Saha discussed the shifting aftermarket parts and service business in North America for an audience of industry suppliers in Las Vegas last week at the annual Heavy Duty Dialogue .

“Class 4 to 8 truck repair and maintenance channels are finding it increasingly harder to attract skilled technicians because of the complex and dirty nature of the work,” Saha said. “Dealerships are expected to grow their skilled technician numbers in the short and medium term because of their ability to offer higher wages and training.”

This is creating pressure on independent repair facilities to upgrade their knowledge and skills, he noted.

“Despite the slight economic recovery, fewer independent shops are providing the level of training they historically provided. In 2010, 55% of independents offered formal training services versus 87% of dealerships.

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Transport companies nationwide are feeling the pressure to streamline operations. Transporters face diesel fuel prices that have the potential to reach $4 to $5 per gallon in the near future, and are further strained as they navigate the changing landscape of government regulations.

Add to this the steady growth in customer demand for greener transport solutions, and transporters must find ways to extend shelf life, reduce fuel consumption, decrease maintenance costs and differentiate through strategic capital investments in order to remain competitive.

The potential savings of a greener fleet aren’t limited to transporters, however. Businesses everywhere are feeling the economic pinch and are looking for ways to operate more efficiently.

From acquiring raw materials to shipping goods to market, transportation costs can have a significant impact on the bottom line and environmental impact of any business.

Consumer pressure is also a factor. Customers are increasingly aware of the environmental impacts of the products they buy, further driving businesses to invest in sustainable processes, including the supply chain.
Thermo King, a business of Ingersoll Rand, said it develops innovative transport solutions and that it meets this growing demand for efficient transport temperature control systems. With more than 70 years of experience, the company said it has implemented solutions for a wide variety of customers, including Edible Arrangements and C.R. England.

According to Thermo King, a greener fleet includes improvements in the following areas:
• Fuel Usage
• Idling Time
• CARB Compliance
• Emissions
• Noise
• Maintenance

For a complete list of improvements, visit www.thermoking.com.

As demand continues to grow from businesses seeking new ways to achieve improved efficiency, 2012 will see more companies allocating budgets to make improvements like those suggested here to their fleet vehicles and supply chains.

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Myth No. 1 was described as under-engineering a truck can save money on fuel. The translation, observed Wilson, is buying the cheapest possible truck. But that is not at all the way to go, said Mark Stumne, truck engineer for GECFS.

“The idea is not to go for the lowest-powered engine—which won’t save fuel if it is constantly run up against the governor— but to first match your truck specs to the business need that must be met by the vehicle,” he explained. “From there, the fleet can shop those specs around for the best price. The right truck specs will save on fuel, maintenance and downtime; will reduce driver turnover; and yield better remarketing results later.”

Collin Reid, GECFS strategic consultant, added that “under-spec’ing the truck will come out in higher maintenance costs, especially for brakes, and fuel economy will suffer as will driver productivity” from giving them less truck than they need for the job.

Myth No. 2 is that trucks are not impacted by small changes in payload (after they are spec’d, built and delivered). “Payload changes can potentially overload a vehicle or greatly affect the weight distribution of the truck/body package,” stated Tim Craft, president of TiNik Inc., which supplies truck/van-related equipment to both fleets and OEMs. “Changes in payload and equipment added to handle it may also interfere with existing upfits on the body.” He noted a common problem area in the vehicle-ordering process is when a fleet wants to switch from dual to single rear axles, “when that’s done, something has to give on weight.”

According to Stumne, it’s important to bear in mind that the new emissions technology mounted on trucks has severely limited the “real estate” on the frame rails for adding equipment on vocational trucks. “PTO clearances have been limited,” he noted. “And all these things—DEF tanks, etc.—have added weight.” He recommended that once a fleet has modified a spec, that they do a load study of the weight—especially on the front axles—before proceeding.

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The wrong wheel can add unnecessary weight to the entire rig, weight that can cost you in both fuel and lost revenue. Aesthetics is another area of concern: How easy is it to keep a wheel clean and polished? This can add or subtract from the image a carrier displays to its customers.

