10/19/19

Steer your Fleet into the Future! NACVS Atlanta, Oct 28-31st

Test-Drive

Meet around 15,000 Industry professionals!

Get energized at NACV Show 2019 with actionable steps like implementing the best software, purchasing the right trailer bodies, and finding new contacts who can help you troubleshoot your problems so you can stop working overtime.
Small Fleets

Talk to suppliers in person so you can compare multiple options side-by-side. Adopt proven technologies and make informed decisions to take your company to the next level.
Large Fleets

Get face time with your primary and component suppliers so you can ask questions in person. Talk to new suppliers and discover the next game-changing technologies.

Learn more at: https://nacvshow.com/attend/


10/05/19

GODWIN 184U SERIES DUMP BODY


Small & Versatile

Godwin Mfg 184U Series Body

This body is available in lengths of 8' to 11' in 1' increments. Inside width from side to side is 84". SIDES: One piece sides with no welded seams. 10 gauge A607 grade-50 high tensile steel with boxed top rail and fully welded boxed rear corner post. 6" side board gussets with full length rub rails, and box-type sidebraces. RUB RAILS: Full length 45 degree deflector panels are an integral part of the sides. FLOOR: 10 gauge -two piece high tensile steel floor with 2" floor to side radius. A607 grade-50 steel. FRONT WALL: 10 gauge high tensile A607 grade 50 steel. Full width integral inverted V-type horizontal bracing.TAILGATE: 3 Panel fully boxed 10 gauge high tensile A607 grade 50 steel with boxed horizontal reinforcements and sloping lower deflector. Tailgate is 6" higher than side.TAILGATE HARDWARE: Heavy duty: Standard upper hardware is offset cast steel hinge. Lower hook is cast steel: engages tailgate pin from top. Banjo eye keeps tailgate chain in position you select. LIGHTS &REFLECTORS: FMVSS 108 lights are standard, recessed for protection, rubber mounted and shock proof. UNDERSTRUCTURE: Completely jig built with 3" structural channel crossmembers on 12" centers and 5"structural channel longitudinal. Crossmembers are gusseted and welded to longitudinals. POPULAR OPTIONS: 36" cab shield, 8 gauge sides, 3/16" one piece floor, fold down 13" sides, 18" sides, quick release upper hardware, other options available.
Learn more at: http://www.godwinmfg.com

9/20/19

Compare 2019 Nissan Titan With the 2019 Ford F-150 | Head to Head | Ford


Thinking about buying a 2019 Nissan Titan? Compare it with 2019 Ford F-150 with best-in-class towing, best-in-class payload and Class Exclusive Pro Trailer Backup Assist™.*

*Max towing on F-150 XL SuperCrew®, 6.5' box, 3.5L Ecoboost®, 4X2 and Max Trailer Tow Pkg. Not shown. Max payload on F-150 XL Regular Cab, 8' box, 5.0L, 4X2, Heavy-Duty Payload Pkg. Not shown. Class is Full-Size Pickups under 8,500 lbs. GVWR based on Ford segmentation.

9/08/19

2019 Nissan TITAN Trailer Towing


Towing a camping trailer with your 2019 Nissan TITAN can be easy, as Carl Phillips, Nissan Product Specialist demonstrates in this video featuring Nissan’s Trailer Light Check, Integrated Trailer Brake & Sway Control, and Easy Fill Tire Alert (If Available).

Learn more about the 2019 Nissan TITAN: https://www.nissanusa.com/vehicles/tr...

2019 TITAN XD Diesel Crew Cab 4x2 (Red) and 2016 TITAN XD Diesel Crew Cab 4x2 (White) shown. Towing capacity varies by configuration. See Nissan Towing Guild and Owner’s Manual for additional Information. Availability of features vary by vehicle model year, model, trim level, packaging and options. Easy Fill Tire Alert is not a substitute for regular tire pressure checks.

Category
Autos & Vehicles

9/07/19

FORD Trucks at the 2019 Work Truck Show


NTEA Work Truck Show, all new Ford F600, RV chassis, E-chassis and of course 2021 F650-750. Commercial trucks chassis cabs will all the safety features of a F150.

