American Trucker West September Edition

BUSINESS OF TRUCKING: DRIVING SMARTER Pg. 16

September 2011

The Guide To Used Trucks, Equipment and Maintenance

INSPECTIONS:

WEST

By the Book

Pg. 18

Also:

American Trucker Marketplace Pg. 25

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YOU knOw the rOad we know how to save you money.

Now there’s a new alternative when it comes to fuel cards.

The OTR PRO Card, designed specifically for the trucking industry, offers: Pre-negotiated Fuel discounts no Fuel transaction Fees real-time transaction data Comprehensive Controls and reporting Value added Solutions – such as Factoring, auditing, Freight Matching and more The OTR PRO card program can help you gain efficiencies and save money.

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18/COVER STORY By the book: What you need to know to stay out of the inspector’s glare

16/BUSINESS OF TRUCKING Drive smarter miles: Hauling cheap freight can be profitable if done right

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EDITOR’S PAGE .............................................. 4 Fuel costs hurt more than just truckers

PARTS & SERVICE ............................................ 6 The latest in parts

TIRE RACK ....................................................14 The myth of traction drive tires

MORE CHOICES

READERS’ RIGS

Reman’d transmission a fit for many engines

Lone Star style

2 American Trucker/September 2011

READERS’ RIGS...............................................24 Got what it takes?

AMERICAN TRUCKER MARKETPLACE ............25 Used trucks, trailers, parts & services

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editor’s page

BY SEAN KILCARR

203/358-9900 or 800/776-1246 Fax: 203/358-5819

Vice President/Group Publisher Thomas W. Duncan

Editorial Staff Jim Mele Editorial Director jim.mele@penton.com

The fuel hurt

Sean Kilcarr Editor sean.kilcarr@penton.com Tim Brady Business Editor tbrady@writeuptheroad.com

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In trucking, we always think in one-dimensional terms when it comes to the squeeze high diesel fuel prices place on the bottom line.

But there’s another impact high fuel costs place on truckers large and small: the erosion of consumer spending. As consumers pay more for fuel, they reduce spending and that translates to less freight to haul.

Kenny Vieth, president and seHigh fuel costs hurt nior analyst with ACT Research Co., recently explained to me that roughly consumers, too, every penny’s worth of change to the price of gasoline or diesel equates to impacting freight consumers spending $2 billion more annually on fuel.

With gasoline and diesel prices up about 75-80¢/gal. over last year, “that equates to about $160 billion a year extra being spent by consumers on fuel and not on goods,” he told me.

On top of that, oil prices are predicted to go on the upswing over the next several years, according to projections by Ernst & Young.

“Beyond the short term, over the next three to five years, pressures on OPEC to increase capacity and production are expected to increase substantially,” said Marcela Donadio, oil and gas leader for the Americas at Ernst & Young. “Oil prices are dictated by supply and demand, and all signs point to modest oil demand growth and uncertain supply. Barring a strong economic shock, continued strong oil prices seem to be in order over the next three to five years.”

This is not music to any trucker’s ears by any stretch of the imagination. AT

Brian Straight Managing Editor brian.straight@penton.com Dan Zeis Senior Art Director dan.zeis@penton.com

Contributing Editors David Cullen david.cullen@penton.com Wendy Leavitt wendy.leavitt@penton.com Kevin Rohlwing kevinrohlwing@comcast.net Bruce Sauer bruce.sauer@penton.com Rick Weber rick.weber@penton.com Charles Wilson charles.wilson@penton.com

sean.kilcarr@penton.com

4 American Trucker/September 2011

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trucking insights

parts & service

New reman’d option

Big picture, big profits

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new reman’d transmission offering from Eaton Corp. provides more alternatives for dealers to help get truckers back up and running quicker. Eaton is also expanding its warranty coverage for its entire Reman line of transmissions.

The Flex Reman line differs from standard Eaton Reman transmissions in that it is shipped with a new gasket, eliminating the clutch housing. This will increase the number of Eaton Fuller transmission models that dealers will be able to replace, the company said.

The company said its Flex line has a standard shift bar housing with a forward shift bar housing available and covers a range of torque.

Standard warranty coverage on the entire Reman transmission portfolio is now two years for

The Flex Reman transmission eliminates the clutch housing. linehaul and 18 months for vocational applications, Eaton said.

Eaton is also offering extended protection plans of two years for linehaul and 18 months for vocational applications beyond the standard warranty period. Customers purchasing a standard qualifying Reman transmission as part of a glider kit installation receive an additional year of warranty coverage at no additional cost. www.eatoncorp.com

Fuel locator mobile app A

utomotive Resources International (ARI) is adding a fuel-stop locator application to its suite of mobile fleet tools via its long-term partner Wright Express (WEX). As escalating fuel prices increase truckers’ needs to reduce costs, the company said drivers can use the mobile versions of either ARI insights or ARI Driver insights to locate the fuel they need.

The WEX fuel site locator ap-

plication will produce a list of lowpriced fuel sites based on location, defined radius and fuel type, said Tony Candeloro, ARI director of client information systems.

“Fuel-cost management is an area where truckers can always find savings, and this added fuel site locator continues our commitment to providing technology that helps our clients achieve greater return on investment,” Candeloro added. www.arifleet.com

6 American Trucker/September 2011

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o be successful, a trucker has to look at the entire spectrum of the freight market and its rates. From that, a level of control over revenue is obtained by developing customers and freight lanes, which take all the market dynamics and rates into account.

By knowing all of the costs and profit requirements, an established freight lane, when completed, will meet the revenue requirements needed to attain profitability goals.

A trucker can have a freight lane that has three good legs and one ‘cheap’ leg because of the low ratio of loads to trucks in that area. But to do this, there must be a revenue goal for all four legs of the freight lane, so that hauling freight from that low-ratio area now becomes a profitable business decision. If proper analysis is done to ensure the other three legs can cover the cost of the operation for all four legs of the freight lane, the revenue now received from that fourth leg goes straight to the bottom line.

The best way for a trucker to bring success to his operation is not to be the “haul it all to wherever it’s going” carrier. Instead, develop specific freight lanes with a select number of shippers and brokers that have consistent freight within that lane.

Tim Brady’s “Trucking Insights” column appears monthly, offering helpful tips on how you can successfully navigate your business in today’s economy.

Contact Tim Brady at tbrady@writeuptheroad.com or call 731-749-8567. Join Brady at www.truckersu.com

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parts & service

Blu.2 debuts

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eopleNet has announced the reprogramming necessary because next generation of its Blu inthe software between the two units cab computing system. The is nearly identical.

Blu.2 is a more efThe Windowsficient version of the based Blu.2 offers onboard computing eDriver Logs in a grid system; it’s 65% lightdisplay to provide er as well as thinner; full details of a drivand it delivers 40% er’s time. Electronic faster startup in cold forms are provided weather. to help eliminate reAccording to CEO Blu.2 runs the same software entry of information Ron Konezny, who packages as the original Blu. from a customer’s made the announceproprietary computer ment during the PeopleNet Canada system. A text-to-speech feature alTransportation Symposium, the lows drivers to play an audio version new model uses the same platform of a message onscreen. as the existing Blu, and there is no www.peoplenetonline.com

Tools for Eaton, Dana components

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nder a licensing agreement with Roadranger Marketing, K-Line Industries will build and sell a line of special tools for servicing Eaton and Dana drivetrain components.

K-Line also introduced a tool designed to help eliminate irregular tire wear and ride vibration, and lengthen tire life. The Tire Runout Gauge measures both radial and lateral tire runout conditions. It uses a roller wheel placed against the tire tread in combination with a gauge bar, individual low and high spot sliders, and a magnified measurement readout that shows the amount of runout present. www.klineind.com

FendeRS thAt A

wAnnA

. All Rights Reserved.

