What the 2026 Tariff Ruling Means & Why We’re Going to Be Just Fine.
Dear Friends, Partners, Vendors, Suppliers, and Fellow Americans
I hope this message finds you well and encouraged today. Let’s address these tariffs and their impacts.
I have been receiving the same question over and over from customers, partners, and friends across the industry, so I decided to sit down and write this out for everyone who has been asking or wondering:
“Richard, what is the deal with these tariffs?”
Before I dive in, I want to say something important right up front.
I am not writing this as a Republican or a Democrat. I am not red. I am not blue. I am Red, White, and Blue. My only view is what is best for this country – its workers, its families, and its future. I ask that you read this in that same spirit.
Now let’s talk about what is actually happening in plain, simple language.
FIRST, WHY WERE TARIFFS PUT IN PLACE?
For decades, America has watched factories close, good-paying jobs move overseas, and foreign-made goods flood our markets while American workers paid the price. The tariffs put in place over the past year were designed to address exactly that.
The goal was straightforward and something most Americans can appreciate regardless of where they stand politically, stop sending our money out of the country, bring manufacturing jobs back home, and rebuild American industry from the ground up.
The message to the world was clear: if you want to sell in America, there is a cost to that. Put American workers first. Keep American dollars working for American families. Whatever your political views, that is a goal worth understanding and worth respecting.
WHAT DID THE SUPREME COURT JUST DECIDE ON TARIFFS?
On February 20th, 2026, the United States Supreme Court ruled that most of those tariffs were illegal.
Now here is the important part and this gets lost in all the noise. The court did not say that protecting America is wrong. It did not say that keeping jobs here is wrong. It said that the specific law the President used to impose these tariffs was not the right legal tool for the job. That is a critical distinction.
Here is where things stand today with the tariffs:
NO LONGER IN EFFECT: The tariffs on Canada, Mexico, China and the sweeping “Liberation Day” tariffs that applied to imports from nearly every country in the world.
STILL FULLY IN PLACE: Tariffs on steel, aluminum, foreign-made cars and aircraft, and several other specific products. These were established under different laws and the court did not touch them.
ALREADY MOVING FORWARD: Within days of the ruling, the Administration put a new 15% global tariff in place under a different legal framework. The mission to protect American jobs and keep American dollars at home has not stopped it is simply being rebuilt on firmer legal ground.
The bottom line is this, change is still coming with tariffs and some uncertainty will be with us for a while longer. Plan for continued shifts in the months ahead rather than expecting a sudden clean resolution overnight.
THERE IS NO MAGIC FIX TO THE TARIFFS SITUATION AND THAT IS OKAY TO SAY OUT LOUD
I know many of you are feeling the pressure right now. Businesses being squeezed. Decisions being put on hold. Vendors and suppliers trying to navigate costs that seem to change week to week. If you are waiting for someone to tell you everything will be perfectly fine by Monday morning I am not going to do that to you, because I respect you too much to be anything less than completely honest.
There is no magic fix. This is going to take time to work itself out. The road to a stronger, more self-sufficient America was never going to be without cost or without challenge. And the very worst thing we can do right now is pretend otherwise because masking the challenge never makes it go away. Facing it honestly is what moves us forward.
But here is what I know with absolute certainty, we have been here before.
WE HAVE ALWAYS FOUND OUR WAY THROUGH
Think about everything this great nation has faced just in recent memory alone.
We lived through the financial crisis. We lived through periods of deep political division that tested the very fabric of how we see one another. And then came COVID-19 something none of us had a playbook for. Businesses closed overnight, supply chains fell apart, vendors and suppliers scrambled just to survive. Families lost people they loved dearly. The fear and confusion were unlike anything most of us had ever faced in our lifetimes.
And yet, here we are.
We did not just survive it. We came through it together. Neighbors helped neighbors. Partners and suppliers found creative ways to keep each other going. Businesses found new ways to serve their customers. Families held on to each other when nothing made sense. Everyday Americans did what everyday Americans have always done throughout history they showed up, they adapted, and they kept moving forward.
This tariff situation, as frustrating and complex as it is, is simply another chapter in the long and remarkable story of a nation that has never once stayed down when knocked off balance.
AMERICANS FIRST. FAMILY ALWAYS.
Before any of us are business owners, competitors, Republicans, or Democrats we are Americans first. And more than that we are family.