Source: MrTruckTV

8/26/19

Understanding the Critical Role of the Utility in Fleet Electrification

Proper planning and engagement can aid in the smooth transition to fleet electrification.

Proper planning and engagement can aid in the smooth transition to fleet electrification.
Adding electric vehicles to your fleet is not as simple as selecting the vehicle you want and ordering it. Unlike diesel and gasoline powered vehicles, you can’t just pull into a truck stop and plug in your EV to recharge the battery. At least not yet.

But don’t let this scare you off from considering bringing electric vehicles into your operation. Proper planning will help you have a smooth transition to a hybrid or electrified fleet. Even if you’re not an expert on charging infrastructure or fleet electrification, there are resources at your disposal: a local utility can provide helpful guidance and it’s quite likely they already have experience assisting other fleets with electrification efforts.

Engage Your Utility First
When it comes to electricity, rates can fluctuate up to 200% in a given day depending on when and how quickly it’s used. To put things in perspective: imagine if the price of oil varies based on when and how fast you filled the tank. Think how difficult it would be to plan and budget properly.
The 3,300 electric utilities in the U.S. have varying tariffs structures, peak demand rates, time of use charges, etc.; all of which impact what you will be paying to charge your vehicles. Therefore, it is imperative that you work with your local utility and not rely on general information about needed electric charging infrastructure, rates, etc.

So before you even place an order for an electric vehicle, you first want to speak with your electric utility company. They can not only give you information on your current electrical , but can also tell you about special, local funding opportunities that might be available to defray costs. They can assist with everything from your substation to your transformer through to your meter.

Each case is unique and should be dealt with on an individual basis by working in tandem with partners and utility company staff.

Utility as Consultant
Fleet managers also need to determine exactly what their operational needs are going to be, and how charging will fit into this. How many EVs are you planning to add to the fleet? Will they all need to be fully charged at the end of each day? Will they all be charging at the same time of day or will they be returning to the yard at different times and therefore charging throughout the day?

Here again you can bring in a utility partner or specialist consultant to help you model multiple charging scenarios. They can also help you build out an infrastructure that is capable of handling additional charging stations in the future as you bring more EVs into your fleet. When it comes to retrofitting your facility, your energy provider can advise if electrical upgrades may be necessary to accommodate your specific needs.

Now is when you should start thinking about ongoing energy management. This is an area that is often overlooked, but failure to think through how to manage energy and avoid demand charges could result in costly surprises on your energy bills month after month.
Bring up the discussion on load management and best ways to fuel your electric fleet early. Only at this point should you begin constructing the infrastructure and installing the charging equipment.

Don’t Underestimate Planning
In its Guidance Report, Amping Up: Charging Infrastructure for Electric Trucks, The North American Council for Freight Efficiency found that, “Because of the nature of EV charging infrastructure, utilities will need to be involved in the planning and implementation processes as partners, and because they are subject to much regulation and government bureaucracy, it’s best to engage them early, as planning and permitting can take over a year.”

In addition, the report found, “Planning and permitting for charging infrastructure can be very time-intensive process.” This means you need to begin the process well before you take possession of your first electric vehicle. NACFE advises that “infrastructure planning, negotiating, funding, permitting, installation, and certification can take much longer than procuring the [vehicle] itself.”

While different from diesel and gasoline powered vehicles, there is no need to shy away from electric vehicles. With some careful, early planning you can seamlessly integrate them into your current operation.

Muffi Ghadiali is founder and CEO of Electriphi Inc., a developer of EV fleet and energy management solutions. Electriphi offers a planning tool to help fleets begin to electrify their fleets.

Source:  https://www.greenfleetmagazine.com/338418/understanding-the-critical-role-of-the-utility-in-fleet-electrification

 by Muffi Ghadiali Share with FacebookShare with TwitterShare with LinkedInShare by Email
 -

Originally posted on Fleet Forward

7/22/19

What You May Not Know About Gas Cans and Pickup Bedliners - Read This First and Watch the Video!

Here's a video you should watch. The near-tragedy 
starts at about 1/3 through the video!



