We often get asked why a business needs a fleet management company?
Sometimes it’s just to relieve companies of an administrative burden. Other times it’s because companies are unable to answer the below budgetary questions. 👇👇
👉Do we have a fleet capital in our operating budget?
👉How much do we spend on our fleet?
👉Are these expenditures increasing or decreasing?
👉Are they reasonable?
👉Who is accountable for them?
👉Can we reduce them?
👉Which ones and how?
👉Would reductions affect fleet performance or customer service?
One of the first steps in diagnosing problems with how a company manages their fleet, is to calculate their fleet replacement cycle. Find the 1st blog in our series on that here.
Follow us at GlenRidgeFleet.com and at Kingtec Refrigeration USA
#TCO #fleets #FleetManagement #automotivefleets #truckingfleets #HVACfleets Kingtec and Sub Zero
Great point Mike. Our stuff doesn’t get shared, so we wanted to bump up our views to try and find some new blood.
I thought I’d share a #linkedintips for some of my connections that may not be aware.
Any one that follows our posts knows we love posting direct links back to our website in our posts.
Did you know this results in less people seeing your post. Yes, it sucks, but it does. We’ve done some comparisons over January, to check our LinkedIn performance.
Same posts, same time, same day, and the posts with no web link in the post gets on average 2.5 times the views as the post with the link.
That is a significant number for us. 2.5 times more views just by moving the weblink into the comments. #business #manufacturing #comparison #transportation #fleetmanagement #fleetmaintenance #refrigeratedtransport #refrigeratedvans WORK HARD
Follow us on Twitter @WeFilltheFridge WeFillTheFridgeKRUSAblue
If you haven’t been paying attention to 💥💥 GlenRidgeFleet.com 💥💥 lately, You don’t know what you’re missing.
We’ll be rolling out our new online repair vendor database shortly, and here’s a link to @Century Graphics, a graphics company out of Northern California and they can wrap anywhere in the Bay Area, Central Valley or Sacramento region. For specific quotes and details, please call @Ira Bowman, he can set a time to review your fleet graphics needs.
Ira is happy to help answer questions and provide guidance for all other areas, but won’t be able to do the work.
If you’d like more information on becoming an authorized repair vendor 👩🔧, or would like to advertise your Truck, Trailer, Reefer, Towing, Automotive or Tire business with Glen Ridge Fleet Management, drop us a line when you’re checking out our link below 👇👇 in the comments.
Remember to follow us at @GlenRidgeFleet.com and @KingtecRefrigerationUSA
#fleets #trucking #automotivefleet #marketing #transportation #vehiclewraps #fleetgraphics #networking #spn #projecthelpyougrow
If you haven’t been paying attention to 💥💥 Glen Ridge Fleet 💥💥 lately, You don’t know what you’re missing.
We’ll be rolling out our new online repair vendor database shortly, so today we wanted to highlight Joseph LaPaglia company out of Buffalo, New York. 👉 Merj Fleet Services.
If you’d like more information on becoming an authorized repair vendor , or would like to advertise your Truck, Trailer, Reefer, Towing, Automotive or Tire business with Glen Ridge Fleet Management, drop us a line when you’re checking out our link below. 👇👇 in the comments.
If you haven’t been paying attention to 💥💥 Diesel Laptops 💥💥 lately, You don’t know what you’re missing.
These guys are bringing it!
What’s it? Innovative diesel diagnostic solutions to the diesel repair industry. And they’re at it again.
This time offering two Ford Powerstroke diesel diagnostic seminars with the master himself, Mike Cleary.
If you’re repairing Ford Motor Company diesels, then your techs need this course.
Follow the link below 👇👇
Of course follow us at GlenRidgeFleet.com and Kingtec Refrigeration USA for more on this awesome group at Diesel Laptops.
#fleets #trucking #automotivefleet #marketing #transportation #truckrepair #automotiverepair Powerstroke
A crucial element to successful vehicle fleet management is having an appropriate fleet budget.
This should include a number of expenses you may not have considered and having a trained expert look for areas where costs can be reduced.
Without our network, we wouldn’t be where we are today.
Follow us 👇👇
@Kingtec Refrigeration USA
We’re very proud to be members of the #spn, #motorcitymotivators and #projecthelpyougrow
#fleets #trucking #transportation #refrigeratedvans #transportrefrigeration #fleetmanagement #business Banner
Let @Glenridgefleet.com be the company you choose to partner with for all your #refrigeratedvan needs!