The vision of keeping American money in America, of bringing good jobs back to American workers, of rebuilding industries that support families and communities across this country, that is a vision worth fighting for. We may disagree on the methods. We may hit roadblocks along the way. But the desire for a stronger, more self-sufficient America is something we can all stand behind together.
The best thing we can do right now is not sit and wait for Washington to hand us the answers. It is to take care of each other. Check on your vendors and suppliers. Be straight with your customers and partners. Reach out to the everyday American in your circle who is struggling and remind them they are not alone. You do not need to have all the answers, just be a source of strength and encouragement for someone who needs it today.
And I say this with everything I have, God will see us through this. He always has and He always will. We may not be able to see the full road ahead right now and that is perfectly okay. Faith has never required a clear view of what is coming. It only asks that we keep walking forward with trust in Him and with one another.
THE BOTTOM LINE ON TARIFFS
Tariff policy will keep evolving in the weeks and months ahead. Costs will shift. New rules will come. Some will stick and some will not. The important thing is to stay focused, stay flexible, and stay firmly connected to the people around you, your partners, your vendors, your suppliers, your customers, and your family.
The people and businesses that come through this strongest will not be the ones who waited for perfect conditions. They will be the ones who encouraged instead of complained, who adapted instead of froze, and who never stopped believing that the best days for this country are still ahead of us.
Because they are.
We are and we will always be the greatest country in the world.
Thank you for taking the time to read this message. I genuinely hope it brought some clarity and even more so some real encouragement today. As always, my door is open. If you ever want to talk through how any of this affects your business or your operation, please do not hesitate to reach out. I am always happy to help in any way I can. With deep respect, sincere gratitude, and unwavering belief in this great nation and its people.
5 Roll-off Truck Maintenance Mistakes That Kill Truck Longevity
And the Simple Habits That Turn Your Truck Into a Workhorse for Years
I’ve been around roll-off trucks since 1983. I’ve ridden routes, crawled under frames, and watched thousands of these trucks come through our shop at RDK. And after four decades in this business, I can tell you that the difference between a roll-off truck that gives you ten solid years of service and one that nickel-and-dimes you to death usually comes down to a handful of Roll-off truck maintenance mistakes that operators make over and over again.
None of these are complicated. None of them require expensive tools or specialized training. They’re the basics – the fundamentals that separate operators who get the most out of their equipment from the ones who are always chasing breakdowns.
Here are the five mistakes I see most often, and what you should be doing instead on your Roll-off truck maintenance.
Mistake #1: Not Keeping Your Hydraulic System Clean and Lubricated
If there’s one system on a roll-off truck that will make or break your longevity, it’s the hydraulics. And the key to hydraulic longevity comes down to three things: clean filters, a functioning tank breather, and keeping the hydraulic fluid clean and in proper condition.
Your hydraulic system is the heart of your roll-off operation. Every time that hoist cycles, every time those cylinders extend and retract, that hydraulic fluid is doing the heavy lifting. When the filters are dirty, contaminated fluid circulates through your pumps, valves, and cylinders. That contamination causes internal scoring, seal degradation, and premature wear on components that cost thousands of dollars to replace.
The tank breather is just as critical and even more commonly ignored. The breather allows air to enter and exit the hydraulic tank as fluid levels change during operation. When that breather is clogged or damaged, moisture and debris get pulled into the tank. Moisture in hydraulic fluid causes corrosion from the inside out and degrades the fluid’s performance. I’ve seen operators spend big money chasing hydraulic problems that traced back to nothing more than a neglected breather.
Beyond the filters and breather, the hydraulic fluid itself needs attention. Changing hydraulic fluid on schedule keeps the entire system clean and properly lubricated. Old, degraded fluid loses its ability to protect internal components, and contamination builds up over time no matter how good your filtration is. A clean hydraulic system runs cooler, responds faster, and lasts dramatically longer than one that’s been neglected.
What you should be doing: Change hydraulic filters at regular manufacturer-recommended intervals – and don’t stretch them. Inspect and replace the tank breather on a scheduled basis, not just when you notice a problem. Change your hydraulic fluid according to the manufacturer’s recommendations to keep the system clean and properly lubricated. Keep spare filters and breathers in your parts inventory so there’s never an excuse to skip a change. Staying on top of these basics prevents the expensive pump, valve, and cylinder repairs that come from running a dirty system.
Mistake #2: Skipping the Grease Schedule – Especially the Side Rollers
This one sounds so basic it almost feels embarrassing to write about. But I’m writing about it because I see it constantly – from one-truck operators all the way up to mid-size fleets. Greasing gets skipped, delayed, or done inconsistently, and the damage is cumulative.