800.248.3855 • www.minimizer.com

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parts & service

Ports begin truck replacement program

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program bringing together four Mid-Atlantic states promises “to offer one of the nation’s most generous programs aimed at replacing old, highly polluting trucks” by focusing on drayage vehicles that shuttle freight from four ports in the region to both warehouses and local stores.

Led by the University of Maryland (UMD) and the Mid-Atlantic Regional Air Management Assn., the new program uses public and private contributions to fund the initiative.

The Mid-Atlantic Dray Truck Replacement Program will offer $15,000 to short-haul truckers to cover the down payment on a new vehicle. The program will also help arrange financing.

The Ports of Virginia, Baltimore, Wilmington and Philadelphia, with support from their respective states, are chipping in funds to boost a $3.3 million grant awarded by the U.S.

Virginia is one of the ports participating in a truck replacement program.

Environmental Protection Agency (EPA). Private industry has also expressed interest in contributing.

All together, the program will match the EPA support dollar for dollar. Already, the organizers have lined up more than $400,000 in public support. More is pending, and they are expecting financial commitments from the industry as well.

In the first year, UMD hopes to raise approximately $1.5 million in public and private money to extend the impact of the EPA grant.

Cat giving away new truck A new Cat CT660 vocational truck is first prize in the “Win a Cat Truck” contest announced

by Caterpillar. The winner will be chosen from all entries by visitors to DriveCat.com, a website devoted to Cat’s new on-highway truck business.

People can enter the contest by submitting a video, essay or audio recording outlining their vocational truck application and explaining how a new Cat CT660 will make

them more successful. Entries will be accepted at the website until Sept. 30, 2011.

Between Oct. 1 and Oct. 15, DriveCat.com visitors can view and vote for their favorite submissions.

The entry with the most votes will be declared the winner on Nov. 1.

According to the company, the winner can choose either a CT660 dump truck or day cab tractor painted Cat yellow. www.drivecat.com

8 American Trucker/September 2011

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Fuel-saving driving tips W

ith diesel prices exceeding $4/ gal. in many places, every gallon saved is money in the bank for truck operators. Truckload carrier C.R. England, based in Salt Lake City, has compiled the following fuel economy tips to help drivers and owner-operators manage their miles per gallon: ❑ Shifting should be done as soon as engine speed is high enough to move to the next gear. Constant operation below 1,300 rpm significantly improves fuel economy. ❑ Drivers should anticipate changes in traffic and road conditions, avoid abrupt stops or rapid changes in vehicle speed, and minimize use of brakes. ❑ Conduct regeneration of diesel particulate filters while driving when possible as over-the-road regeneration uses approximately 1 gal. of fuel, while parked regeneration uses about 3 gals. of fuel. ❑ Each driver stop uses about 0.3 gals. to return the truck to speed. Consolidate stops for food, fuel, showers, maintenance, pretrips, and personal needs to reduce expense. ❑ Shifting one gear down decreases mpg by about 16% due to gear mesh effect. A 20% difference in time spent in top gear could result in as much as a 4% difference in fuel economy. ❑ Drivers should stay on route. Each out-of-route mile costs 73¢ in fuel alone at $4/gal., C.R. England estimates. ❑ Engines use up to one full gallon of fuel per hour while idling. If a truck idles 70% of the time, a truck’s overall fuel economy is reduced by almost onefifth, or about 1 full mpg. The carrier points out that modern engines do not require warm-up periods or long cooldown periods.

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parts & service

Going wide G

oodyear Tire & Rubthat the DuraSeal liner does ber Co. is rolling not seal sidewall punctures. out two new The company added that wide-base truck tires, DuraSeal should help imwith one designed for prove confidence among long-haul operations customers considering and the other for rewide-base tires, which are gional applications. designed to save weight and The new G392 SSD improve fuel economy. drive and G394 SST The G392 SSD for tractrailer wide-base tires The G394 features tor drive axles is available feature the tire maker’s Fuel Max technology. in load range L in a 445/ Fuel Max technology. The 50R22.5 size. The G394 SST tires are also flat-resistant as they are for trailer axles is available in load equipped with Goodyear’s Durarange L in a 445/50R22.5 size.

Seal, a gel-like inner liner that inGoodyear plans to offer matching stantly seals tread punctures of up to retreads for both.

1/4 in. The tire maker noted, though, www.goodyeartrucktires.com

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Rair enhances CSA offering

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air has added a new report that links CSA data to audited Driver Vehicle Inspection Reports (DVIRs).

Data from DVIRs is compared with CSA maintenance BASIC data to help companies identify and counsel drivers who routinely perform inadequate vehicle inspections. The report indicates whether the cause of a vehicle-related CSA violation was noted on the DVIR for the day of the inspection or the day prior to the inspection.

The report was designed to help reduce the number of inspections, violations, points and roadside repairs, and to help increase the number of on-time deliveries. www.rair.com

Why better? In the past, when it came to heavy-duty truck parts, you had the good, the better and the best. This left you with low price, low quality or high price, high quality. At Alliance Truck Parts, we believe there’s a right way: good price, better quality. That’s why we partner with the best suppliers and work with them to make better all-makes parts at good prices – meaning you get more than you pay for. Then, we back each part with a nationwide warranty and make them available at over 800 locations. That’s

alliancetruckparts.com

called value and you’ll find it in every quality part we sell.

DTNA/PSM-A-576. Specifications are subject to change without notice. Copyright © Daimler Trucks North America LLC. All rights reserved. Alliance Truck Parts is a brand of Daimler Trucks North America LLC, a Daimler company.

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parts & service

New oil for diesels

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msoil’s new synthetic diesel oil is said to offer a low volatility rate for reduced oil consumption and emissions during operation. The 15W-40 oil is for both on- and off-road engines.

The oil is designed with a low-sulfated ash formation to meet low-emissions requirements for diesel oil while maintaining protection, performance, and fuel efficiency even under the most severe operating conditions, Amsoil said. It is compatible with

all exhaust treatment devices and for engines equipped with diesel particulate filters.

According to Amsoil, the oil is based on a premium synthetic base stock and robust detergent additive and available for use in diesel engines with the following specs: API CJ-4, CI-4+, SM; ACEA E9; DDC 93K218; Cummins CES 20081; MB 228.31; CAT ECF-3, ECF-2, ECF-1-a; Mack EO-O Plus; Volvo VDS-4; MAN 3575; Renault RLD-3; and MTU Type 2.1. wwww.amsoil.com

Wix adds to ecoLast line W

ix Filters now has available five part numbers for its ecoLast oil filters to fit these engines: Cummins ISX, Cummins M11, Mack MP8, Detroit DD60, and Caterpillar C13 and C15. The company said ecoLast is a “revolutionary line of direct replacement heavy-duty oil filters” that has “proven to double oil life and save fleets $100 to $200 per vehicle annually.”

According to Wix, ecoLast oil filters capture dirt and soot like a

traditional filter but use media to “sequester” the acids in the oil.

Other extended drain technologies, “such as time-release additives, sacrificial elements, onboard refining and bypass filtration,” are all limited by buildup of acidity levels. The company said the media has proven effective with conventional and synthetic lubes, and works with biodiesel, LPG, gasoline and diesel fuels. www.wixfilters.com

DEF hose reels

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line of spring-retractable hose reels specifically designed for diesel emissions fluid (DEF) dispensers has been released by Reelcraft. The reels, which include Goodyear-branded DEF dispensing hose and an adjustable bumper, are made of 304L stainless steel and feature Viton O-rings. www.reelcraft.com

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We offer 28 product lines of OES-quality parts for heavy-duty trucks out on the road. These aren’t one-size–fits–all parts – they’re made specifically for the heavy-duty truck model you use. So whether you’re performing maintenance, repairs, or buying new accessories, you can trust Alliance Truck Parts to get the job done.

Better Parts. Good Prices.

