I N D U S T R Y V i e w

Start with a class truck, then spec it for the job. Construction, refuse, logging and other applications bring a whole new meaning to the term "heavy duty." What works for long hauls over the highway may not last in brutal environments, on bad roads-or where there are no roads at all. For Peterbilt's Ray Paradis, director of vocational markets, the answer lies in taking traditional Peterbilt strengths, then building trucks to suit the environment in which they work.

Another Peterbilt 357, this one configured as a logging truck, serves Jim Ambrosius Custom Trucking of Laona, Wisconsin. (Photo courtesy of First Class magazine.)

What makes a Peterbilt so good for construction and refuse work?

Ray Paradis: "In a way, it starts with the cab. We believe we've got the best cab in the industry. And, since construction fleets tend to keep their vehicles in service longer than over the road haulers, they appreciate a cab that still looks good-and is still solid-even after 10-14 years of service."

Why do they keep their trucks so long?

"They may put just as many hours on their vehicles as line haulers do, but they tend to run far fewer miles. A mix truck might only go 60,000 miles in a year, and a dump truck just a little over 100,000. That's far less mileage than long haulers. But, of course, they're much harder miles."

What keeps Peterbilts looking good throughout their life?

"Our cabs are all-aluminum. That's a tremendous advantage in terms of corrosion. "When you do it right, an aluminum cab stands up to stress as well as steel. And we use 'huckbolts'-which are sort of self-locking bolts that won't vibrate loose-to fasten everything together. "Even after years of service, including bouncing through rough construction sites, doors still shut solidly, tightly, and without jamming."

What about the rest of the truck?

"Careful spec'ing makes the difference there. We have a half-century of experience, together with some pretty sophisticated computer programs that we can use to match truck specifications to customer needs."

With front visibility almost to the ground and dual-steer front axles, this Peterbilt 320 makes handling dumpsters easy for the J.C. Duncan Companies. (Photo courtesy of First Class magazine.)

Do you have "stock" models for particular applications?

"We have stocking programs our dealers use, allowing them to keep trucks on their lot for display and, of course, to sell. But most of our trucks are custom spec'd for a particular customer or application. "However, our SmartSpec program, pre-specified trucks representing numerous regional vocations, is available to help customers find a spec with proven components for their application."

How many different combinations are there?

"SmartSpec has well over 200 different specifications, and half or more of those are for construction or refuse vehicles."

Built on a Peterbilt 357 chassis, Lo Jac's service truck carries fuel and allows Jack Kerns to perform PMs right on construction sites.

What kinds of things do severe service users usually need?

"Many of them need heavier capacity axles and special, high-torque engines. And they often need heavy-duty driveshafts, double-or triple-reinforced frame rails, and even special suspension systems to deal with rough terrain." "Right now, Chalmers suspensions are very popular. With these, each wheel end can be independent, allowing the truck to drive over very uneven ground without putting too much stress on the frame-or the driver. "These suspensions also go a long way toward maintaining the correct load distribution on each axle, which improves handling and traction-and reduces wear and tear."

And keeping drivers happy is important, isn't it?

"Absolutely. Peterbilt has always been a favorite of drivers, and things like air-ride cabs improve driver comfort, which in turn reduces fatigue and improves their productivity."

Do certain models work best in certain applications?

"Yes. For example, our model 320 is a low cab forward cabover design that's used in lots of refuse applications because the driver can see almost down to the bumper. That makes maneuvering in city streets a lot easier. "We offer non-sleeper cabs, as on our 385, because some industries, like oil field service, tend not to need sleepers. "And sometimes the user has ideas of his own. One of our customers specified our 377 A/E aerodynamic cab for his dump trucks, because even though he rarely travels at highway speeds, he likes the additional forward visibility its sloped hood provides for drivers on the job site."

How tough is refuse hauling?

"Refuse trucks sometimes go through the severest service of all. There's so much stop and go, tight turns, encounters with curbs in the city, and then, once you get to the landfill, the conditions there can be as bad as on any construction site. It's a combination of both urban and off-road environments, two of the worst for trucks."

The Peterbilt Model 378
with a Chalmers suspension
gives Lo Jac dump trucks
solid traction on highway
construction sites.

What about repairs and maintenance?