A roll-off truck has dozens of grease points – pivot pins, sheave bearings, hoist pins, tailgate hinges, guide rollers, and side rollers, just to name the obvious ones. Every one of those points is metal-on-metal contact under heavy load and repetitive stress. Without a consistent film of grease, you get accelerated wear, increased friction, heat buildup, and eventually component failure.
I want to call special attention to the side rollers, because this is one of the most misunderstood components on a roll-off truck. A lot of operators think the container rides primarily on the rails. It doesn’t. The roll-off box rides the side rollers more than it rides the rail. Those rollers are what guide the container on and off the truck smoothly and keep it tracking straight. When side rollers aren’t being greased regularly, they seize up. A frozen roller is no longer rolling – it’s just a steel post that the container is grinding against. That creates enormous additional friction and drag on the entire hoist system, and the cable is the component that absorbs all of that extra stress.
Frozen side rollers are one of the leading causes of premature cable wear and cable failure that operators never connect to the root cause. They’re replacing cables and blaming the cable, when the real problem is a seized roller that nobody greased. Side rollers need to be greased on schedule and inspected regularly. When a roller is worn, seized, or damaged, replace it immediately – there’s no excuse for running frozen rollers.
What you should be doing: Establish a written grease schedule and stick to it. Daily is ideal for high-cycle operations. At a minimum, grease all points weekly and document it – and make sure the side rollers are on that list every single time. Spin each roller by hand during your inspection. If it doesn’t spin freely, it needs grease or replacement. Make greasing part of the driver’s pre-trip routine or assign it to a dedicated maintenance person. A grease gun and fifteen minutes of attention is one of the cheapest investments you can make in the life of your truck. A regular grease schedule, done consistently, will turn your roll-off truck into a true workhorse that performs year after year.
Mistake #3: Failing to Retorque Your PTO Mounting Bolts
This is one of the most overlooked maintenance items in the refuse industry, and it applies to every transmission type – Allison automatics, manual transmissions, all of them. Your Power Take-Off is bolted directly to the transmission and it absorbs enormous torsional vibration every time it operates. Those mounting bolts loosen over time. It’s not a question of if – it’s a question of when.
PTOs on refuse trucks take a tremendous amount of torque. Think about what that unit is doing: it’s driving your hydraulic pump, powering the hoist system, and cycling under heavy loads all day long. The torsional vibrations from today’s high-torque, low-RPM diesel engines make this even worse. Those vibrations work on the mounting bolts constantly, and if you’re not retorquing them on a regular basis, you’re setting yourself up for a transmission oil leak – or worse, PTO or transmission damage.
Don’t wait until you see transmission oil on the ground to check your PTO bolts. By the time you see a leak, the bolts have been loose long enough to cause damage to the gasket surface, the PTO housing, or the transmission case itself. That’s a repair bill that dwarfs the cost of a simple retorque.
OEM RECOMMENDATION – Allison Transmission / Chelsea (Parker Hannifin)
Chelsea Technical Bulletin PTO-TEC-137 (Parker Hannifin, Chelsea Products Division) specifically addresses PTO maintenance on Allison World transmissions and states:
“Monthly: Inspect for possible leaks and tighten all air, hydraulic and mounting hardware, if necessary. Torque all bolts, nuts, etc. to Chelsea specifications.”
The same bulletin notes that Chelsea engineering increased the mounting bolt torque specification for all 10-bolt series PTOs on Allison transmissions from the previous 30–35 lb-ft to 40–50 lb-ft (54–68 Nm) specifically due to the increasing vibrations in today’s high-torque, low-RPM diesel engines.
The bulletin further warns: “Due to the normal and sometime severe torsional vibrations that Power Take-Off units experience, operators should follow a set maintenance schedule for inspections. Failure to service loose bolts or Power Take-Off leaks could result in potential auxiliary Power Take-Off or transmission damage.”
Source: Parker Hannifin, Chelsea Products Division, Technical Bulletin PTO-TEC-137. For complete specifications, visit allisontransmission.com or contact your Allison dealer for the latest service publications.Read the bulletin here
What you should be doing: Retorque your PTO mounting bolts monthly – every 30 days, no exceptions. This applies to all transmissions, but it is especially critical on Allison automatics where the PTO is absorbing significant torsional loads. Use the correct torque specification for your PTO series and check with your PTO manufacturer if you’re unsure of the current spec. While you’re under there, inspect for any signs of oil seepage around the PTO gasket and mounting surface. Also ensure that direct-mount pump splines are properly lubricated with the recommended anti-fretting grease, as torsional vibrations cause fretting corrosion that wears out splines prematurely. This is a fifteen-minute job that can save you thousands in transmission and PTO repairs. Don’t wait to see a transmission oil leak – by then, the damage is already done.