By Steve Taylor

I was shocked when I saw this video, I had limited knowledge of the potential for fire when a gas can was allowed to travel in and remain placed on the pick-up bed plastic bed-liner while refueling. Well, its real because here is a notice from the US NIOSH, National Institute for Occupational Safety and Health (US). I wanted to share it with you:


Fire Hazard from Filling Portable Gas Cans in Pickup Trucks and Cars

DHHS (NIOSH) Publication Number 98-111
Description of Hazard

In recent incidents reported to the National Institute for Occupational Safety and Health (NIOSH), fires spontaneously ignited when workers or others attempted to fill portable gasoline containers (gas cans) in the backs of pickup trucks equipped with plastic bed liners or in cars with carpeted surfaces. Serious skin burns and other injuries resulted. Similar incidents in the last few years have resulted in warning bulletins from several private and government organizations.

These fires result from the buildup of static electricity. The insulating effect of the bed liner or carpet prevents the static charge generated by gasoline flowing into the container or other sources from grounding. The discharge of this buildup to the grounded gasoline dispenser nozzle may cause a spark and ignite the gasoline. Both ungrounded metal (most hazardous) and plastic gas containers have been involved in these incidents.

Fire Hazard: Filling gas can in pickup truck with plastic bed liner.
Safe Practice: Always place gas can on ground before refueling. Touch can with gas dispenser nozzle before removing can lid. Keep gas dispenser nozzle in contact with can inlet when filling.

Recommendations For Prevention

Construction workers and others in small businesses who often work with gasoline-powered equipment commonly use portable gasoline containers. Homeowners use gasoline cans for their lawn mowers and other equipment.
  •     Avoid the hazardous practice of leaving the portable gasoline containers in pickup trucks or cars when refueling!
  •     Before filling, always remove the containers from the vehicle and place them on the ground at a safe distance from the vehicle (provides path to dissipate static charge to ground).
  •     Touch the container with the gas dispenser nozzle before removing the container lid (provides another path to dissipate static charge to ground).
  •     Keep the nozzle in contact with the container inlet when filling (to dissipate static charge buildup from flow of gasoline).
Additional measures for prevention include the following:
  •     Manufacturers or retailers: Place a hazard label on all plastic liners being sold warning workers not to fill portable gas containers in the bed liner of the truck but always to place the containers on the ground before filling.
  •     Gas stations: Display a warning notice near gas pumps to place all portable gas containers on the ground before filling.
  •     States: Provide a warning notification to owners and users when new vehicles are licensed or when license plates are renewed.
  •     Manufacturers: Build bed liners that can be grounded to the metal truck bed, thereby dissipating potential electrostatic charge.
Acknowledgments

The principal contributors to this publication are: Jerome P. Flesch, Elaine Mann, G. Kent Hatfield, Heinz Ahlers, Richard Carlson, and Rosmarie T. Hagedorn, NIOSH; Richard Yallits, City of Winnipeg, Canada Fire Department; William Rowe, U.S. Consumer Product Safety Commission.

Fire Hazard from Filling Portable Gas Cans in Pickup Trucks and Cars Adobe PDF file [PDF - 239 KB]

Guest Post by Steve Taylor. Steve is a consultant in lean six sigma process improvement and specializes in fleets and manufacturers in the work truck industry. He may be contacted at steve@truckarchitect.com and his website is http://www.upstreamsource.com/


7/20/19

Material Rack vs Forklift-Loadable Rack. What Are The Differences?


Michael Osborne demonstrates the differences between the standard Material Rack vs the Forklift-Loadable Rack. Generally speaking, the material rack is loaded by hand and the forklift-loadable rack can be loaded with a forklift. It mainly depends on what materials you need to carry and how often. Both racks carry material and how that material needs to get up there is going to determine the best rack for you. At Paradise Fleet, we carry both designs in stock and if you would like to see the differences in person, we are happy to show you for yourself. Call Michael Osborne or one of our knowledgeable fleet pros at 951-252-2980 Check out our huge selection of ready-to-go-to-work-today trucks at https://paradisefleet.com

7/13/19

Kargo King Roll Off Rental Deck With Adjustable Hitch - Enoven Truck Body



Sam with Enoven Truck Body shows off the custom built equipment transportation body from Kargo King. This body will safely load equipment at the ground level eliminating the chance of injury and the hazards of using a traditional roll back. It also has a hydraulic adjustable hitch so you can tow a trailer once your equipment is loaded. See more at http://www.enoven.com.

