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Editorial
Our team of enterprising editors bring years of experience covering the fleet industry. We offer a deep understanding of trends and the ever-evolving landscapes we cover in fleet, trucking, and transportation.
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Our team of enterprising editors bring years of experience covering the fleet industry. We offer a deep understanding of trends and the ever-evolving landscapes we cover in fleet, trucking, and transportation.
The many complexities of technology (electronic communication, etc.), success demands that one-on-one, face-to-face calls be made for effective selling, installation, and service priorities. Automation in key areas is not an end-all substitute.
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Yes, dealers still officially sell every one of the 2.5 million new cars and one million new light trucks sold into fleet each year. That's the good news. The not-so-good news is that it's hard to find the old-time reliable dealer anymore. In the name of progress, evolution, and sharper negotiation, a new breed has emerged.
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The fleet management companies are stunned as they are inundated with accounts who insist that they will remain loyal, sign a long-term contract, but want to increase their monthly rate because of all the personalized service they are getting.
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Our annual list includes trucks and van fleets, including classes 1-5 in 1993.
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In my experience, there are far too many industry people in the Supplier groups who give lip service to the talents of the fleet managers, but privately voice serious doubts about the abilities of these same guardians of company cars and trucks.
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The October 9th edition of The Wall Street Journal describes how those companies that piled on the debt in the '80s are now engaged in a "bad hangover," yearning for equity as they slash expenses, pleading with bondholders, and getting little sympathy from the financial shareholder community because of their high costs of debt service prompted by "mergeritis."
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It is apparent to me that the condition of the industry is anything but static.
Read More →Even though the Japanese Voluntary Restraint Agreement (VRA) was supposed to be "voluntary" (U.S. trade officials pressured) and temporary (originally designed to give domestics five years to "catch up") when announced in May 1981, it still stands today.
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