DTNA/PSM-A-621. Specifications are subject to change without notice. Copyright © Daimler Trucks North America LLC. All rights reserved. Alliance Truck Parts is a brand of Daimler Trucks North America LLC, a Daimler company.

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parts & service

Scale designed for easy installation

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he mechanical suspension onboard scale has been designed for easy mounting, allowing it to be installed in less than one hour, TruckWeight said.

The scale requires no welding or special tools, and can be installed on tractors and trailers with walking beam, leaf-spring, and other mechanical suspensions, the company said.

Targeted primarily for refuse, aggregate and logging vehicles, the new product consists of a set of strain gauges or sensors, transmitters and a handheld receiver. The receiver has a range of 500 ft. and displays axle group and gross vehicle weight readings in three-second intervals. The gauge mounts directly to the suspension with a high-strength adhesive.

TruckWeight’s new mechanical scale can be installed in less than one hour.

“Previously, the strain gauges were attached to a bar that then needed to be welded to the axle or to a bracketing system,” said Peter Panagapko, president of TruckWeight. “We moved away from that because the measurement was not exact from the axle itself.” www.truckweight.com

Miller picks Mac’s M

ac’s Tie Downs, a manufacturer of tie-down systems, announced that tow equipment manufacturer Miller Industries has chosen its products for its vehicle lineup. To satisfy Miller’s requirements, Mac’s has created a special version of its Pro Pack line. The Mac’s Pro Pack has been designed to work with Miller’s “roll back” truck models. The special line will include Mac’s axle straps, ratchet straps, and strap wraps.

Mac’s through-the-wheel Pro Pack uses four ratchet straps and four axle straps that have been made 40 in. long to accommodate

Mac’s Tie Downs has created a special line of products for Miller. larger wheel and tire combinations.

They are covered with 32-in. padded fleece sleeves so the only surface touching the wheels is a 3/8-in. foam pad covered in soft black fleece. www.macscustomtiedowns.com

12 American Trucker/September 2011

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Next-generation of aero device

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he UT-6 Trailer UnderTray aerodynamic system has been redesigned for easier installation, better ground clearance, and improved suspension travel, according to manufacturer SmartTruck. Now in production, the aerodynamic device can improve a tractor-trailer’s fuel efficiency by more than 10%, the company claims.

The second generation of SmartTruck’s device not only fits a wider range of trailer models, but also cuts installation time to less than two hours, the company said. The system is now mounted independently of the trailer’s suspension components and features a smaller rear diffuser. www.smarttrucksystems.com

Mobile maintenance app

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wnersite Technologies has released a new mobile edition app free to all subscribers of Ownersite.com, a webbased maintenance management system targeted to small- and mediumsized fleets.

Ownersite Mobile will offer direct access to vehicle records and maintenance management information located on the site. Users can enter data on vehicle servicing, fuel purchases, and other information. The app also integrates with geolocation services to reduce data entry for trip logging, fuel and maintenance stops.

Additional features include setting user access policies, automating maintenance alerts to drivers, capturing trouble tickets from the road, and generating mobile reports.

The app can be downloaded from the Android Market. It is optimized as a website for mobile devices. www.ownersite.com

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parts & service

Accuracy improved

DEF locator

ore accurate estimated time of arrival and dropoff and additional real-time and historical traffic conditions have been added to the latest release of ALK Technologies’ popular PC*Miler routing and mapping software.

PC*Miler 25 allows users to specify a route’s departure or arrival date and time, offering the ability to more accurately calculate arrival and delivery times, the company said. This capability is enhanced through a partnership with traffic information provider Inrix, which has provided real-time traffic maps and traffic forecasting.

“ALK is pleased to be the first and

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only provider of enhanced truck-specific route planning and mapping capabilities based on real-time and historical North American traffic data,” said Craig Fiander, vice president of marketing-PC*Miler Solutions.

Updated toll costs, as well as the ability to calculate tolls based on time of day, vehicle weight, axle configuration, trailer configuration, and toll programs have been included.

Warnings are now issued for vehicles that leave a designated geofence. Additional enhancements include truck-specific routes, 53-ft. trailer and state oversized routing restrictions. www.alk.com

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or drivers in need of diesel exhaust fluid (DEF), Yara International has a solution. The new Air1 DEF Mobile Locator uses GPS to identify the nearest DEF retail outlets to a driver’s location. The app is available for free from the iTunes app store for the iPhone, iTouch, and iPad. An app for Android devices is also available, and a Windows 7 version will be released this month.

DEF is required to ensure vehicles running with selective catalytic reduction technology remain compliant with EPA’s 2010 heavy-duty engine and vehicle emissions standards. http://us.air1.info

t i re ra c k

B Y K E V I N RO H LW I N G

kevinrohlwing@comcast.net

The drive tire myth

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In the early 1990s, I spent a lot of time working with fleets to find tire combinations that worked best in their applications. One particular customer allowed drivers a lot of influence over the decisions, which led to different setups on almost every tractor. The owner’s theory was that his drivers were hauling hazardous materials in custom trailers all over the country in all types of weather, they were the Can steer tires in so ones who should when the drive positions decide tires needed to be or serimprove efficiency? replaced viced.

Bill was a driver for this customer. He was a Merle Haggard lookalike right down to the leather vest and could back a trailer between two sheets of glass with less than a foot on each side. Bill was top dog, with his name on the door of the truck, and hauled the most sensitive loads to the most difficult places, so we had to keep him happy—and he knew it. Now keep in mind, he was hauling hazardous materials out of Chicago to places all over the U.S., which meant he spent more than enough time fully loaded and empty in the snow. In the years that I worked with Bill, he never drove a truck with traction tires on the drive axles. The other drivers would call him crazy, but Bill didn’t care. We talked about it a lot because steer tires on the back were so different, but he always said it comes down to three things: One, he never wrecked (his words); two, he never got stuck; and three, he always made the delivery.

Bill readily admitted that his biggest risk was stopping on snow. It didn’t make much of a difference as far as wet stopping because nothing evacuates water from

14 American Trucker/September 2011

the footprint of a tire like a groove, which is the primary feature of a “steer” tire. Almost all of his driving was on paved roads that were regularly treated with salt or some other ice-melting material, so he rarely had to stop the truck on snow or ice. He figured that the majority of the time he was driving on dry Interstate highways, so why not take advantage of the smoother and quieter ride. When the roads got slick, he slowed down or put on chains.

Looking back, I’ve noticed that the drive tires of today are not radically different than the drive tires of 20 years ago. Open tread blocks on the shoulders may have been replaced by solid ribs, but the same basic principles of drive tires are still in place. Does the modern drive tire still maintain the traction “look” because the operating conditions demand it or the drivers need it like a pair of lucky boots?

The tire companies already add the all-position description to their steer tire line. This means they acknowledge these tires can be operated in drive positions, so I’m sure they have the data to prove they work just as well as their traction counterparts. With all of the emphasis on fuel economy, I started to think that Bill’s approach would result in the minimum rolling resistance, which could potentially save fleets millions in fuel costs. But then I remembered that drivers haven’t changed in the last couple of decades, and most would still refuse to drive the truck if they saw steer tires on the drive axles, especially in winter. They’ve been conditioned to think they need traction tires and don’t care that Bill never wrecked, never got stuck, or never missed a delivery. AT

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business of trucking

Drive smarter miles Taking “cheap freight” can be a profitable venture for any trucker

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he problem sticks out like a sore thumb that has been banged with a 10-lb. sledgehammer. Anyone who looks at how much they should be making based on a per-mile rate is going to lose money. Per-mile rate is the final answer only if the customer is looking for a per-mile rate.

So, how many miles do you have to cover for $1.25 to $1.27/mi. to be a profitable rate?