7/08/19

GM Fort Wayne Paint Lab


The General Motors Fort Wayne facility, also known as Fort Wayne Assembly, is located in Roanoke, Indiana, USA. The factory produces full-size pickup trucks. General Motors is making a new round of upgrades to its Fort Wayne Assembly plant to further increase production of the all-new Chevrolet Silverado 1500 and GMC Sierra 1500 pickups – especially crew cab models. “We are building Chevrolet and GMC crew cab pickups at record volume and mix levels to meet customer demand and the $24 million investment will allow us to build even more,” said Mary Barra, GM chairman and CEO. “The team here at Fort Wayne has done an outstanding job helping us satisfy customers throughout this launch. Our product ramp-up was very smooth and the quality has been exceptional. Crew cab sales have been very strong, and we are expanding customer choice with new models, more cab choices and innovative new powertrains.”

7/07/19

How Work Truck Fleets Could Benefit from Lean Six Sigma practices:


Often fleets assume that work trucks are outfitted with equipment that meet the standards of the Chassis Manufacturer.  In the case of the truck mounted equipment this may not be totally correct. Although there are some federal standards for lights, brakes, crash worthiness, etc. that the vehicle alterer or final body manufacturer must comply with, often there are little or no standards for equipment that is mounted to the chassis at the final manufacturer. Aftermarket manufacturers and installers vary in sophistication and the depth of their attention to the design, the production, and variation control.

Vehicle specifications should reflect the needs of the user department, fitness for use, conformance to laws, and maintainability. Often vehicles develop breakdowns caused by defects or variations in the manufacturing process effecting reliability of the unit over time. 


If fleets are interested in buying products with high reliability, best quality and are as safe as possible to operate, they should review their purchasing process and the specifications for the mounted equipment. 

Here are two suggestions - using Six Sigma Methodology: 

1) Add DFSS and Lean Six Sigma to the bid specifications:

Choose vendors that use DFSS (Design for Six Sigma) in their product development.  Add DFSS into the equipment specs, the vendor will acknowledge that they either have or have not complied with the process in their design stage.

In other words, give preference to vendors that practice DFSS. It shows that the vendor / equipment manufacturer has approached the design of their product using DFSS methodology.


DFSS enables the manufacturer to prevent defects from occurring. The manufacturer can then produce superior products and offer services that are more stable and should not allow occurrences of “special cause” variation. It’s been described as a “vaccination against variation”.


Design for Six Sigma, DFSS, is a business procedure utilizing Six Sigma methodology. There are several tools and methods to utilize within Six Sigma to assure the process will be running in the correct direction. These DFSS techniques include tools and processes to predict, model and simulate the product delivery system (the processes, the personnel and organization, the training, the facilities, and logistics used to produce the product/service). Many of the tools used by DFSS are often used in the classic DMAIC Six Sigma process to analyze new products and processes.

Remember, all business processes present an opportunity for a variation to occur. These deviations are often associated with human controlled process operations. Each deviation can potentially become a defect; some of these defects may not show up immediately and could potentially cause safety related accidents. It is because of this that the Design for Six Sigma, DFSS is important for every manufacturing business.

2) Use of DMAIC for the manufacturing process:

It would follow that the manufacturing process be designed and controlled by Lean Six Sigma methodology. Lean Six Sigma is a methodology that relies on team effort to improve performance by systematically removing waste and reducing defects. The process is a collaborative effort using a team made up of a Champion, process owners and others chosen within and often consultants from outside the  organization as well. The LSS methodology follows steps within DMAIC – Define, Measure, Analyze, Improve and Control and relies heavily on data to assure that a correct path is followed and the goals are met.

If six sigma methodologies are followed, the end result will be a higher quality, more reliable product. Defects will be reduced to 3.4 per one million opportunities or less. Therefore, there should be a maximum of 3.4 defects for each one million products produced or service opportunities. Most manufacturers and service providers do not come close to this. 