Some of what we offer:
*Fleet management for commercial and automotive fleets
*Kingtec Refrigeration USA
*Glen Ridge Sub Zero refrigerated van builders
*Full maintenance leasing
*Regional and Refrigerated fleet specialists.
*Lease financing on most equipment
*North American wide breakdown coverage
To learn more, feel free to drop us a line our call in the US 716-406-8565 or Canada 289-407-5206
#fleetmanagement #refrigeratedtransport #refrigeratedvans #reefervans #contractortrucks
Of course follow us at @Glenridgefleet.com and @KingtecRefrigerationUSA GR SUB ZERO SUSHI
I often get questioned about why I think a company’s preventive maintenance program isn’t working. Or why after spending x amount of dollars extra, or making various changes to the program, it just doesn’t work. That’s when I suggest it may be time for an outside prospective.
My father was a hard man to work for at times, but often, it was to drive home the point, the lesson learned. It was only after his passing that I became enlightened. This important lesson, I had learned from him.
For many years, I’ve performed and managed preventive maintenance (PM) on every type of equipment. I’ve always asked myself why the equipment still fails, even after we’ve performed a PM. Thanks to my Father, I never stop questioning. So, I’d like to share some important lessons with you, which may just help eliminate some organization’s trouble spots.
One of the questions I’ve been asked is how do we know if our PM program is working? Three of the most important answers to that question are breakdowns/on road service calls, road side inspection failures and pre and post trip inspection reports. These incidents can be costly, and will add significant costs to your maintenance expenses. That’s why it’s important to have a pm program that works for your operation.
Unfortunately, one cost cutting measure of some organizations is to cut preventive maintenance programs. I’m not against cutting costs, but fleets need to ensure, it’s done with out cutting proper maintenance.
One practice that I preach as a fleet manager is to run a predictive preventive maintenance program. We’ll get into that a little later. First, I feel it’s important to look at the concept of a pm program a bit closer. PM, as many of you know, stands for preventive maintenance. You’ll notice that I didn’t refer to it as, fix what’s broke maintenance. With cost cutting, this is sometimes the trap many companies fall into. Let’s get this inspection done as quickly as possible, and get the unit back on the road. If this sounds familiar, you might as well take your unit to a quick lube to be serviced. Because you’re not getting any value, for the money you’re spending on your preventive maintenance program. Preventive maintenance should be exactly that, PREVENTIVE.
Preventive maintenance is the responsibility of the entire company, and that is something that every member has to take ownership of. Not just the shop personnel. This has been a failure in many organizations. Fleets feel that it falls solely on the shoulders of their maintenance department to handle preventive maintenance. But, maintaining a commercial vehicle is the responsibility of every department.
I sometimes have a habit of telling stories to explain myself and this seems like a perfect opportunity for one. I recall once talking with the maintenance supervisor of a container chassis fleet. Their operation was suffering from after hour’s service calls. They were experiencing day time calls as well, but the expense of the night calls was what caught managements attention. That is a red flag right there.
When I was given a tour of the shop, the supervisor was very proud of the fact that they performed PM’s every 30 days. Quite impressive, that the fleet was willing to go to that expense to try and cut down on after hours calls. After hearing their issues, I made the suggestion that they should consider extending the intervals on their fleet. That they could use the cost savings to do a more thorough PM inspection and train their drivers to perform better pre/post trip inspections and to use a closed loop system to ensure driver reports are being repaired and signed off on.
The result was a bunch of stunned faces. How could I suggest such a thing? Well, their service calls were mostly for light issues and air leaks, usually blown chambers, signs of a poor preventive maintenance program. They were spending on average $300 to 400 a call, depending where the unit was located.
First off, I reassured them, I hadn’t lost my mind. They were attempting to counter the many break downs by increasing the frequency of PM inspections. How is it, you can predict when a light will burn out? The answer was obvious, they could not. You can predict brake and tire wear from visual inspections during a PM service, you can find worn and defective parts, but you can’t predict when a light will burn out, or a diaphragm will fail. If you bring a unit in for service and find lights burned out, missing or broken, that’s a failure of the system in my books. Those things didn’t happen on the way in for service. The fact that they were found in a PM inspection is a result of improper pre and post trips. In other words, those broken, burned out and missing lights should have been reported by the driver when the unit was dropped. I explained if the drivers took ownership of the concept of proper pre and post trips, these types of items would be reported right away. Again, I reminded them, there is no way to predict when a light is going to burn out, so how’s doing more frequent PM inspections going to help them eliminate the issue.