That rate may work for a truck traveling 3,000 mi. a week, but if it’s a 2,200-mi. week, the rate can increase as much as 20-30¢/mi. to arrive at the same profit margin. The fewer the miles per week and per month, the higher the per-mile rate needs to be to meet net revenue goals.

BY TIM BRADY, BUSINESS EDITOR

The $1.27/mi. takes care of operational costs including driver’s pay (35 ¢ /mi.; 15 ¢ for employee costs), 65¢/mi. for fuel and 12¢/mi. for maintenance, repairs and tires.

What it doesn’t address, however, is the fixed cost of between $240 to $350 or more per day to just own the truck and trailer. And that’s the number that keeps on ticking even when the trucks are sitting.

If a trucker quotes a per-mile rate to a customer, nine out of ten times he doesn’t have a clue on how to set his hauling rates; hence, the problem with carriers accepting “cheap

16 American Trucker/September 2011

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freight.” Carriers are responsible for knowing their costs, and what they need to profit. There is no possible way for a broker, 3PL, shipper or anyone else to know what that carrier requires in revenue or in a hauling rate.

AVOIDING TROUBLE

Quote or accept a single per-mile rate, and you’ll eventually find yourself in financial trouble.

To extend this discussion, it’s also about understanding the market and the forces that determine the hauling rate within that market.

Some rates will be reasonable, others will be low, and some may even exceed your needs. But the trick is to develop specific freight lanes that

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take this all into account and are profitable at the end of the month.

Within that established freight lane, there may be one or two legs where you need to accept and haul cheap freight.

What constitutes cheap freight?

Cheap freight is any hauling rate that’s below your truck’s breakeven point. In other words, if it costs more to run the load than the load pays, it’s cheap freight. But does that mean you should never haul cheap freight?

You can have a freight lane that has three good legs and one cheap leg due to the low ratio of loads to trucks in an area. To not haul a cheap freight load would be bad business. If the carrier has done his homework correctly and the other three legs cover the costs and profit of all four legs of the lane, then whatever rate he can get for that fourth cheap leg goes straight to his bottom line.

DEFINING A LANE What’s a “freight lane?” It’s the difference between shotgun hauling and running in an established route with a number of different customers in each leg. It’s far more boring for the driver since he/she tends to run the same highways and scenery all the time, but it creates better consistency in revenue, fuel purchasing and overall rate setting.

My carrier clients’ trucks, which operate in established lanes, very seldom deadhead over a couple of hundred miles and even that’s unusual. We’ve established the revenue goals for an entire lane and month, so the goals cover both costs and profit for the month. The result?

It’s better for them to take a load regardless of what it pays since it then goes to their bottom line.

The truckers who refuse cheap freight on a regular basis are doing so because they aren’t running in an established freight lane, or one

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Putting freight in your truck, even at reduced rates, could lead to more profitability. that isn’t correctly designed. It’s very hard to make a profit in this business if you don’t know the total revenue needed for an entire month and develop a load plan within a freight lane that accomplishes that goal.

I’ve seen very few successful load plans that didn’t include hauling cheap freight in at least one leg; but remember, it’s the revenue over the entire month that must be profitable not every leg.

If done correctly, it’s possible to double your profit (or more) hauling cheap freight. It’s knowing when and where to do it, however, and doing it within an established freight lane.

MARKET FORCES In general, freight rates are on a supply and demand basis. Te more trucks in an area and less freight coming out of that area, the lower the freight rates; the fewer trucks in an area and the more loads, the higher the rates. Tat’s why highly developed freight lanes are very important for small carriers. By looking at the complete picture, they not only have the opportunity to take advantage of all available freight, they can even create a profit from cheap freight.

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Perhaps these modifications take a bit more time, thought and patience, but at the end of the day, profit is profit—even when it comes from cheap freight. The secret to running a profitable trucking operation comes from the following five areas: q Know your costs, including that never-ceasing fixed cost on each truck. q Have established profit margins on each truck. q Have a defined rate range from break-even point to meeting all your capitalization requirements on each truck. q Have very defined freight lanes with multiple customers (brokers and shippers) for each truck. q Be sure the hauling revenue at the end of each month received from that freight lane meets or exceeds your carrier’s income requirements.

It’s not how many miles your trucks cover in a month, or what they earn per mile, it’s how smart each mile is driven. AT Contact Tim Brady at tbrady@writeuptheroad.com or call 731-749-8567. Join Brady in the Trucking Business Community at www.truckersu.com.

American Trucker/September 2011 17

cover story

INSPECTIONS:

By the Book

By Sean Kilcarr, Editor

Inspectors are trained to spot the telltale signs of faulty trucks.

Here’s what they are looking for.

S

afety is never a matter taken lightly in the trucking business, by fleets and drivers alike. Yet, for a variety of reasons, many erstwhile safety-conscious operators can let things slide on occasion. Sometimes, many may feel too pressured by tight delivery schedules to properly conduct preor post-trip inspections. Drivers might sometimes get ensnared by the many day-to-day details governing the rough-and-tumble world of trucking and forget to properly fill out their logbooks.

Finally, there are those strapped for cash who might just tell themselves, “Hey, it’s just a trailer marking light or two. I can wait to repair those. It’s not like the brakes don’t work or anything.”

But each of those cases—indeed, in any case where a fleet or driver might consider skimping on what’s perceived as “minor” items—represent nothing more than a fool’s errand to trained commercial vehicle inspectors.

For example, Officer Monty Kea, an inspector with the Texas Highway Patrol, a division of the Texas Dept. of Public Safety, will tell anyone who will listen that inspectors are trained to look and listen for specific signals that something is wrong with a truck or trailer, no matter how minor such details may seem to the average operator. It’s almost always the small stuff that initiates a roadside inspec-

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tion, Kea warns.

“When lights are out, especially marker lights, that gets our attention fast,” he explained in an interview with American Trucker. “We’re even trained to recognize the sound made by a tire with a flat spot on it.

We can hear that sound while we’re working and we’ll pull someone over to make a thorough inspection of all their tires and wheels to see if it’s an indicator of bigger problems.”

HOPE IS NOT ENOUGH Simply hoping your equipment won’t get pulled over for a roadside inspection is not a good safety compliance strategy, either. According to the Commercial Vehicle Safety Alliance (CVSA), some 4 million roadside inspections are conducted annually across North America by police officers and others trained in commercial vehicle enforcement procedures.

So how do truckers avoid being tagged for roadside inspections and, more importantly, when they are, how do they ensure their equipment is up to snuff?

Kea believes the first thing managers and drivers should do is go out and buy a copy of the North American Standard Out-Of-Service Criteria Handbook and Pictorial, which is updated and published every year by CVSA. The book provides a step-by-step inspection guide for enforcement personnel concerning trucking equipment safety.

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The thick spiral-bound book is divided into four parts: ❑ Part I details violations that place a driver out of service. ❑ Part II outlines the critical vehicle inspection items and provides direction to each commercial vehicle inspector in North America. It identifies at what point a commercial motor vehicle can no longer be safely operated for fear of causing an accident or breakdown due to its mechanical condition. ❑ Part III provides guidance for unsafe hazardous materials transportation, including both conditions which fail to communicate a hazard and those which are themselves hazards. ❑ Part IV establishes criteria for placing a motor carrier out of service.

“Every driver and fleet manager should have this handbook because it literally tells them what problems we as inspectors are looking for,” Kea says, noting that the picture reference guide in the back helps clearly illustrate what “defective equipment” actually looks like.

The next step is to really pay attention when conducting preand post-trip inspections. “A lot of drivers will just ‘pencil whip’ through their daily checklist assuming everything is okay,” Kea points out.

But trucks log a lot of miles every single day, so an air system that might have been tight two days ago may now be leaking, and unless the driver checks it every single day, he or she will never know there’s a problem until it’s too late.