But as an example, one industry has a mixed record, one to brag about, and yet another that does not come close to meeting Six Sigma. It’s the airline industry, far fewer than 3.4 passengers per million end up not making their destinations because of crashes. However 6200 pieces of luggage do not make it to their destination for every 1 million pieces carried!

Although the manufacturer is not required to have a Lean Six Sigma Black or Green Belt on staff, they should be able to demonstrate that they routinely practice continuous improvement initiatives. These initiatives may also be facilitated by an outside consultant. Lean Six Sigma consultants should have obtained their certification from a credible organization such as the ASQ or Public or Private Universities.



By Steve Taylor: Steve is a certified lean six sigma consultant specializing in process improvement. He may be reached at steve@truckarchitect.com His LinkedIn profile is https://www.linkedin.com/in/stevectaylor  Steve has vast experience in the work truck manufacturing field and is an expert author specializing in writing and blogging about work trucks.

 You may find interesting posts on work truck news and truck safety, including NHTSA Recall Notices at http://truckarchitect.blogspot.com/



Rightsizing Your Vehicle Fleet to Conserve Fuel

Fleet rightsizing is a management practice that can help vehicle fleet managers build and maintain sustainable, fuel-efficient fleets. Fleet inventories often grow over time to include vehicles that are highly specialized, rarely used, or unsuitable for current applications. By evaluating fleet size and composition, managers can optimize vehicle use, conserve fuel, reduce emissions, and save money on fuel and maintenance.

Evaluate Vehicle Needs and Use
Fleet managers should understand their fleet's daily vehicle use and needs. Most fleet managers already have a handle on their number and type of vehicles, average mileage, payloads, and fuel economy. Fleet rightsizing combines this information with a critical look at fleet operations to identify opportunities to reduce energy use. When rightsizing, fleet managers should evaluate how important each vehicle is to the fleet’s performance by asking themselves:

What tasks are accomplished by each vehicle? Or, what is the drive cycle?

What is the daily, weekly, or monthly mileage of each vehicle? Or, what is the duty cycle?

Are fleet vehicles the optimal vehicle type, class, and size for the job?

Are there any vehicles that are no longer cost effective to operate or are no longer fulfilling their purpose?

Are there any vehicles that are no longer being used or have experienced a lot of downtime?

What is the fuel consumption of each vehicle? Can any vehicles be replaced by lighter, more fuel-efficient vehicles?

What is the age of the vehicles? Can any vehicles be replaced by newer, more efficient and reliable vehicles?

Are there any alternatives to owning or leasing a vehicle, such as shuttle bus services, motor pool vehicles, sharing vehicles with other offices/agencies, vehicle stipends, public transportation, or short-term rentals when needed?

Considering the answers to the previous questions, what is the optimal composition of the fleet required to properly support the fleet’s needs?

In addition to reviewing telematics or fleet analysis data, fleet managers should consider soliciting input from drivers when conducting a rightsizing review, as they can be very knowledgeable about how vehicles are being used to support operations. Gathering this input also gives drivers a stake in the development of rightsizing recommendations. Fleet managers can solicit input through driver surveys or face-to-face meetings to establish consensus.

A fleet rightsizing strategy should evaluate the business case of each vehicle to determine whether reassigning, replacing, or eliminating the vehicle would reduce fuel and maintenance costs without compromising fleet activities. Fleet managers often need to define evaluation criteria and rank vehicles to complete this analysis. A fleet dominated by sport utility vehicles, for example, may find that mid-size sedans can suffice with a significant reduction in fuel costs.

Fleet managers may develop their own analysis or use existing evaluation tools. The Vehicle Allocation Methodology developed by the U.S. General Services Administration is an evaluation framework that federal agency fleets use to ensure fleets are cost-effective and contain the appropriate number and type of vehicles. Learn more about this methodology in the Comprehensive Federal Fleet Management Handbook (PDF).