We were standing in a bay where a tech had just finished a PM inspection on a unit. That’s how this conversation came to being. The unit was perhaps 5 years old; I asked the tech if he’d remove the RF seal beam for us from the chassis, when he popped the light out, the ground pin broke due to corrosion and stayed in he light. I commented that I had just saved them $300. The unit had just had a PM, and this light was doomed to fail. The tech looked at me like I had just predicted the winning lottery numbers, in all honestly, it was just dumb luck. I did expect to find a light on the unit that would likely fail due to corrosion, but not the first one that we removed.
This is where I emphasis the PREVENTIVE maintenance. It’s not meant to be a fix what’s broken inspection, but preventive maintenance. That means dig a little deeper and investigate, take the necessary time to do inspections and repairs, which will prevent breakdowns between services. PREVENTIVE is the key term. Remove seal beams, use and reuse dialectic grease on connections, check wiring for corrosion, when it’s found, repair it. Properly inspect chambers for broken springs, ensure there’s dust plugs in the chambers so abrasive dirt and stones are not getting into the diaphragm area to cause problems down the road. Don’t just adjust auto slacks, if they’re out of spec, investigate why. Remove ECM plugs, and check for corrosion. Again, re-apply dialectic grease. You’d be surprised to find the difference that proper electrical maintenance done during repairs and annually will even make.
Another short story to bring home my point, a customer of mine, had an older fleet of dump trucks. He kept having breakdowns, and had to keep towing units in to his vendors shop for electrical faults. He complained that he had changed vendors, and still his units kept breaking down after being serviced.
I asked if I could open the hood on a recently serviced unit. He obliged and I took a quick look. I suggested it would be a good idea to use a quick lube and he could save himself some money on labour. The electrical harness had multiple areas where the green monster had taken over. I guess they just assumed that the corrosion would just get better with time. Even the battery connections were not cleaned. Corrosion is the enemy of all electrical systems, so why wouldn’t it be part of a PM program to remove connections and inspect for it and protect them with dialectic grease is beyond me, especially if you are experiencing breakdowns. I recommended they take the time to audit their trucks occasionally after PM inspections. Likely their service provider would appreciate having their supervisor go over the truck with them to find missed faults before the unit is returned to service. It would only improve their service standards.
Preventive maintenance is exactly that, PREVENTIVE. It’s about identifying deficiencies or potential deficiencies and having them repaired before they become bigger problems or breakdowns. PM programs are flawed because they are essentially reactive maintenance programs that rely mainly on time-based PM tasks following manufacturers’ suggestions. I can usually get no technical justification for any task other than “we always do it this way,” or “that’s the recommended time line we use to change the oil. Again, try coordinating a mileage based pm program with when a brake chamber diaphragm will blow. Not possible. Drivers are the tip of the sword; they do pre and post trips everyday on your equipment, and need to be the ones to identify vehicle defects when they occur. Quit trying to predict when lights will burn out, and chambers will blow, because it can’t be done. Your maintenance department’s job is to try to prevent units from breaking down between services. By utilizing best practices in maintenance, you’ll be able to extend service intervals.
Finally, that brings me to predictive maintenance. Breakdowns have little to do with the age of equipment, but are more due to poor preventive maintenance practices.There’s a saying in the fleet management business, if you don’t track and analysis data, then you’re just another guy with an opinion. It’s a little crass, but I like it.
Predictive maintenance is just that, using technology to track, analysis and predict failures. By tracking maintenance occurrences you’ll be able to do preemptive repairs before your unit breaks down in Bismark ND, nothing against North Dakota. Can you imagine if I could predict that your truck would blow a water pump at 500,000 miles. You’d likely want to get it into your shop before that number and get that pump changed avoiding a service call on the road, costing you three times as much to repair. That’s what predictive maintenance is all about, doing an analysis of your data, to find trends that will help you with preventive maintenance. But there’s one more key to predictive maintenance, detective work. It’s not just data; it’s also following up on failures, and investigating the cause to find the early signs of equipment failure. What were the early signs of specific failures excessive engine temperature or excessive pressure fluctuations? Using predictive technologies to catch early signs of specific failures, an example would be oil sampling for a specific particle types.