Kea notes that inspectors typically keep an eye out for any problems associated with four components on a commercial vehicle. Spotting an issue with any one of them usu-

American Trucker/September 2011 19

Inspectors focus on four key areas during roadside inspections: tires and wheels, brakes, air systems, and lights. ally will convince an officer to pull the truck in question over for a more thorough roadside inspection. Those four components are: ❑ Lights, especially trailer and truck marking lights ❑ Tires and wheels ❑ Brakes ❑ Air systems In the case of flatbed operators, the methods for cargo securement will get a thorough going-over, Kea explains. “Are they using the proper type of securement device— straps or chains, for example—for the cargo that they are carrying?” he asks. “Are the cargo securement devices in good condition, or are they frayed and worn?”

Kea points out that most inspections conducted at roadside will be Level 2 inspections, not Level 1, meaning that officers typically won’t go under the truck to check if the vehicle’s brakes are out of adjustment.

“But that won’t really matter if the air system has a leak, for proper air pressure is critical to proper brake function to begin with,”

he says. If there’s an air leak, that truck won’t be going anywhere until it’s fixed; waiting to get it fixed may provide time for a more thorough inspection of the brakes.

At the end of the day, though, stresses Kea, trucking companies and drivers that keep their equipment in good and safe working

order to start with are going to be the ones that experience the least amount of trouble when inspectors start looking around.

“Make sure everything is functioning as it should and complies with the rules in the handbook,” he adds. “You’ll have no problems acing inspections if you do so.”

Types of truck safety inspections LEVEL I: A complete inspection that includes a check of the driver’s license, medical examiner’s certificate (and waiver, if any), alcohol and drugs, hours of service, seat belt, vehicle inspection report, brake system, coupling devices, exhaust system, frame, fuel system, turn signals, brake and tail lamps, headlamps, lamps on loads, load securement, steering, suspension, tires, van and open-top trailer bodies, wheels and rims, windshield wipers, emergency exits on buses, and hazardous materials requirements, as applicable.

LEVEL II: A “walk-around” inspection is one that includes a check of each of the items in a Level I inspection, but not items that re-

20 American Trucker/September 2011

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quire the inspector to physically get under the truck.

LEVEL III: An inspection of just the driverrelated items in a Level I inspection.

LEVEL IV: A special inspection, typically a one-time examination of a particular item for a safety study or to verify or refute a suspected trend.

LEVEL V: An inspection of just the truckrelated items in a Level I inspection.

LEVEL VI: An inspection of a shipment of highway-route-controlled quantities of radiological material. A Level VI inspection includes an enhanced check of each of the items in a Level I inspection.

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Using infrared to inspect trucks

H

eat is a telltale sign that something might be wrong when it comes to trucks, particularly in the case of tires, exhaust systems, and brakes.

(The term “smoking the brakes” didn’t get created by happenstance, after all.)

For this reason, many motor carrier enforcement agencies are now using infrared inspection systems (IRIS) to help them identify trucks with underinflated, flat, or overinflated tires, leaky exhaust systems, and, most importantly, overheated brakes.

The biggest advantage of such technology is that it can quickly identify trucks with problems in these areas—usually in seconds—helping law enforcement officers quickly determine who has been operating good, safe equipment.

During Roadcheck 2011, the annual 72hour safety inspection “blitz” conducted across North America under the auspices of the Commercial Vehicle Safety Alliance (CVSA), the Virginia State Police showed off one of the four mobile IRIS vehicles it operates across the Commonwealth.

The vehicle features the latest version of this infrared technology combined with a digital video recorder (DVR) system, which has replaced the video cassettes used with earlier models.

Eventually, says Dorothy “Dottie”

Pictured is the latest model of IRIS, housed in a Daimler Sprinter van and piloted by IRIS technician Dorothy “Dottie” Ritenour.

Ritenour, IRIS technician, the Virginia State Police would like to install fixed IRIS platforms at weigh stations or other locations along heavily traveled freight corridors such as I-95 and I-81. Since this technology is still very expensive, the troopers will only be using the mobile version for now.

“When we use this technology, we’re setting up at the bottom of a long descent or similar down slope, one where a truck will have used its brakes frequently, so we can see what’s happening,” she

Roadcheck results T

he Commercial Vehicle Safety Alliance’s (CVSA) annual Roadcheck enforcement operation returned another record-setting year, with overall out-ofservice (OOS) rates being the lowest since the group started this yearly event over two decades ago.

Yet within the numbers were several disquieting increases, according to Stephen Keppler, CVSA executive director, that created what he dubbed “a moment of pause” for the safety enforce-

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ment organization.

Roadcheck data from 2011 pegged the overall vehicle compliance rate at 80.7%, up from 80% in 2010, with an overall driver compliance rate of 95.8% compared to 95.6% last year. For North American Standard Level I inspections, compliance rates went up to 77.2% for vehicles from 76.7% in 2010 and 96.3% for drivers, unchanged from last year. In addition, there were 296 fewer safety belt violations in 2011, some 863 versus

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explains.

Usually, Ritenour says she gets about 10 seconds to view a truck rolling over the scales with IRIS, but that’s all she needs to make a quick determination as to whether its brakes, exhaust system, and tires are in good shape or not.

Perhaps the best thing about this technology is that it allows inspectors to focus on the folks running poorly maintained equipment while leaving the “good apples” alone to continue on about their business.

1,159 in 2010, CVSA notes.

Yet not all of Roadcheck’s results were so heartening, as several driver-related violations witnessed increases in 2011, CVSA noted.

While overall OOS rates for hours-of-service violations rose only slightly, to 52.5% this year from 52.1% in 2010, OOS rates for false logs increased to 14.9% from 13.3%; driving with an expired license crept up to 1.5% from 1.2%; and driving with a suspended license jumped to 5.3% from 4.3%. The biggest jump came in driver disqualification, rising to 6.1% from 3.7%, CVSA said. AT

American Trucker/September 2011 21

trucks at work WHOLESALE DELIVERY

Fuel sipping Grocer’s fleet focuses on efficiency

T

The numbers speak for themselves.

In 2010, Hannaford Trucking Co., the wholesale delivery fleet for Hannaford Supermarkets, reduced its consumption of diesel fuel by 137,000 gals. By 2014, the company anticipates cutting its fuel use by a total of 460,000 gals.

Based in Scarborough, ME, Hannaford, part of Brussels-based Delhaize Group, operates 177 stores in Maine, Massachusetts, New Hampshire, New York and Vermont. The Hannaford fleet of 100 tractors and 360 trailers covers 11.5 million mi. annually from distribution centers in Maine and NY. “Since 2005, when we became a partner in the EPA SmartWay program, we have continued to improve the efficiency of our fleet with effective equipment upgrades and changes,” says Chris Huff, director of transportation. “Some of our early success came from purchasing tractors with improved aerodynamics and specs that improved efficiency, and many of those things are still standard.”

The latest equipment and specification choices for the Hannaford fleet call for Freightliner Cascadia tractors with Detroit Diesel DD15 engines and Eaton automated manual transmissions. In addition, the company has added electric standby refrigeration units manufactured by Thermo

King and Carrier on its Great Dane Classic refrigerated trailers, as well as automatic tire inflation systems, and wide-base single tires.

Improved mpg and lower costs for the Hannaford fleet are being realized through a tractor lifecycle program that calls for turning over equipment at 500,000 mi. or after about 48 months of service. “In the past, we operated tractors for seven years or 700,000 mi.,” Huff explains, “but after 500,000 mi. our maintenance cost per mile began to trend upward. Even considering the higher initial cost of new engine technology, an analysis determined we could reduce our cost by 2 to 4 cents per mile while newer equipment would provide improved fuel efficiency.”

A SHORTER CYCLE

That analysis, done by Hannaford and validated by Fleet Advantage, a provider of truck fleet leasing and information technology services, also led the company to initiate a leasing program to replace tractors every 48 months. Currently, about 75% of the fleet is leased through the company.