Mistake #4: Neglecting the Reeving Cylinder Sheaves – The #1 Cause of Repeat Cable Failures
Your hoist cable is the single component holding your container in place during loading, transport, and unloading. There is no margin for failure here. A cable that snaps under load is a catastrophic event – it can destroy the container, damage the truck, injure the driver, and put bystanders at risk.
I regularly see operators running cables with visible fraying, kinking, or bird-caging. The mentality is always the same: “It’s still holding, so it’s fine.” That’s not maintenance. That’s gambling.
But here’s what most operators miss, and this is critical: if you’re breaking cables repeatedly, the cable itself is usually not the problem. The real culprit is almost always the sheaves – and the main sheaves on the reeving cylinders are the most commonly neglected components on a roll-off truck. These are the sheaves that carry the most cable load, operate under the highest stress, and cycle the most during every hoist operation. And they are the ones that almost nobody maintains.
When those reeving cylinder sheaves wear down, you’re no longer running cable over a smooth, properly radiused groove. You’re running steel cable over worn, flattened, or grooved steel – steel on steel. That dramatically increases the friction, heat, and stress on the cable every time the hoist cycles. The cable is being abraded and fatigued at an accelerated rate, and no matter how many new cables you put on, they’ll keep failing prematurely until you address the sheave condition.
I’ve seen operators go through cable after cable, spending hundreds of dollars each time on replacement and downtime, when a sheave inspection and replacement would have solved the problem permanently. Worn sheaves don’t just wear out cables faster – they put uneven stress on the cable that causes weak points, fraying, and sudden failure under load. That’s a safety issue, not just a maintenance issue.
What you should be doing: Inspect cables at every pre-trip. Look for fraying, kinking, corrosion, and bird-caging. Replace cables based on manufacturer guidelines and inspection findings – not based on whether they’ve failed yet. But just as importantly, make the reeving cylinder sheaves a priority in your maintenance routine. Inspect them regularly for wear, grooving, flat spots, and proper rotation. If a sheave isn’t spinning freely or the groove profile has worn down, replace it. If you’re going through cables faster than you should be, stop blaming the cable and look at the reeving cylinder sheaves first. That’s where the problem almost always lives. Addressing the root cause saves you money, reduces downtime, and eliminates a serious safety hazard.
Mistake #5: Ignoring Rail Wear Until It’s a Problem
The rails on a roll-off truck take a beating every single day. Containers slide on and off those rails thousands of times over the life of the truck, and every load puts stress on the rail surface and the mounting points. Rail wear is gradual, which is exactly why it gets ignored – until the container starts tracking poorly, loading unevenly, or damaging the frame.
Worn rails don’t just affect the truck. They damage your containers, too. When containers don’t seat properly, you get uneven loading, increased stress on the hoist system, and safety concerns during transport. I’ve seen worn rails cause container damage that cost more to repair than addressing the rail wear would have in the first place.
What you should be doing: Inspect rails visually on a regular basis – look for gouging, uneven wear patterns, and thinning. Measure rail thickness periodically and compare it against manufacturer specs. Plan for rail replacement or buildup before the wear reaches the point where it’s affecting operation. Addressing rail wear proactively is far cheaper than dealing with the cascade of problems it creates when you let it go.
Bonus Mistake: Treating Frame Stress Cracks as Cosmetic
Roll-off trucks work under enormous stress. The combination of heavy loads, repetitive hoist cycling, road vibration, and off-road conditions puts constant strain on the frame and subframe. Stress cracks are inevitable over time – but how you respond to them determines whether they’re a minor Roll-off truck maintenance item or a major structural failure.
Too many operators treat small frame cracks as cosmetic issues. They see a hairline crack and decide to deal with it later. But frame cracks propagate. A small crack today becomes a structural compromise next month. I’ve seen trucks come into our shop with frame damage that started as a simple stress crack that could have been repaired for a few hundred dollars but turned into a multi-thousand-dollar rebuild because it was ignored.What you should be doing: Include frame and subframe inspection in your regular maintenance routine. Look for cracks at high-stress points: hoist mounting areas, rail attachment points, cross-member joints, and anywhere you see paint cracking or rust bubbling. When you find a crack, address it immediately with proper welding repair by a qualified technician. Small repairs now prevent catastrophic failures later.
