government] incentives will
go away and these vehicles have to
stand on their own merits. We all un-
derstand that to get there, the busi-
ness case has to be made to increase
production, including reduced vehicle
costs, lower maintenance costs, and
improved range.
It’s all about battery capacity and
weight and how that impacts your pay-
load. And over the last 10 years or so,
we’ve started to get our hands around
those things. WT
“Over time, as the cost of electric vehicles drop, the expectation is that
at some point, federal [government] incentives will go away and these vehicles will have to stand on their
own merits.” Mike Payette, manager of fl eet equipment.
Decal manufacturers can pro-vide customizable options for updating the look of current fl eet vehicles. One benefi t of decals is the ease in which they can be affi xed.
38 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Every company operating a fl eet
wants its vehicles to convey a
professional image to its cus-
tomers. By utilizing a well-
designed decal program, fl eet managers
can save by including decal manufac-
turers as part of their supply chain.
Decal manufacturers, such as Cleveland-
based Sun Art Decals, Inc., can provide
this service.
Quality decal markings can be
used on vehicles for corporate logos,
lettering, numbering, and graphics.
DECAL MANUFACTURER
WORKS WITH FLEET
Exterior decals are easily applied to ve-
hicles using self-adhesive materials that
have the durability to last the service life
of a vehicle. By using a well-equipped
decal manufacturer as a source for vehi-
cle graphics, companies can avoid main-
taining an inventory of fl eet markings.
Most fl eet maintenance departments have
personnel able to provide the installation.
In the past, decal manufacturers
were reluctant to service small fl eet
accounts because of their small pro-
duction needs. New production capa-
bilities enable manufacturers to pro-
duce custom decal products on an
as- needed basis for large and small
fl eet operators. The development of
computer- aided design and manufac-
turing (CAD/CAM) and digital output
systems have made this possible.
The advantage of these computer-
based systems is that once an image
is saved, it can be edited on a comput-
er screen to provide a customized de-
cal in almost any dimension and color.
Providing customers with any size, col-
or, or quantity they need is no longer a
production problem.
“If a fl eet needs one decal six inches in
diameter and another 30 inches in diam-
eter, they can have it,” said Jim Soppelsa,
president of Sun Art. “The new system
is also ideal for situations where only
one panel of a vehicle is damaged. A
customer can call Sun Art and order the
one replacement decal if necessary. As a
result, vehicle downtime is minimized.”
In a 9,000-sq. ft. facility with more
than $200,000 in equipment operated by
skilled employees, Sun Art Decals can
maintain quality control and consistent-
ly fulfi ll tight delivery deadlines.
“Our production capabilities enable
the production of simple, one-color
lettering or complex full-color decals
cut into elaborate shapes,” said Sop-
pelsa. “Through the use of digital sys-
tems, decal markings can be produced
quickly, typically within 24 hours. For
example, a long lead time for Sun Art
is one week.”
DECALS PROVIDE BENEFITS
One advantage to using decals is they
do not require any special skills to af-
fi x to a vehicle’s exterior.
“In fact, factory decaling on new mod-
els has become so prevalent that most
mechanics are already experienced in
decal work,” noted Soppelsa.
Unlike paint, decals do not notice-
ably fade. If there is a fading factor, it
will take place over a long period of
time, but it will be consistent. Another
advantage to using decals, even tem-
porary markings, is that they can be
removed.
“Decals can be removed using heat
and solvents,” explained Soppelsa.
“This eliminates the need to repaint
the entire vehicle prior to selling it from
the fl eet.”
Fleet professionals can mail, fax, or
e-mail an image for a price quote. The
sent image can often be used for pro-
duction purposes. WT
Decals, such as those shown above on the doors of work trucks, provide a professional image. Unlike paint, decals do not noticeably fade.
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WT0710amerifleet.indd 1 6/15/10 9:29:02 AM
SPRINKLESDELIVERS HIGH-END CUPCAKES WITH MERCEDES SPRINTER
The owners of Sprinkles Cupcakes designed and upfi tted their eye-catching “Sprinkles-mobile” to refl ect the image of the gourmet cupcake chain. By Thi Dao
40 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Afew years ago, the
gourmet food truck trend
hit Los Angeles, and res-
taurants, bakeries, and en-
trepreneurs began selling an array of
mobile food options that far surpassed
the offerings of traditional taco trucks.
Among the early adopters, Charles and
Candace Nelson, founders of the high-
end cupcake bakery chain Sprinkles
Cupcakes, purchased and customized
a 2007 Sprinter van that not only had
the feel of their unique bakery, but al-
lowed them to portray an exterior fi t for
their gourmet treats.
