Categories : fleet repair

 
Fleetmatics data on service fleets indicate heavy-footed motorists If you run a landscaping business in New Mexico, possibilities are you need to tell the folks driving your service trucks to slow it down a bit. The same may well hold true in New Jersey and North Carolina, according to data from Fleetmatics, a business that offers web-based and mobile fleet-management services. Fleetmatics’ software application collects details on vehicle location, speed and mileage, as well as quick velocity, tough turns and the like. When it comes to heavy-footed drivers in New Mexico, possibly it’s not landscape crews’ drivers but those in other markets that altered the numbers– the electrical experts, roofing contractors, HEATING AND COOLING and plumbing workers, to name a few. While Fleetmatics’ current analysis of its 2015 data supplies some landscaping-specific information, the principal metrics consist of those other service companies, too. Still, considering that the data on service trucks does not include tractor-trailer trucks, the numbers on New Mexico suggest that practically all markets there that usage Fleetmatics to help manage their service cars may wish to have a heart-to-heart with their drivers about speed limitations. In a breakdown of “extreme driving occurrences”– a classification that consists of severe acceleration, tough turns (cornering), extreme breaking and speeding (over 80 mph)– New Mexico was at the top of the list. However, here’s the thing: The concern among service truck motorists there had nothing to do with accelerating too quick, which they did 56 percent fewer times than the national average, tough turns (22 percent listed below the nationwide average), or difficult breaking (52 percent lower). The one statistic that put New Mexico at the top of the list for severe driving occurrences was speeding at more than 80 miles per hour. On that requirement, the state’s service truck motorists (or at least those whose companies utilize Fleetmatics) were 359 percent above the nationwide average. States with the most severe driving incidents– after New Mexico, New Jersey and North Carolina– were (in desc …
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Securing your tire financial investment The most typical commercial truck tire size is the 295/75R22.5. Common pricing at a regional truck stop has to do with $500 for a guide and drive tire, while a trailer tire is in the $425 range. Of course, your real prices will vary depending on the specific make and design. Widebase tires (445/50R22.5) cost more than $900 each. An 18-wheeler running new, low-profile radial tires has a tire investment of approximately $8,400 for one tractor-trailer. As a result, fleets take tires seriously. Maximizing tire removal miles, increasing fuel economy and safeguarding the casing to guarantee it is retreadable are important factors to consider for each fleet. Retreads are important for fleets in order to keep their tire budget plan in check. Depending upon the specific retread, retreading among your very own housings will cost somewhere in between one-third and one-half the cost of a brand-new tire. Today’s retreads are produced in high-tech, cutting edge centers. Casings get rigorous analysis prior to making the last determination if the case can be effectively retreaded. More than 85% of fleets retread. Linehaul fleets can expect to get one or two retreads. Pickup and shipment fleets that tend to scrub off the tread a lot more rapidly than linehaul fleets can anticipate 2 or more retreads per casing. This is presuming the sidewall holds up to the greater capacity for curb damage from several turning in the inner city. Keeping the tire running cool is the No. 1 concern to guarantee that the case will be acceptable for retreading; heat is a tire’s worst enemy. Tires performing at extreme speeds, fully loaded and underinflated are the worst possible circumstance; air carries the load. When a tire is run underinflated, the sidewalls are bending more and the tire footprint becomes longer. There is actually 18% more rubber on the roadway when the within double tire is underinflated at 70 PSI versus the outside dual tire running at the advised 100 PSI. The extra rubber on the road results in increased heat along with the increased sidewall flexing. The rubber substances will begin chemically breaking down triggering small rubber separations, which can be gotten during the retread procedure. When that happens, the case will not pass the retread inspection stage. The legal limitation for remaining tread rubber is 4/32 in. for steer tires and 2/32 in. for drive, trailer and dollie tires. Running tires down to the legal limitation will definitely help in optimizing tire elimination miles, but the housing is vulnerable to damage due to leaks and stone drilling. Protecting the significant investment in the tire casing must be a concern if you want to endure the retreading process. Most fleets target 5-6/32 in. staying tread depth for steer and drive tires and 3-4/32 in. for elimination of trailer tires. This enables enough rubber to safeguard your casing investment. Optimizing tire removal miles is not always easy, but keeping tires effectively inflated will go a long way in attaining that goal. It is essential to choose the very best tire for your particular service vocation. There are lots of tire options for both new and retread tires in the market. The only way to understand for particular which tire is best for removal miles at your fleet is do a field assessment. Make sure your test size is large enough making it statistically meaningful. There are many variables that can adversely impact tire removal miles, which include: vehicle make/model; route; load; speed; and the motorist. An aggressive driver can seriously affect tire elimination miles. Automobile positioning is another potential issue that needs interest. If tires begin establishing indication of irregular wear, there is constantly a factor. Correct car positioning of both the tractor and trailer is paramount for success. The tractor might be completely in spec for positioning, but an improperly aligned trailer can cause fast and irregular wear on guide and drive tires. Motorists are the early warning sign when it comes to tire irregular wear. During the pre-trip car evaluation, drivers must be examining tires and report any unusual wear to upkeep. Identifying the specific cause of the irregular tire wear and solving the problem can ensure that the tire fulfills its target elimination miles. Tires that develop uneven and irregular wear will decrease the automobile’s fuel economy. Always deal with your tire provider to ensure that your tire program is providing the very best tire removal miles and protecting your case for future retreading. Fetch & Repair has actually announced a new antifreeze mix, shop and dispense system. This brand-new system contains a transparent container, enabling users to see just how much coolant they have at … Learn more TMW Systems has actually presented Software-as-a-Service (SaaS) variations of its TMW Data Storage facility, Data Warehouse Explorer and Visual Analytics options. The new cloud-based solutions are offered now on … Read more Business Type: * -Select One- Contract/Common Carrier Lease/Rental Bus Transport Other Personal Fleets Food Production/Processing Construction/Mining/Logging Petroleum Production/Marketing Utility Manufacturing/Processing Retail/Wholesale Government Manufacturers Truck/Trailer Dealers Truck Equip. Distributors Fleet Service/ Repair work Specialists Others Suggest the size of your fleet: * -Select One- 1- 4 Cars 5-9 10-24 25 – 49 50 – 99 100 – 299 300 – 499 500 – 799 800 – 999 1,000 or more n/a
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