“Fleet Advantage is also the provider of a Clean Air Program that identifies technologies and methodologies we need to field an environmentally and economically sustain-

22 American Trucker/September 2011

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able tractor fleet,” Huff states.

A maintenance program has reduced costs, Huff notes, and in this case one thing has not changed. “Our fleet is maintained by Kris-Way Truck Leasing, a third-party maintenance provider that has served the company for 30 years,” he says.

Hannaford has also been able to reduce mileage, fuel use and pollutants emitted by making operational changes. For example, the company saved over 83,000 gals. of fuel by switching to the use of 48-ft. doubles on the New York State Thruway and the Massachusetts Turnpike. Reduced fleet mileage was also realized by adjusting delivery schedules to optimize loads and stops per load.

Using information from onboard systems, the company routinely works with its drivers to manage and improve their performance. “We share a lot of information through daily performance postings, group discussions and one-on-one counseling,” Huff says.

“Conservation is extremely important to us,” Huff adds. “In addition to lowering our operating costs, in the past two years our equipment, operations and driver programs have significantly reduced fuel use and emissions, and we’re looking forward to even greater savings.”

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readers’ r igs Think your custom truck measures up to— or maybe even beats — the ones owned and operated by your fellow American Trucker readers?

Howard Henley Ft. Worth, TX

J.E.T. Transportation

Trurich Trucking

Kingston, OK

Kalamazoo, MI

Send us a photo for judging in our monthly Readers’ Rigs showcase. Each month’s winner gets entered into the championship round, with the Grand Champion Reader Rig selected and profiled in American Trucker’s December issue.

Email your truck pictures to: SEAN KILCARR EMAIL: sean.kilcarr@penton.com TELEPHONE: 7035691829

Readers’ Rigs and the Grand Champion Award are sponsored by PPG Commercial Coatings www.ppgcommercialcoatings.com

24 American Trucker/September 2011

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American Trucker/September 2011 - West 25

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Many trucks and trailers and several pieces of equipment currently in inventory, also parts including engines, transmissions, and differentials

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American Trucker/ er/September 2011 - West 27

Check the web site for full listings. Wet kits available, many more models to choose from, new stock weekly, call for equipment pricing

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11250 West 215th St. Lakeville, MN 55044 (866) 207-1776 2009 Mack CXU613, 90,000 Miles, Mack MP7 405 hp, 10-spd., Camelback Susp., 4.17 Mack Rears, Alum.

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2009 Mack GU713, Mack MP8 485 hp, Auto. HD4500 Trans., 4 Bag Air Ride, 12,000# Frt. & 40,000# Rears, Alum. Wheels, A/C, P/S, Dual Tanks, 22,236 Miles, Stk. #4635C.. $107,500

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30 American Trucker/ er/September 2011 - West

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American Trucker/ er/September 2011 - West 31

email: safetychecksystems@rogers.com Tel. 1-800-552 4696 www.safetychecksystems.com ARE YOUR BRAKES OUT OF ADJUSTMENT ???? HERE IS THE SOLUTION The greatest identifiable safety problem in the Transportation Industry is air brakes out of adjustment.

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No costly delays at weigh stations due to incorrect brake adjustment, it takes only minutes to inspect your brakes yourself.

ON TRAILERS The pushrod clevis jam nut is used to hold the indicator bracket. Just back off the jam nut and install the fork indicator bracket. Retighten the jam nut to spec. Installation is completed in minutes.

The trailer gauge bracket is a formed high strength steel member and is unbreakable. Universally adjustable to suit all trailer applications and chamber strokes.

Standard greasable clevis pin fits manual or automatic slack adjusters. The new standard greasable pin is included with SYSTEM II trailer gauge when ordered as greasable.

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Oval Holes Their Corner Support (A Screw) Restricted Flow GM Automotive Channel Automotive Type Core Flimsy Header Plate (.035)

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Locations

Michigan • alabaMa • california • florida • illinois • Maryland • Utah

Spalding Inc. Truck Division

ALL PARTS CARRY 180 DAY WARRANTY!!

N. 2210 University • Spokane, WA 99206

(509) 924-3300 In-State & Out-Of-State (800) 366-2070 Ext. 4 FAX: (509) 444-1921 * TRUCK PARTS *

LIGHT THRU HEAVY DUTY IN STOCK.

– ENGINES – (Takeouts, Priced Outright) ISX-435 HP ....................... $8,000 ISC-225 HP ....................... $3,500 C15-475 HP..................... $10,000 3126-210 HP ..................... $3,500 3406E-550 HP ................... $7,500 S60-515 HP ..................... $12,500 S60-430 HP ....................... $7,500 E7-460 HP ......................... $7,500 VED12-465 HP .................. $5,000 DT466E-245 HP ................ $5,500

Brad Hohn, Craig Rush & Duane Soderstrom

www.spaldings.com

– DROP INS – (Inspected Takeouts)

– SUSPENSIONS – (Less Drop-Ins)

– TRANSMISSIONS – (Inspected Takeouts)

RT40-145 Frt.................$1,000 Exch.

RT40-145 Rear ................$500 Exch.

SQ100/SQHP Frt. .........$1,150 Exch.

SQ100/SQHP Rear..........$750 Exch.

SQHD Frt. .....................$1,000 Exch.

SQHD Rear ......................$550 Exch.

DS404 ...........................$1,250 Exch.

RS404 ..............................$650 Exch.

DS400/402 ....................$1,150 Exch.

RS400/402 .......................$650 Exch.

Medium Duty 1 & 2-spd. Eaton, Rockwell, Spicer ............... P.O.R. R170 ............................$350 Outright

Kenworth Air Glide 200, On DS404 Housings ............................. $2,000 Kenworth 8-Bag, On DS402 Housings ............................. $1,500 Freightliner Air, On DS404 Housings ............................................. $1,500 Freightliner Air, On RT40-145 Housings ............................. $1,250 Peterbilt Air Leaf, On SQ100 Housings ............................. $1,500 International Air, On SQ100 Housings ............................. $1,000 4-Spring Suspensions ....................... .......................................$500-$750

RTLO18718B ............... $3,750 Exch.

RTL016913A ................ $3,500 Exch.

RTLO16713A ............... $3,000 Exch.

RT/RTO14615 .............. $1,750 Exch.

RTO14613 .................... $1,650 Exch.

RTO12513 .................... $1,250 Exch.

RTX14710 .................... $1,500 Exch.

RTO14609 .................... $1,250 Exch.

RT14609.......................... $850 Exch.

RTX12609 .................... $1,000 Exch.

Clark, Spicer, Muncie, New Process, Allison ..................... P.O.R.

Call For Others.

Call For Others.

Call For Others.