According to Charles Nelson, the
bakery was using plain trucks for de-
livery and mobile sales at television and
movie studios in the Los Angeles area.
“We said, wouldn’t it be great if we had
something that both felt like Sprinkles,
but you pulled in, opened it up, and you
were ready to go?” Nelson said.
The Nelsons purchased the Dodge-
branded Sprinter and almost imme-
diately converted to Mercedes badg-
ing. They chose the Sprinter because
the van met their bakery’s needs. Nel-
son cited interior standing room (up to
76.4 inches), large cargo capacity (up
to 547 cu. ft.), high fuel effi ciency (av-
eraging 22 mpg), clean diesel engine
(3.0L BlueTEC V-6 diesel with diesel
exhaust fl uid [DEF] system), and low
maintenance costs in comparison to
the bakery’s other vans.
Working with Sprinkles store archi-
tect and designer Andrea Lenardin, and
the California-based luxury automo-
tive restyling center West Coast Cus-
toms, they transformed the Sprinter
into the “Sprinklesmobile.” The choc-
olate-brown bakery-on-wheels rolled
out in January 2008, with a capacity
of 1,500 cupcakes that can be loaded
in trays in the back and retrieved from
the front. The van features angled trays
that are set up exactly as they are in the
store, wheels designed with the signa-
ture “modern dots” that top their cup-
cakes, and a brown awning that pre-
vents cupcakes from melting on sunny
days, Nelson explained.
According to Nelson, the vehicle in-
vestment was well worth it. “It’s gotten
a lot of notoriety in every market we’ve
been in,” he said. “We’ve realized [the re-
turn on investment] probably in the fi rst
year, just in the marketing value.”
Nelson said the bakery took delivery
of its second Mercedes-Benz Sprint-
er van in November 2010, and he and
his wife are working on converting
the bakery’s four other vans for use in
their nationwide chain this year. The
other vans will have the same design
but will be customized for their specifi c
applications. He estimated the vans run
20,000-25,000 miles annually.
The expanding popularity of food
trucks can be seen with a show on the
Food Network, and more businesses
have started up with services that range
from pet grooming to mobile optical
practices. As for Sprinkles, the Nel-
sons are happy with their choice of the
Mercedes-Benz Sprinter, which allows
them to expand their branding and re-
fl ect the bakery’s high-end image. “We
wanted to be the Louis Vuitton of cup-
cakes,” Nelson said. “The Mercedes
brand was important to us.” WT
The Sprinklesmobile has allowed Sprinkles to become a mobile cupcake bakery. Employees park the Sprinter (loaded with 1,500 cupcakes) at various locations in Southern California and “tweet” its location on Twitter. Candace and Charles Nelson found-
ed Sprinkles Cupcakes in 2005 in Beverly Hills, Calif. The chain now boasts nine locations, with another opening in New York in April.
is available for the 2011 Ford Super Duty and is custom
made to fi t the size and shape of the new Ford’s Regular,
Extended, and Quad Cab designs, as well as both long and
short beds.
Specially built to withstand the rigors of any work sit-
uation, the A.R.E. DCU has a rugged, fully welded alu-
minum frame construction. A.R.E. offers more than 100
options to provide professionals the power to create a
customizable solution for their work trucks, according to
the manufacturer.
Truck fl eet managers can choose from a variety of door
and window confi gurations, toolboxes, ladder racks, inte-
rior fabric liners, side panels, and cap heights from 23-36
inches. In addition, A.R.E. provides organizational solutions,
such as a full selection of plastic storage bins to hold small
parts, tools, and extension cords in the side compartments
of the DCU.
A.R.E. truck caps come with a three-year warranty on
materials and workmanship. All DCUs feature Strattec lock
cylinders in folding T-handles on all doors for added securi-
ty as well as Suspa gas props on all doors.
Website: www.4are.com
Snugtop’s form-fi tting all-fi berglass cap, the SnugPro
XL Topper, provides a well-engineered solution to carry-
ing tools, equipment, and supplies to the workplace with
100-percent security, according to the manufacturer.
The SnugPro XL features 48-inch wide double rear
doors leading to its large interior and eliminates the need
for a tailgate. Two extra-large side doors provide easy ac-
cess to storage and shelving options tailored to the user’s
exact needs. The reinforced roof with optional racks can
support 500 lbs. of gear and materials.
Because it’s about half the weight of comparable steel
toppers and lighter than aluminum models, the SnugPro XL
transforms this advantage into improved fuel economy and
increased carrying capacity, according to SnugTop.
Its aerodynamic design blends with the host vehicle to fur-
ther optimize fuel economy and reduce the vehicle’s carbon
footprint.