Running a predictive maintenance program produces far better asset reliability. The business impact of a well-defined proactive maintenance program is considerable. You’ll increase equipment reliability, reduce capital replacement cost, achieve higher equipment availability and reduce maintenance costs.
By allowing management, drivers and maintenance staff to work with you to develop the plan. They’ll feel some ownership of the process. With such a huge potential to improve business competitiveness, companies can’t rely on time-based maintenance alone. The properly balanced use of predictive and time-based maintenance forms a successful proactive maintenance program.
It’s no secret that for most fleet managers, preventing break downs is a priority. It’s important to get the rest of the team on board as well. So that everyone understands what’s at stake and the hidden costs associated with breakdowns. Reducing these costs will go a long way to improving a company’s bottom line and productivity.
The first step, is making sure everyone understands what those hidden costs are. Yes, most people understand it can cost 3 to 4 times the amount to get something repaired on the road as opposed to having it repaired in your own facility. But some involved in the process may not see the bigger picture. It doesn’t stop at just the repair bill, you need to include the following to have a true understanding of the costs involved. The driver’s wages while he waits, overtime, his lost productivity and hours of service implications, customer penalties and fines, lost warranty opportunities, possible rental and towing charges, even the lost productivity of the equipment itself. The next time you have a breakdown, add that all up and share it with your team. Vehicle maintenance is everyone’s responsibility.
The second step is to have a predictive preventive maintenance program, and to audit the program to ensure every step is being followed and duty is being performed. I’ll ask you to refer back to my previous post, “Predictive Preventive Maintenance”. I’ve been criticized for being long winded in the past, so I’ll avoid repeating myself here. The point is, a good PM program is your best line of defense.
Thirdly, have a closed loop maintenance system. Now, I like to include driver reports in this part of any maintenance program. Let’s face it, drivers are the tip of the sword. They perform pre and post trip inspections (DVIRs) on every trip. So an inspection done properly is priceless. The reason I include DVIRs in closed loop maintenance, is due to the fact that is where I believe it belongs, but also because it’s a perfect example of how closed loop maintenance works. Recording of your maintenance is a major part of government and CVSA requirements. So it’s important that it’s done right, and everything is captured and followed up on as your policies state. Your best bet to include DVIRs in your closed loop maintenance system is to automate them. Having drivers perform accurate inspections on mobile devices as opposed to paper reports, enables more accurate reporting, accountability and transparency. The reports are automatically captured against the units permanent unit file, members of your team are immediately notified and ensures they are dealt with in a timely fashion. Thereby avoiding costly break downs or untimely out of service incidents. DVIRs are only one example of how a closed loop system works, but you get the picture. The system not only alerts you to scheduled PM’s, but any deferred pending work, service bulletins, campaigns or recalls pending, but captures data from every available source and makes it visible to everyone.
Fleet safety and preventing breakdowns is your entire organizations responsibility. Make sure you develop your fleet’s safety culture so that everyone wants to get involved and set up a maintenance system that captures all the available information to assist in keeping your equipment on the road. 2016-freightliner-coronado-glider
Winter weather and the harsh driving conditions that come with it can be hard on tail gates. As usual, down time and costly road repairs can be minimized with some basic proper maintenance. Here is a list of preventive measures that should be part of every fleet’s tail gate maintenance program. These helpful tips will keep your trucks on the road, in spite of the rigors of winter and will make the basis of your preventive maintenance program.
Before you test the operation, check the tailgate assembly for any damage. This is common for tailgates
Test your tailgate operation multiple times, to try to mitigate any chance of an intermittent problem from showing up later. It’s good practice to have the batteries on charge while doing this.
Check for any cracks in the tailgate assembly.
Check any cables and chains for signs of wear or stretching.
Check the bushings and pivot pins for signs of wear or seizing.
Inspect your cart stops for any potential problems.
A Few Last Items:
Make sure all your pins, cables, chains and pivot points are all lubricated, by oil or grease.
Ensure that your grease fittings are all taking grease. If they’re not, nothing good will come of this. Being lazy, will only cost you in the long run.
When spec’ing a new trailer, it wouldn’t hurt to have an extra couple of hoses and a spare valve solenoid included with the unit in case of a breakdown. It’s not easy getting a tailgate repaired on the road. Besides, being prepared never hurt any one.