Make Smart Vehicle Purchases

Fleet managers may decide to replace older vehicles with more fuel-efficient or alternative fuel vehicles. These purchasing strategies may help fleet managers make decisions that meet operational needs and conserve fuel:

Transition to Smaller, More Efficient Engines: Using smaller engines can help fleets meet operational needs without downgrading vehicle class. Some fleets choose to switch from 6-cylinder to 4-cylinder engines to help reduce fuel use and emissions. In many cases, the new, smaller engine can have nearly the same horsepower as a larger engine. Fleet managers can also improve fuel efficiency by selecting smaller engines with optional gearing for their application.

Choose Lighter Vehicles: When purchasing new vehicles, look for opportunities to reduce vehicle weight. Lightweight materials, such as aluminum frames, and smaller components can reduce rolling resistance and drag, thereby improving a vehicle’s fuel economy. For example, a 10% reduction in vehicle weight can improve fuel economy by 6% to 8%. Also, try to avoid unnecessarily large body configurations and heavy accessories. For more information, refer to the North American Council for Freight Efficiency's Confidence Report.

Use Alternative Fuels and Vehicles: Alternative fuel and fuel-efficient advanced vehicles can reduce a fleet's fuel use, making them economical options for many fleets. Cost savings from vehicle maintenance, operation, and fuel use and price often offset higher purchase prices.

Source: https://afdc.energy.gov/conserve/rightsizing.html

7/04/19

Experience DiamondBack: Theft Protection


Check out how DiamondBack Truck Covers provide your bed with theft protection that's second to none. Peace of mind knowing your gear is safe is a great feeling.

7/03/19

U.S. Senators press for speed limiters on trucks

TORONTO, Ont. – Ontario and Quebec introduced a speed-limiter program for trucks 10 years ago, setting the maximum speed for heavy-duty vehicles at 105 km/h, or 65 mph.

Now the United States wants to follow suit amid a sharp rise in fatal accidents involving large trucks. Two U.S. senators have introduced a bill that would require trucks to be equipped with speed limiters, also set at a maximum speed of 105 km/h.

Road-safety advocates such as Road Safe America and the Truck Safety Coalition have been lobbying Congress for months to pass such a legislation.

“The majority of trucks on our roads already have speed-limiting technology built in, and the rest of the technologically advanced world has already put them to use to ensure drivers follow safe speeds,” said Republican Sen. Johnny Isakson, who sponsored the bill with Democratic Sen. Chris Coons.
“This legislation would officially enforce a long-awaited speed limit of 65 mph on large trucks and reduce the number of preventable fatalities on our busy roadways.”

The senators noted that the Department of Transportation delayed action on speed limiters for more than 20 times since it was first proposed in 2011.

The Trucking Alliance, a safety coalition of transportation and logistics companies, said it was hopeful Congress would pass the legislation.

More than 140,000 people were killed or injured in large truck accidents last year alone, the group said.

Safety advocates also point out that the speed limiters won’t cost extra money because most trucks already have the technology in place.

An Ontario Ministry of Transportation study revealed that speed-related, at-fault collisions involving large commercial vehicles fell by 73% after the legislation took effect, according to the Ontario Trucking Association.

The study compared data from 2006-08 to 2010-12, the association said in a report published in 2017.

Source:  http://www.trucknews.com/transportation/u-s-senators-press-for-speed-limiters-on-trucks/1003092258/?utm_medium=email&utm_source=newcom&utm_campaign=TruckNewsDaily&utm_content=2019070380754

6/30/19

COMING SOON - A New Way to Load and Unload Your Pickup - PowerLoader by MasterHaul



Coming in 2020
PowerLoader Loads and Unloads the Truck Automatically! 

Masterhaul is a new company with some new ideas of how to make far better use of a pickup truck or typical service body. The product offerings include the ability to make use of a wide range of optional modules that allow maximum use of a pickup truck bed or service body. Here are some of the features and how they can benefit your business.

The PowerLoader eliminates the need for additional resources required by existing truck mounted lift gate products.