PARTING OUT

2005 International 4400, DT466, Allison 3000RDS,24' Van Body. #TP86.

2001 Freightliner D120, ISX-400HP, RT14610B, RS23160 W/Diff Lock. #TR87.

2002 Kenworth T600, S60,RTO16910B,DS404 on AG400. #TP78.

1997 Freightliner FL70, 8.3L-250HP, RT6609A, RS21145. #TT37.

(8) 1999 International AmTran's, AT, 66 and 72 Pass., Approx. 100-120K Miles, $4,800 Ea. #T444E

2001 Freightliner D132, S60 (Bad), RTLO15610B, DS404 on Air Ride, Stk. #TN43.

2001 Volvo VNL, S60, 10-spd., DS404 on Air Ride, Stk. #TN99.

1995 Chevrolet Topkick, 3116 (Bad), RT6609A, 22065S, 26' Alum. Box, Stk. #TP47.

1995 Kenworth T600, N14 435 hp, RTX16710B, DS402 on AG100, Stk. #TP56.

Now Stocking New Hendrickson Lift Axle Kits

7 2003 7.8L Duramax/Isuzu 6HK1 Engines, “0” Miles, Never Installed, 275 hp............. $6,500

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2005 Sterling AT9513 450 Mercedes, AUTOSHIFT! 21’ KANN Alum Body, LL3000 Hoist 05SL006

2003 FREIGHTLINER FL80 MBE900 260hp, AUTOMATIC! New 20’ KANN Alum Body w/3 Pc End Gate Only $59,900 03WH098

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ISB 280hp, CPL0914, w/Coolers, Starter, Alt, Fly & Sub Frame Assembly, Only 2 Miles! #24150292 $15,000

Used VED16 465hp New Rods & Mains #24166979 $12,000

C15 Acert 600hp Low Miles #24190764 $19,500

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2004 VOLVO VNL

04PB010 C15 475hp ENGINE ........$8000 RTLO18913A TRANS .....$2950 FLEX AIR CUT OFF ........$2000

07WH009 MBE4000 ENGINE ..........$10,500 MO15Z12A TRANS ............$6000 RT40.4 3.42R CARIER.........$950 RT40.4 3.42R PWR DIV.....$1950

08IH001 ISX450 ENGINE .............. $12,000 FRO16210C TRANS .......... $1950 COMPLETE CAB ............ $20,000 MFS12143 FRONT AXLE .... $850

04PB011 C15 475hp ENGINE ........... $7500 135 GALLON FUEL TANK ... $750 CAB LESS DOORS............ $2500

00WH251 13 TO CHOOSE FROM! C12 395hp ENGINE ........... $8000 RM10-145A TRANS ............. $950 COMPLETE NOSE............. $2500

04VV018 VED12 465hp ENGINE ...$7000 RTO16910B TRANS .......$2500 COMPLETE NOSE..........$3250 STEERTEK FRONT AXLE$1050

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American Trucker/ er/September 2011 - West 35

SELLING DRY VANS & REEFER TRAILERS

2007 Volvo 670, Cummins ISX 400 hp, 450,000 500,000 Miles, $42,000

2005 Utility Carrier, 53’x102”, Air Ride, Swing Rear Doors, Ultra XTC Reefer, 24.5 LP Tires, $25,000

2001 Wabash Duraplate, 53’x102”, Spring Susp., 27522.5 LP Tires, Slide Axle, $9,500 IN-HOUSE FINANCING! *UPON CREDIT APPROVAL

(877)759-7770 • knighttrucksales.com 36 American Trucker/September 2011 - West

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EXTEND THE LIFE OF YOUR USED EQUIPMENT. ALL MAKES USED ENGINES IN STOCK.

849 Barricks Rd. - Louisville, KY 40229 USA Cash, Certified Check, Money Order

Offering You “Parts Link” Parts Locating Services

ENGINES SUBJECT

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PRICES SUBJECT TO CHANGE WITHOUT NOTICE

ALL ENGINE OVERHAUL KITS

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USED ISX CUMMINS 2008 DPF $13,500

Call with ESN SER60 New Reduced Price $2,400 Incl. Head Bolts and Cam Bearings

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Used Jake Brakes $750/Set & Up

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CORES WANTED $ $ $ $ $ TOP DOLLARS PAID ON CORES $ $ $ $ $ CORES SOLD Go to

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American Trucker/ er/September 2011 - West 37

EXTEND THE LIFE OF YOUR USED EQUIPMENT. ALL MAKES USED ENGINES IN STOCK.

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ALTERNATIVE INSURANCE AGENT CHARLES FORREST 720-226-9462

Visit American Trucker on Facebook® and discuss a wide range of topics, receive periodic announcements and more!

MEDFORD TRAILER COMPANY

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John Haight

Outside Sales

Inside Sales

541-601-0635

541-944-5908

5758 Crater Lake Ave Central Point, OR 97502

38 American Trucker/September 2011 - West

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Don Dens Sales, Inc. I-35 & Hwy 210 - Carlton, MN

Complete Wet Kits Available!!!

ONLY 5,000 MILES

WE SHIP ANYWHERE!

2007 Mack Granite, MP7 405 hp, ONLY 5,000 Miles!! 18-spd. Mack Trans., Camelback Susp., Air Ride Cab, 20K Steer Axle, 40K Rears, Set Up w/Pintle Hitch w/Elec. & Air .......$87,500

Air Shift PTO...................................................................$397.50 Direct Mount Air Shift C-102 Dump Pump ....................$375.00 50 Gallon Alum. Side Mount or Upright Tank ................$425.00

Wholesale Pricing, Replacement Hyd. Pumps & Cylinders Available!

1984 AM General M936 6x6 Wrecker, Cummins NHC-250, Allison Auto. Trans., 45K Rear Mounted Drag Winch, 20K Frt. Mounted Winch, 20K Hyd. Rotating Crane, Extendable 10’ to 18’............... $17,500

1994 Ford L9000 w/Texoma TX245 Crane, 45’ Boom, Daul Controls, Outriggers, Diff Lock, Air Ride Driver and Pass Seat, Auto. Trans., CAT 3176, 175,000 Miles .......................$17,500

1998 Freightliner FLD, Cummins M-11 330 hp, 10-spd., Air Slide.....$12,500

2006 Kaufman 20 Ton Tag, 20’ Deck, 5’ Beaver Tail, 215/75R17.5 Tires, Lots of Rubber Left............................. $9,500

HD Dual Steer Dolly, (2) Available, Self Contained Honda Power Unit, Dual Steering, Power Tower, Wireless Remote Control, 17.5 Alum. Wheels ... ........................................$65,000 ea.

1995 Talbert 70 Ton 2+3+2, 26’ Well, Self Contained Diesel Power Unit, Hyd. Flip Neck, 2 Axle Jeep, 2 Axle Stinger, Walking Beam Susp. w/Air Ride on 3rd Axle.....................................$105,000

2001 GMC 3500 Bucket Truck, 5.7 Liter Gas, Auto. Trans., 14’ Van Body, 35’ Bucket Reach.......................... $9,500

2000 Talbert 53’ Step Deck, Combo Const., Spread Axle, 255/70R22.5 Rubber ...................................$12,500

2000 Komatsu Forklift, Model RR275X12CAR/PO, Max Lift 82”.......... $4,500

1996 Doonan Step Deck w/Loader & Scrap Bins, 49’x102”, Air Ride, Serco 7000 Loader w/Outriggers....$17,000

New 2010 LBC Tri-Axle Rail Trailer, 47’, All Alum. Wheels, Front And Rear Lift Axles, 30K Axles, L.E.D. Lights, Empty Weight 11,440#.. ................................ ...................... $42,000 Includes F.E.T.

1999 International 2674 Lube Truck, 120,000 Miles, 8LL, Air Ride, 22’ Body, 1,750 Gal. Diesel Tank, 220 Gal. EVAC Tank, 2 Cyl. Air Comp. w/Hoses & Hose Reels..........$60,000

2009 Fontaine Double Drop Stretch, 48’x102”, 28’ 6” In Well Closed, 51’ In Well Stretched, Mechanical Detatch, Includes 3rd Flip Axle ...........$60,000

New 2010 LBC 3-Axle Bunk Trailer, 47’, All Alum. Wheels, Front And Rear Lift Axles, 30K Axles, L.E.D. Lights ..... ....................$47,000 Includes F.E.T.