This brings me to my last tip. Be sure to record the Make, Model and Serial Number of your tailgate in the equipment file and make sure the file is assessable. When the unit breaks down 5 years from now, in a snow storm, in Hearst Ontario, going uphill in both directions with a hot load that had to deliver yesterday, today and the id tag is missing, you’ll thank me.
Remember that safety extends beyond your own fleet, to the people you share the road with. IMG_20140905_120915-1
Change is inevitable and important. Sometimes we welcome changes in life, sometimes change comes from outside factors and sometimes change is unwelcome. While it can be difficult, change happens, it’s one of those facts of life.
Consider driven by growth-at-any-cost capitalism, which doesn’t meet the needs of most people. Now don’t get me wrong, and carefully read that statement. I’m a big fan of capitalism. But the North American middle class has been decimated by growth at any cost.
Over my lifetime, I’ve witnessed the destruction of good paying jobs relocated to third world countries, and replaced by big box, super center, cookie cutter, shopping plaza, part time job opportunities. More recently the upswing of outsourcing jobs to independent contractors that, are under paid, after their expenses are taken into account, by super large tech upstarts that would have been long ago bankrupt if it weren’t for the fact that they seem to have limitless amounts of investor money to burn through.
I experience it myself once upon a time. Our operation was successful, our revenue was strong, but our division was deemed excess, after a corporate take over. We didn’t fit into their core business. So we were terminated. It wasn’t sold, put up for employee purchase, we were just eliminated. The thousand or so jobs didn’t matter, not to corporate America anyways.
Glen Ridge Fleet is an advocate for purpose-driven business and believes capitalism needs to serve the interests of all people and communities, not just the interests of shareholders. The need to maximize profit should not be the driving force and sole purpose of business. Glen Ridge Fleet is a community of independent businesses, and we believe that business should benefit society and the environment, all while creating a better future and delivering on the bottom line.
Don’t believe me, look no further than the failing of retail. Sears didn’t only fail because of amazon, as must seem to always trumpet. Retail has had a decision to make, you either concentrate on the upper class, our the lower class income brackets, because the middle class is shrinking. That’s one reason why Walmart crushed Sears,among others, and that’s why Dollar Tree is growing and profits are up. Because they make your dollar go farther. Food bank usage is up, people cannot make ends meet. Part time jobs we’re never meant to be for full-time employment.
Corporate America needs to wake up, because if people don’t have money to buy necessities in life, they won’t have money to purchase your products.
Governments need to better equip and educate people for upcoming careers. Society is and has changed.
Glen Ridge Fleet is committed to our communities, and working with locally owned independent vendors that, together, will enrich lives of their employees and communities.
It’s time for change, are you ready to drive it?
http://www.glenridgefleet.com/its-time-for-change/ Trimmed 12×3
Do you have jobs to fill in the 👉👉 #transportation and 👉👉 #fleetmaintenance industry? 🚛🚚👨🔧👩🔧
If so you can post them on our job bank.
Teamwork is crucial for success. Join @GlenRidgeFleet.com as a vendor. We are all about team building and #winwinmarketing
Follow us a @GlenRidgeFleet.com and @KingtecRefrigerationUSA to learn more.
Or contact us today.
In the US 716-406-8565
In Canada 289-407-5206
#fleetmanagement #Fleets #refrigeratedvans #refrigeratedtransport #trucking #business #marketing #fleetmaintenance #fleetservices road-rescue1
Looking for a better ROI on your transport refrigeration units?
Glen Ridge Fleet can help you with your struggles managing the costs, downtime and administration of your fleet assets. It may be cheaper than you think.
To learn more, feel free to drop us a line our call in the US 716-406-8565
#fleetmanagement #refrigeratedtransport #refrigeratedvans #reefervans
Of course follow us at @Glenridgefleet.com and @KingtecRefrigerationUSA KEEPING THE ICE
With the US Thanksgiving fast approaching, many people will be what they’re thankful for in their lives.
My self, I’m thankful for my family and friends, our health, and that we live in a free and democratic society where we’re free to peacefully disagree.
We also turn our attention to those in need. That’s why Glen Ridge Fleet created the #WeFillTheFridge twitter page.
@WeFilltheFridge is dedicated to increasing awareness in communities by providing information on #foodbanks healthy food choices, hunger research, public education and resource links.
Hunger doesn’t discriminate, and we believe that together we can #EndHungerNow
#Philanthropy is in all of us. So please follow us on twitter, and remember, Sharing is caring.