Efforts were focused on the ergonomics of the SnugPro
XL, with ease of access to the truck bed and side compart-
ments, eliminating much of the bending, lifting, and crawl-
ing common to most commercial toppers and maximizing
worker effi ciency while reducing on-the-job risks.
When comparing a pickup equipped with a SnugPro XL
topper to a van, the increased fuel economy, extended dura-
bility, higher residual resale value, and safer working environ-
ment make the truck an obvious choice, according to SnugTop.
The SnugPro XL is available for late-model Ford F-150, Chev-
rolet Silverado, GMC Sierra, and Ram long-bed pickups.
Website: www.snugtop.com/XLpromo
42 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
➠ SNUGTOP OFFERS SNUGPRO XL TOPPER
The A.R.E. Deluxe Commercial Unit truck cap is avail-able for the 2011 Ford Super Duty and comes with a three-year warranty on materials and workmanship.
Snugtop’s form-fi tting all-fi berglass cap, the SnugPro XL Topper, provides a solution to carrying tools, equipment, and supplies to the workplace.
Snugtop’s form fitting all fiberglass cap the SnugPro XL
➠ A.R.E. OFFERS DELUXE COMMERCIAL UNIT TRUCK CAP FOR 2011 FORD SUPER DUTY
WT0311products.indd 42WT0311products.indd 42 2/9/11 6:28:42 AM2/9/11 6:28:42 AM
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 43
First unveiled at the 2010 SEMA Show, the new LEER
Encore 1000 sets new standards for size, styling, and ver-
satility, according to the manufacturer. With interior ceil-
ing height of 57 inches and a clear opening of over 54
inches through the twin-hull hatchback-style door, the
Encore can hold nearly half-again as much (47-percent
more) cargo as regular caps, according to LEER. Com-
mercial cap customers who regularly move large loads or
need to provide a secure, weather-protected workspace
for technicians, parts, and tools can utilize the increased
capacity, in many cases reducing the number of trips and
trucks on the road in the process.
Available for full-size long bed pickups, the Encore
commercial cap can be equipped with large side toolbox-
es and solid fi berglass side doors. The reinforced roof
can accommodate true commercial-grade rack systems,
and the interior is spacious enough to be outfi tted with a
wide range of bins, shelves, and storage racks.
The option list includes high-function LED lighting sys-
tems to illuminate the interior, the toolboxes, and the
workspace created by the open hatchback rear door.
Website: www.leerfl eet.com
Maranda, Inc. launched the latest iteration of its M170
Workshop Capsule. Called the “VANKILLER,” the new
M170 offers 50-percent more usable capacity than a com-
parable van and when teamed with the latest fuel-effi cient
pickup from any manufacturer, offers signifi cant fuel sav-
ings, according to the manufacturer.
Maranda’s design allows the capsules to be cycled
through several pickup trucks without modifi cation to
the capsule (or the pickup) while eliminating downtime to
commercial users’ business.
Maranda has added two new features to the current list
of accessories and options.
■ According to the manufacturer, the new “Slam Lock”
allows users to simply slam the left rear door portion of
the double doors without having to twist the door han-
dle, as is typically the case with other dual door suppliers.
■ Maranda now offers remote keyless entry for every door
on its workshop capsules.
Website: www.vankiller.com
➠ LEER ENCORE OFFERS SOLUTION FOR COMMERCIAL CAP CUSTOMERS
➠ MARANDA ANNOUNCES ‘VANKILLER’
The LEER Encore 1000 includes an interior ceiling height of 57 inches and a clear opening of over 54 inches through a twin-hull hatchback style door.
New features added to the Maranda M170 workshop cap-sule include “slam lock,” which allows users to simply slam the left rear door closed, and remote keyless entry.
New features added to the Maranda M170 workshop cap-
WT0311products.indd 43WT0311products.indd 43 2/9/11 6:28:46 AM2/9/11 6:28:46 AM
(1) Based on Automotive News classi⇒ cation. (2)When properly equipped. Ordering starts March 2011, arriving late Spring 2011. Best-in-class rating based on Automotive News classi⇒ cation for one-ton full-size pickups. Ram 3500 regular cab ST equipped with 6.7L Cummins® Turbo Diesel, automatic transmission and 4.10 axle ratio. (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)
Massive brakesAvailable legendary Cummins® Diesel
Class-exclusive, in-⇓ oor storage bins (1)
How do you make the Ram HD even more powerful? Simple. Take a Ram HD
2500 or 3500 and drop in a brand new 6.7L High-Output Cummins Turbo Diesel.(2)
That’s it. In just one step … the competition crumbles and you’re sitting pretty at
the top of the heap.
• Unsurpassed 800 lb-ft of high-output torque
• Best-in-class maximum towing: 22,700-lb capacity(2)