Why RDK Built a Better Hoist
Every Roll-off truck maintenance issue in this article – from hydraulic system cleanliness, to reeving cylinder sheave access, to cable longevity, to frame stress cracks – informed the design of the RDK-influenced Pac-Mac roll-off hoist. After four decades of watching these problems repeat themselves across every hoist brand on the market, I partnered with Pac-Mac (Hol-Mac Corporation) to start with a blank slate and build the hoist I always wished existed.
The result addresses these exact maintenance challenges by design. Crossmembers are moved back five inches so sheave blocks can be removed without cutting reeving cages or pulling reeving cylinders – because we know those main reeving cylinder sheaves are the most neglected components on a roll-off truck, and if they’re hard to access, they won’t get maintained. The 5-spool integrated valve body reduces hoses, fittings, and leak points. The hydraulic tank is mounted on the gantry assembly, shortening hydraulic lines and keeping the system cleaner. Heavier gauge domestic steel in the main frame means fewer stress cracks over the life of the truck. Every feature on this hoist exists because we saw the problem in the field first.
To read the full story behind the RDK-influenced Pac-Mac hoist design – including the innovations, engineering decisions, and 40+ years of field experience that went into it – see our companion article: “Why the RDK-Style Pac-Mac Roll-off Hoist?” (Coming Soon).
The Common Thread: Discipline Over Dollars
If you look at these mistakes, you’ll notice something: none of them are expensive to prevent. Clean hydraulic fluid, filters, tank breathers, grease, side rollers, PTO retorques, reeving cylinder sheave inspections, and crack repairs – these are all basic, affordable maintenance tasks. The expense comes when you skip them.
A roll-off truck that gets consistent attention to these fundamentals becomes a real workhorse – the kind of truck that runs reliably day after day, year after year, and still has strong resale value when you’re ready to cycle it out of your fleet. The trucks that get neglected become money pits that drain your operating budget and put your business at risk.
At RDK Truck Sales, we’ve built our reputation on the philosophy that “We service what we sell.” That means when you buy a truck from us, you get priority access to our shop, our parts inventory of over $2 million, and our team’s decades of hands-on experience keeping roll-off trucks on the road. But even the best service partner in the world can’t help you if the basics aren’t being done between visits. Take care of the fundamentals. Build the discipline into your operation. Your trucks – and your bottom line – will thank you for it.
Richard Kemner Founder, RDK Truck Sales Tampa, FL – Serving the Refuse Industry Since 1997 “We Service What We Sell”
This article is provided for informational purposes only. Maintenance intervals, torque specifications, and procedures may vary by manufacturer, model, and operating conditions. The OEM recommendations referenced in this article are sourced from publicly available technical bulletins and are provided for educational purposes. As with any equipment maintenance decision, we encourage readers to conduct their own due diligence, consult current manufacturer documentation directly, and work with qualified service professionals. Always follow applicable safety regulations and the most current manufacturer guidelines for your specific equipment.
All Dealers That Sell Roll-off Trucks Are NOT the Same: Here’s What You Need to Know Before You Buy
After 40+ years and thousands of roll-off trucks built, I can tell you this: one size does NOT fit all.
At RDK, we sell all the major chassis and body brands. We support most manufacturers for parts and service. But we will always tell you the truth: just because we sell everything doesn’t mean everything is right for you.
Here’s What Nobody Else Will Tell You About: Roll-off Trucks
Multi-application dealers stock chassis that work across dump trucks, boom trucks, flatbeds, and roll-offs. Convenient for them. Costly for you. Roll-off applications demand purpose-built specs not adapted inventory.
Quick-mount shops piece together kits with whatever parts are available that week. Two years later, when you need service? Good luck finding consistent components or matching parts.
Some manufacturers have been sold so many times they’re more interested in profit than performance. They want to move iron today not build trucks that run strong a decade from now.
RDK Gives You More Choices: Roll-off Trucks
We design and build our own hoists. Our chassis specs are written for Roll-off applications. We operate our own roll-off business, rental fleet, and leasing company so we spec trucks we’d want to own, operate, and maintain ourselves.
