Dick Toner’s name is synonymous with expertise and innovation in the commercial truck industry. With a career spanning over six decades, his hands-on technical experience and deep knowledge of truck frames, equipment and safety compliance have set industry benchmarks. From his years with NTEA’s technical services department to consulting as an expert witness in accident reconstruction, Dick’s work has shaped the way professionals approach vehicle safety and design. Here he shares his personal insights on the evolving challenges and opportunities in the field based on a lifetime of wisdom.
You’ve served as an expert witness in accident reconstruction and vehicle product liability since 1982. What are some of the most important lessons you’ve learned from that work, and how has it shaped your understanding of vehicle safety, quality and reliability?
When a vehicle goes into use, it’s subject to use and misuse, which can result in an injury. The truck equipment installer should follow all applicable regulations and standards to make the vehicle as safe as possible. In addition, items like warning labels, steps, handrails and grab handles should be part of the package. Load capacity is also a safety issue. As an example, a truck designed to carry yard waste will be severely overloaded when filled with gravel. Safety will suffer from the overload of tires, brakes and other components.
What recommendations would you have for NTEA members from your expert witness experience?
Build quality vehicles with the highest level of safety as possible. Pictures will help a great deal. In one case, the equipment installer was sued when a person fell off a cabinet on a utility truck. The accusation was that the railing was inadequate and that steps provide access to the top of the cabinet. The installer had pictures of the truck as delivered showing that the steps and the railing had been added later. They were dismissed from the lawsuit. Keep pictures and documentation for an extended period. Some trucks are used for a long, long time. Make sure that the chassis has the capacity the application requires.
Given your technical hands-on experience, how do you think advancements in technology and materials are impacting truck frame design and durability today? Are there any trends or innovations you’ve noticed in particular?
Materials have changed. Alloy steels are now available with yield strengths that were only available with heat treatment. Aluminum is also more common. Chassis are using higher strength and lighter weight materials as weight reduction becomes more important. The new materials require that chassis manufacturer recommendations for modifications be followed. Mild steel was easy to work with. The more sophisticated materials require more sophisticated procedures for modifications and repairs.
Looking back on your role as NTEA’s technical services director, what initiatives or projects are you most proud of, and how do you feel they impacted NTEA and its members?
Starting the technical department in 1978 and helping members was very rewarding. Weight distribution, compliance with federal regulations and chassis manufacturer information were the primary issues. It was very gratifying to be able to help the members to navigate those areas and establish working relationships with the chassis manufacturers. In the late 1970s, I created a manufacturers statement of origin document that is still being used today. Programs at the conventions and later special seminars were a great way to interact with the members to give them the tools needed to build safe, compliant vehicles and solve problems. Additionally, I developed spreadsheets for weight distribution calculations in the 1990s that were widely used in the industry.
Having consulted across various facets of the industry, from manufacturing to safety compliance, what advice would you offer to fleet managers and equipment professionals as they navigate challenges in specifying new vehicles they need for their operations?
Build vehicles with the capacity to do the job and the highest level of safety as possible. The cheapest price is not always the best value.
Truck frame modification is a topic you know intimately. Are there common mistakes or oversights you see in the field that you’d like to address, particularly for newer technicians installing bodies and equipment and more involved modification, like changing wheelbase, installing axles, etc.?
The NTEA Truck Frame Fundamentals Course gives the basics for truck frame modifications and repairs. Splicing in the wrong place, not reinforcing properly and poor workmanship are the three biggest errors. Bad welding and subgrade fasteners are examples of poor workmanship. In some instances, the newer materials will require different procedures.
You’ve watched the industry evolve for six decades. Where do you see the industry heading in the next 10–20 years, especially regarding the role of electrification and new materials in truck frames?
The heavier duty frames with straight C channels should essentially stay the same. They are easy to manufacture, very adaptable and easy to repair. Materials will change, but the basic design should remain the same.
Lighter duty frames have varying shapes and will become more difficult to modify or repair. As configurations become more complicated, the procedures to modify and repair truck frames will get more complicated, possibly to the point where the frame becomes a replacement part. That is already happening with other components. We used to replace individual wheel bearings and seals on front axles. Now they are replaced as assemblies. Before WWII, truck frames were a replaceable part. During the war, frames were not available, and repair became necessary. My father went to frame school and became the first person in Detroit to straighten and repair frames. I see the possibility that replacement will again become a common procedure on lighter duty trucks.
As Dick reflects on his remarkable journey, his advice to the industry is clear: prioritize safety, quality and innovation. Whether guiding NTEA members, mentoring technicians or consulting on cutting-edge advancements in truck frame design, his contributions continue to inspire progress. With electrification, new materials and evolving regulations shaping the road ahead, Dick’s legacy serves as a beacon for professionals striving to build vehicles that not only meet today’s needs but anticipate tomorrow’s demands.
Visit ntea.com/truckframeseries for additional truck frame fundamentals resources, including a four-part, on-demand presentation. Guided by Toner, each session (complete with illustrations and photographs) delves into critical elements of truck frame integrity — covering everything from material strength and load dynamics to real-world failures and best practices for splicing and reinforcement.