"There are lots of options for Peterbilt users. We offer a program called TruckCare® that allows our dealers to custom-spec service and maintenance to the customer's needs. "Some construction fleets do a lot of their own maintenance and repair, often working at night to make sure they have 'uptime' during daylight hours. "With TruckCare, customers can have their Peterbilt dealers do as much or as little of the work as they like. Of course, with the industry trend toward outsourcing, we're seeing dealer service workload increasing.

Does TruckCare make special demands on dealers?

"In some cases, the dealer can contract to do maintenance for a customer, and these maintenance intervals can be scheduled at the time of purchase. This helps both the customer and dealer plan workloads around maintenance requirements. "A special TruckCare program, called 'QuickCare,T' provides Peterbilt customers with fast, standard-price services, like routine lube and oil service. Dealers are required to set up dedicated service bays for this kind of service, to speed up the process and maximize uptime for their customers."

What else does TruckCare provide?

"In addition to in-shop service, TruckCare also provides emergency roadside assistance, including ability of the full line of Bridgestone tires. And, there's even a Fleet Services Card. "Like our trucks, this card is 'spec'd' according to customer needs. It can be used as a fuel card, service card or parts purchase card, and, for cash advances and wage payments, as an ATM card. It can also be used as a long distance card, and can provide a fleet with management reports for each truck and driver. Or, any combination of those things."

What about fleets who want to do their own work?

"One of the advantages of the Peterbilt system is that we try to draw on the best components that are available in the industry. So outside of the cab itself, many of the parts a fleet might need for repair or maintenance are readily available. "That helps keep parts pricing very competitive,and means you usually have several alternatives when you need a part. Again, because construction and refuse operations usually can't afford to have 'spare' trucks sitting around, ready parts availability means more uptime."

Thanks, Ray, for an interesting look at how class and customization can mean reliability and profits for truckers operating in brutal environments.

Lo Jac discovers that "Class Pays"

Lo Jac drivers David Moore and Marty Sullins are so proud of their Peterbilt 378 asphalt haulers that they added chrome at their own expense.

Lo Jac consists of four different Tennessee companies, each intimately involved with the construction industry. Lo Jac Materials makes concrete block and supplies masonry and brick, while Lo Jac Safety provides those familiar orange barrels and makes those huge signs we see along the interstate.
Lo Jac Enterprises constructs highways and manufactures its own asphalt, and Lo Jac Inc. repairs and rehabilitates concrete, by sawing and sealing to control cracks. Steve Byrd is in charge of safety and spec'ing for the Lo Jac fleet.
"We decided to try Peterbilts a few years ago. We found that we could specify exactly what we wanted for each truck, and with our operation, that means a lot of different specs.
"Even though most of our work is in construction, we have many special needs. We have block trucks that haul pallets of concrete block running 2,400 pounds each. These are configured with set-forward axles for weight distribution, boom cranes for loading and unloading, and lift axles to handle the extra weight on the highway.
"We've standardized on Chalmers suspensions on our Peterbilt dumps. This suspension allows each wheel to adjust independently to the terrain, and means we keep axle weight distribution constant. That's critical to maintaining traction. With these Peterbilt dumps, we can get into and out of places where other trucks would bog down.
"The Chalmers suspension also saves us about 500 pounds on our block trucks. That translates into a savings of 50 cents a load, because we can carry more blocks. At four or five loads a day, six or seven days a week, that means extra profit for us.
"Our asphalt tanker tractors are also Peterbilts, and our drivers love them. One driver is so proud of his Peterbilt that he outfitted his truck with extra chrome-at his own expense. "We even had our service truck built on a Peterbilt chassis. Our service driver carries over 20,000 pounds of diesel fuel for our graders, scrapers and excavating equipment, along with everything he needs to do PMs right in the field. That helps keep our equipment working and producing income-instead of spending time in the shop.
"Uptime is crucial in our business, and we can't afford to have a truck out of service because we're waiting for parts. With our Peterbilt fleet, I've got at least four different places I can get parts when I need them, and with some parts, even more than that. I'm not dependent on just one source of supply for what I need. "We've been very happy with our Peterbilt trucks so far, and we plan to spec more of them."

Lo Jac's safety and operations manager, Steve Byrd, goes over a maintenance record with service truck driver Jack Kerns.

End

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