WE SERVICE WHAT WE SELL
✓ Purpose-built chassis specs for Roll-off Truck durability
✓ Consistent builds same components every time
✓ $2M+ parts inventory for fast turnaround
✓ Factory-trained technicians who know your truck
✓ We stand as a partner with you not just a vendor
RDK Buying Options Your Way: Roll-off Trucks
We give you the flexibility to acquire equipment the way that works best for your business:
Purchase: Buy new or quality pre-owned Roll-off trucks spec’d for your operation. 8,400+ sold and counting.
Lease: Flexible lease terms that preserve capital and keep your fleet current. Predictable monthly costs with options at term end.
Rent: Short term rental fleet available when you need backup units, seasonal capacity, or want to try before you buy.
Parts: $2M+ inventory for most major brands. Same-day shipping on in-stock items. We know what fits because we use it ourselves.
Service: Full-service shop and mobile field service. Warranty work, repairs, rebuilds, and preventative maintenance from technicians who specialize in refuse equipment.
Bodies & Hoists: Pac-Mac, Galbreath, Gal-fab, and our own RDK-designed hoists built for durability and serviceability
I started in this business in 1983, riding garbage routes at 5 AM to learn from the ground up. I founded RDK in 1997 to be the advisor I wished I’d had. That hasn’t changed. We’re not just selling trucks—we’re building partnerships.
After more than four decades in this industry starting back in 1983 when I was riding routes at 5 AM just to learn the business, I’ve seen plenty of trucks sidelined by cold weather problems that could have been prevented. Hydraulic issues top that list every single winter. This is what 40 years of experience has taught me about cold weather hydraulic maintenance.
Why Cold Weather Hits Hydraulics So Hard
Here’s what I tell every customer who calls in December wondering why their packer is acting sluggish: hydraulic fluid doesn’t like cold any more than you do.
When temperatures drop, that fluid thickens up considerably. I’ve watched operators jump in a truck on a 25-degree morning, fire it up, and immediately start cycling the packer at full speed. That’s asking for trouble. Thick, cold fluid can’t flow through lines and valves the way it needs to. The pump strains to pull fluid that moves like molasses. Pressures spike. Seals that were fine yesterday started weeping because they’re stiff and can’t flex properly.
I learned this lesson the hard way years ago, and I’ve seen the repair bills to prove it, blown hoses, damaged pumps, cylinders that needed rebuilding. All because someone was in a hurry on a cold morning.
What Actually Works
Give Your Truck Time to Wake Up
I know routes are tight and every minute counts. But five to ten minutes of warm-up, followed by running the packer through a few slow, easy cycles before you head out, saves hours of downtime later. Let that fluid circulate and warm up gradually. Your hydraulic system will thank you.
Check Your Fluid Rating
Not all hydraulic fluid handles cold the same way. If you’re running standard fluid and operating in temperatures that regularly dip below freezing, talk to your parts department about a multi-viscosity fluid designed for wider temperature swings. It’s a simple change that makes a real difference.
Watch Your Seals and Hoses
Cold makes rubber stiff and brittle. That small seep that you’ve been ignoring. It’s about to become a real leak when temperatures drop and that hose or seal can’t flex anymore. Winter is when marginal components fail. Walk around your truck and look, really look, for any signs of fluid where it shouldn’t be.
Listen to Your Equipment
After enough years, you develop an ear for what sounds right and what doesn’t. A pump working too hard has a different tone. Cylinders that are starving for fluid don’t move smoothly. If something sounds off on a cold morning, don’t push it. Let it warm up more or get it checked out.
The Real Cost of Skipping This
I’ve sold over 8,400 trucks through RDK since 1997, and I’ve had countless conversations with operators about what went wrong. The pattern is always the same: cold snap hits, someone’s running behind, they skip the warm-up, and by noon they’re on the phone needing emergency service.
A blown hydraulic hose on route doesn’t just mean a repair bill. It means a truck sitting on someone’s street leaking fluid. This also means a route that doesn’t get finished and your other trucks and crews are scrambling to cover. One shortcut in the morning turns into a full day’s headache.
Bottom Line – Cold Weather Hydraulic Maintenance
Treat your hydraulic system with a little extra patience when it’s cold outside. The few minutes you invest in proper warm-up and the attention you pay to fluid condition and component wear will keep your trucks running when you need them most.
That’s not just advice I give, it’s how we’ve operated for nearly 30 years at RDK. Take care of the equipment, and it takes care of you.
Have questions about cold weather hydraulic maintenance or need parts for your fleet? Contact RDK Truck Sales– we’ve been keeping refuse trucks running since 1997.