“Fleets are all looking to lower the lifetime operating costs of their vehicles,” says Brian Thomas, marketing communications specialist for Alcoa Wheel Products. “Lightweight aluminum wheels from Alcoa improve productivity and lower lifetime operating costs. The lighter the truck and trailer, the more cargo it can carry.”

Alcoa offers Dura-Bright wheels, which include a no-polish, easy-maintenance surface, the company says. “Labor savings coupled with reduced need for cleaning supplies really add up,” Thomas says. “Dura-Bright wheels enhance the appearance of the fleet and equipment, further improving driver satisfaction and retention.”

Bob Flynn, director of product management for Accuride Corp., says customers are “… looking for ways to improve their bottom line through reduced weight, reduced complexity, and/or reduced maintenance costs.”

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Kinedyne Corp. said its new line of Pro-Grade tarp ties meets the company’s superior standards for quality and durability.

“Kinedyne is known around the globe for our commitment to not only meeting but exceeding industry standards for load securement products,” said Larry Harrison, vice president of sales and marketing. “We’re launching this new line of tarp ties because we feel that the market demands a product that meets our expectations – as well as our customers – in terms of quality and value.”

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When it comes to detecting wheel-end problems, it pays to take a closer look at the bearings, say the experts at Timken. Careful observation can reveal early signs and symptoms of wheel-end problems before bearings are damaged and need to be replaced. With prompt inspection and maintenance, fleets can reduce bearing damage in conventional wheel ends and save on long-term costs.

Begin with a simple walk-around wheel inspection—bearing damage may have already begun if you notice:

• Hub cap sight glass that is discolored or burnt
• Low lube level in a hub cap sight glass

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ESCO's Heat-Sensitive Decals Easily Alert Potential Problems

ESCO said its new wheel indication label is designed to warn drivers, maintenance personnel and safety inspectors of possible wheel end, bearing and brake failure during walk around inspections.

The decal is attached to the wheel/rim by self-adhesives. When the temperature of the wheel reaches 250 degrees F, the temperature-sensitive white arrow changes and remains bright orange, warning of an overheated wheel condition. After the wheel problem has been corrected, a new decal must be installed.

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Goodyear Releases Wide-Base Tire with DuraSeal Technology

AKRON, Ohio — Goodyear has come out with wide-base single drive and trailer tires that combine the company’s Fuel Max technology with its DuraSeal self-sealing properties.

The G392 SSD drive and G394 SST trailer wide-base singles are aimed at long-haul and regional-haul applications, the company announced.

“We feel our new wide-base tires are game-changers in the wide-base tire segment,” said Donn Kramer, director of marketing for Goodyear Commercial Tire. “If a standard wide-base tire hits a nail or other debris and goes flat, there is no limp-home capability, and in about 30% of the cases, the tire deflates to a level where it ruins a $450 wheel.

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Goodyear’s fleetHQ dealers now offer photos of a tire replaced during a road service call as an added service to its fleetHQ solutions portfolio, the tire maker said. The service, called TirePix, provides truck owners and fleet managers two photos of the tire that was replaced as part of the detailed call report available with fleetHQ. One photo documents the U.S. Department of Transportation information on the tire. The second photo provides a close-up of the damaged area, according to the company.

Goodyear said the photos are taken after the tire has been removed from service and taken to a fleetHQ dealer facility. The photos are then posted online in a password-protected account that the user sets up on fleetHQ.com, where they can be viewed and downloaded. The added service is available only through participating fleetHQ dealers for a nominal fee.

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A new survey by the Federal Motor Carrier Safety Administration (FMCSA) finds that 78% of commercial truck and bus drivers wore safety belts while behind the wheel in 2010, compared to 74% in 2009. Longer term, the number of commercial drivers wearing safety belts has increased 14% since 2007.

FMCSA’s Safety Belt Usage by Commercial Motor Vehicle Drivers Survey observed some 26,830 commercial drivers operating medium- to heavy-duty trucks and buses at 998 roadside sites nationwide.

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