  • No need for workers to transfer heavy cargo from a liftgate into the truck bed.
  • No need to purchase utility trailers to tow products that don’t fit on a liftgate, e.g. large power equipment, construction materials, pallets and many more.
  • Enhanced Productivity– a quicker job site process equates to more jobs being completed per day, and more revenue being generated per week, per month, per year! A great ROI
  •  Mobility – ability to take/deliver resources to work place without having to transfer and / or utilize another form of transport. Offload the truck in seconds when empty truck is needed 
  •  Enhanced Safety – No human requirements for lifting or moving loads into the bed 
  • Double + the load size capability – Load platform is same size as truck bed, NOT the tailgate
  •  Optional and Unique Dump feature – Not offered by others
  •  Optional conveyor belt feature – Automatically drops the load off at destination
  •  Quick and easy to install - No drilling required
  •  Switch & utilize for multiple trucks - Unlike Liftgates that are a permanent fixture once installed
  •  Safer Weight Distribution v Liftgate: The PowerLoader allows easy positioning of the cargo forward in the cargo area. Cargo loaded by liftgates must be re-handled to move it forward. Improper cargo location may reduce steering and braking performance and increase rear axle system fatigue.
  •  Remote Control– For all operational systems
  •  Reduced Injuries caused by getting in and out of the truck bed
  • ·         Slipping off the Liftgate
  • ·         Injury by Falling Cargo
  • ·         Being injured by Liftgate Mechanism

Please give us your thoughts on our product line, email us at info@masterhaul.com.

Learn more at:  www.masterhaul.com




2020 Chevy Silverado 3500 6.6-liter Duramax diesel


With best-in-class 35,500 pounds towing capability, Chevy’s 1-ton workhorse proved impressive at the company’s ride-n-drive event in Bend, Oregon. Sandor Piszar, Chevy truck marketing director, talks about the truck’s fleet appeal and Chevy lead development engineer Chris DePolo explains how a new Allison 10-speed transmission enabled an improved axle ratio of 3.42 (down from 3.73) and thus better fuel economy.

6/10/19

Maximize Safety On Your Next Upfit - by Knapheide

 Maximize Safety On Your Next Upfit

Safety is everywhere on jobsites.  Regulations are put in place by government agencies to minimize the risk of injuries, equipment has a laundry list of safety features, and laborers protect themselves with safety glasses, ear plugs, hard hats, steel toed boots, high visibility clothing, among many other things.  Work vehicles have safety features that Henry Ford couldn’t have imagined in his wildest dreams.  Seat belts, air bags, back up cameras, lane and blind spot sensors, bluetooth, traction control, autonomous braking, adaptive headlights, parking assist, tire pressure monitors, the list goes on and on, all designed to keep the driver and occupants of the vehicle safe.

So why in 2013 were there over three million injuries on the jobsite, of which over half required missed work?*  The current median age in the United States is 37 years old, by 2050 experts predict it will increase to 41 years of age.**  An aging workforce is a great concern as it relates to jobsite safety and injury prevention.  Baby boomer laborers that for decades put in hard work are now paying the price with their knees, hips, back, and many other musculoskeletal disorders (MSDs).  Not all work injuries are related to the aging workforce, however for many businesses our aging workforce is a determining factor when purchasing equipment and vehicles.

‘Ergonomics’, a word not historically heard in the commercial vehicle industry, has been a hot topic for several years now.  Business owners understand an aging workforce is highly susceptible to those revenue-losing injuries that require time off.  In order to combat the jobsite injuries, many have turned their attention to the commercial vehicle they drive and the equipment they use, but many times end up either overlooking the body or downplaying its importance.  The back of the commercial vehicle (cargo area or body) is commonly called the “business end” in the industry for a reason, much of the work day is spent there.  Accessing tools and parts, utilizing vehicle mounted equipment, climbing in and out or on and off, goes on all day, every day.  Climbing in and out of a truck body alone can wreak havoc on knees and backs if spec’d improperly, especially if a worker has been performing these repetitive movements for decades.

Review the Knapheide accessories and options at  https://www.knapheide.com/news/blog/2016/07/maximize-safety-on-your-next-upfit?utm_source=eloqua&utm_medium=email&utm_campaign=nurture&utm_content=tof-4&elqTrackId=6e189d1618364636bb9ec8b76fae69d5&elq=7d3a6b49687f4380b09cacc98845767b&elqaid=1069&elqat=1&elqCampaignId=518

5/31/19

6′ & 8′ DUMP INSERT by CAM Superline



Turn your pickup into a dump truck with the CAM Superline Dump Insert. Available in 6 foot and 8 foot models, the dump insert offers a sturdy and convenient alternative to a dump trailer and lets you more easily maneuver and dump gravel, mulch, and other bulk cargo into tight spaces. The dump bed is capable of handling 5,200 lb. payloads if used on a HD pickup.




FEATURES

  • Cab Protector
  • Hoist with 3” Hydraulic Cylinder
  • Remote with 20’ Cord
  • Power Up and Gravity Down
  • 2.5” × 2.5” Structural Steel Angle Frame
  • 12 Gauge Sides and Floor
  • Double Acting Tailgate (Removable)
  • Stainless Steel Flush Tailgate Latch
  • Stainless Steel Spring Loaded Tailgate Pins
  • Tailgate Cables
  • Spreader Chains
  • Stake Pockets w/ Heavy Duty Tie Down Rail
  • Epoxy Primer
  • Polyurethane Paint Finish
  • Color: Black
  • Three Year Warranty

AVAILABLE OPTIONS

COLOR OPTIONS

Not exact color match. Contact your local dealer for color samples.

5/29/19

HOW TO CALCULATE A WORK TRUCK'S PAYLOAD

How To Calculate Payload
With several technical terms and acronyms used when calculating a vehicle’s payload, it can get quite confusing. Get it wrong and risk being overloaded which can cause expensive citations, accelerated maintenance costs and safety issues. To make it easy, we break down each piece of calculating the payload of your work truck below and give some additional tips to consider.

First, let’s start with defining the technical terms.
  • Gross Vehicle Weight Rating (GVWR) - The maximum operating weight/mass of a vehicle as specified by the chassis manufacturer. Essentially, how much the vehicle can carry with everything including chassis, body, fluids, fuel, passengers and cargo. Trailers are not included in this rating.
    Chassis manufacturers always will publish this weight. It can be found on the sticker placed within the front drive side door frame or on the chassis manufacturer’s website.
  • Curb Weight - The total weight of a vehicle with all operating consumables including oil, coolant, refrigerant and fuel. Include the weight of a truck body if applicable in the curb weight. This number will not include the weight of passengers and cargo within the vehicle.
    This number will come from the chassis manufacturer as well and can be found on their website. If your work truck has a body, be sure to include the body weight (including the bumper, mounting kit and shelves if applicable) within the curb weight as well. Body weights should be located on the body manufacturer’s website.
  • Payload- The difference between Gross Vehicle Weight Rating and Curb Weight. Simply put, it is the amount of weight left that your vehicle can carry in passengers and cargo.

The equation to calculate your work truck’s payload is:

GROSS VEHICLE WEIGHT RATING (GVWR) - CURB WEIGHT = PAYLOAD


Let’s run a quick example. Let’s say your truck’s GVWR is 10,000 lbs and your curb weight is 7,100 lbs. What is your payload?
Answer:10,000 lbs (GVWR) - 7,100 lbs (Curb Weight) = 2,900 lbs Payload
This may sound like a lot of payload but keep in mind a few things. Your payload doesn’t include passengers, at the very least your vehicle will have one passenger (the driver) and use up 150 lbs (or more) of payload. If you have multiple passengers, account for those as well. Don’t forget your tools, parts and materials you will carry on your truck. On upfits like a service or utility body, there is ample space to store these items. Calculate the weight of these items carefully and don’t underestimate. Also, be sure to account for any items you install on the truck or body after calculating the payload. These could include a grill guard, ladder or material rack, toolbox, generator, compressor, welder, auxiliary fuel tank and more. Lastly, keep some payload on reserve! There are times when you will need to carry additional equipment, tools or materials to the job that were not included in the original payload calculation. If you leave ample payload open, this won’t become an issue.

SOURCEhttps://www.knapheide.com/news/blog/2017/11/how-to-calculate-a-work-trucks-payload?utm_source=eloqua&utm_medium=email&utm_campaign=nurture&utm_content=tof-3&elqTrackId=86196f756fe047eaae1c88ab70a98bb8&elq=71dcca10a8a44694a8b92890d994d97d&elqaid=1068&elqat=1&elqCampaignId=518

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5/27/19

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