1998 Ford Louisville, CAT 300 hp, 242,000 Miles, 8LL, Hendrickson Susp., 18K Steer Axle, 40K Rears, Dbl. Lockers National 400A 20,000# Crane, 46’ Boom, Dual Outriggers, Hyd. Hose Reel, Air Hose Reel, Power Inverter .. $24,500

Military M916 6x6 Winch Truck, Cummins 400 hp, Auto. Trans., Hendrickson Susp., 11R24.5 Tires, 45K Rear Mounted Drag Winch, 22 GPM Wet Kit .........................................$17,500

(2) 1993 AM General M35A3 6x6, CAT 3116 170 hp, Allison Auto. Trans., Soft Top Over Cargo Bed, Tire Inflation System, Spare Tire ...............$12,500

1995 International 9200 T/A 16’ Flat Bed, 560,700 Miles, 217” W.B., Detroit 60 Series, 10-spd., 22.5 Wheels, 60% to 80%, Pintle Hitch w/Elec. & Air ...... ..............................................$10,500

1999 Teledyne Piggy Back Fork Truck, Model E2-3TRX w/SR2-25-9 Fork Attachement, Side Shift, 5,500# Cap., Hyd. Drive Wheels................... $8,000

1990 GMC C-70 w/Knuckle Boom, 131,000 Miles, 8.2L Diesel, 6-spd., 28,000# GVWR, IMT 425LH Knuckle Boom, 4,200# Cap., 21’ Working Ht., 2 Sec Hyd. Boom, 3rd Pull Out, Winch, 2 Outriggers..... $6,500

1-877-366-1090 • www.dondenssales.com REPLACEMENT DUMP BOX CYLINDERS AND DUMP PUMPS

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WHOLESALE PRICING ON COMPLETE WET KITS, PTOS, PUMPS & TANKS

CUSTOM ORDER A NEW XL AND WE’LL SAVE YOU TIME & MONEY

American Trucker/ er/September 2011 - West 39

COLOR PHOTOS AVAILABLE VIA E-MAIL OR U.S. MAIL

CHAMBERS MOTOR CO. PDX Airport Pick-Up Gladly!

30357 SE HWY 212 Boring, OR 97009

503-663-7200 www.chambersmotorco.com

40 American Trucker/ er/September 2011 - West

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American Trucker/ er/September 2011 - West 41

Don Dens Sales, Inc.

I-35 & Hwy 210 - Carlton, MN

ADVERTISE WITH US!

Aluminum Wheels

22.5...$225.00 / 24.5...$245.00 22.5 x 12.25 AVAILABLE SHIPPING AVAILABLE CALL FOR QUOTES

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INSTANT GRATIFICATION! American Trucker magazine is now available in digital format! The articles you enjoy and the dealer content you depend on can now be viewed online. To read our most current issue, go to www.trucker.com and click on the cover icon. It’s easy to use, interactive, and convenient. Try it today!

42 American Trucker/September 2011 - West

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American Trucker/ er/September 2011 - West 43

ad index Alliance ............................................ 10

Fuel Purchase Management Handbook

Mr. Safty-Check Systems, Inc. .......... 32

....................................................... 5 NAPA Auot parts ............................ IFC

Borg Warner Turbo ............................ 9 Hale Trailer Brake & Wheel ........ 46-47

Nuss Truck Group, Inc..................... 48 Bulletin Board .................................. 42 KC Truck Parts, Inc........................... 29 Pro-Tread ........................................... 3 Chambers Motor Co ......................... 40 Knight Truck & Trailer Sales ............ 36 Progressive Commercial Auto Detroit Radiator adiator................................ 32 Lucken Trucks & Parts, Inc .............. 27

Insurance .................................... BC

Manders Diesel ................................ 28

Protech ....................................... 30, 40

Medford Trailer Company, Inc ......... 38

River City Truck Parts ....................... 37

Miller Truck Salvage, LLC ................. 41

Ruan Truck Sales - Truck Division ... 30

Don Dens Sales, Inc ......................... 39

Erickson Truck Sales & Salvage ....... 34

Felling Trailers, Inc.........................IBC

September 2011, West Edition Alaska, Arizona, California, Colorado, Hawaii, Idaho, Montana, Nevada, New Mexico, Oregon, Utah, Washington, Wyoming

A Penton Media Publication Sales & Marketing Office 5550 S. East St., Suite C Indianapolis, IN 46227 (800) 827-7468, (317) 297-5500

Visit us online at www.trucker.com Production Office 9800 Metcalf Ave.,Overland Park, KS 66212 Email: american_trucker@penton.com Subscription Number: (866) 910-2711 Subscription Fax: (913) 514-7266

Copyright 2011 - Penton Media, Inc. ALL RIGHTS RESERVED

Vice President/Group PublisherÑThomas W. Duncan 203-358-4201 • tom.duncan@penton.com

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Chief Executive OfficerÑSharon Rowlands sharon.rowlands@penton.com Chief Financial Officer/Executive Vice PresidentÑ Nicola Allais, nicola.allais@penton.com Chief Revenue OfficerÑDarrell Denny darrell.denny@penton.com Assistant General CounselÑ CounselÑJulie Smith julie.smith@penton.com

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44 American Trucker/ er/September 2011 - West

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Sam’s Riverside Truck Parts ............. 31

West Side Truck Parts ....................... 33

Services Directoryy ............................ 38

Wright Express ................................... 1

Spalding, Inc Truck Division ........... 33

Write Up the Road ............................ 40

MARKETPLACE AD SALES Matthew Ferguson

matthew.ferguson@penton.com 800-827-7468 Ext. 60908 AK, Northern CA, CO, ID, MT, Northern NV, OR, UT, WA, WY, Alberta, British Columbia, AZ, Southern CA, HI, NM, Southern NV

Tiffany Godsey Sales Coordinator tiffany@trucker.com 800-827-7468 Ext. 22105

Spray Control System, Inc ............ 7, 13

Stidham Trucking ............................. 41

DISPLAY AD SALES William J. Doucette

Trinity Trailer Mfg., Inc .................... 43

603-236-3310 Fax: 603-236-3304 wjduce@aol.com CT, DE, Eastern PA, MA, MD, ME, Metro NY, NH, NJ, RI, VA, VT

Truck Countryy .................................. 26

847-934-9123 Fax: 847-934-9128 dghaggett@aol.com IL, IN, KS, KY, IA, MN, MO, ND, NE, SD, WI

David Haggett

Reggie Lawrence 404-327-7770 Fax: 404-327-8836 reg_lawrence@msn.com AL, AR, FL, GA, LA, MS, NC, OK, SC, TN, TX

Vander Haag’s, Inc ........................... 35

Tom Neil 734-426-3297 Fax: 913-514-3983 tom.neil@penton.com Eastern Canada, MI, NY State, OH, Western PA, WV

WBAP ............................................... 15

To advertise in our October issue, please contact your sales representative.

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AMERICAN TRUCKER® (ISSN 1090-9737) is published monthly.

Group Production Manager Copyright 2011, Penton Media, Inc. ALL RIGHTS RESERVED. Reproduction in whole or part without written permission is strictly prohibited. The publisher does not assume any responsibility for the contents of any advertising herein, and all representations or warranties made in such advertising are those of the advertiser and not the publisher. The publisher is not liable to any advertiser herein for any misprints in advertising not the fault of the publisher, and in such an event the limit of the publisher’s liability shall be the amount of the publisher’s charge for such advertising.

Free to qualified truck owners or other personnel who buy or specify heavy duty trucks, trailers, parts and services.

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American Trucker/ er/September 2011 - West 45

SALES • PARTS • RENTALS • SERVICE • LEASING

(800) 232-6535

Financing Available

Llame NJ para empleado que habla espanol Ext.193

www.HaleTrailer.com Online Inventory

“HALE HAS IT!” N E W & U S E D V A N S I N S T O C K - P L A T E S & S T A N D A R D A V A I L A B L E Super Heavy Duty

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8” Aluminum Crossmembers on center 12” Aluminum Side Posts o/c 16” Aluminum Roof Bows o/c

(45) NEW HYUNDAI 53’ X 102” X 13’6”VANS

(65) 2005 Stoughton Z Plate Vans, 53’ x 102” x 13’6”, Spring Suspension, Clean Plates - Sale or Rent

Similair Susp., Swing Doors, Heavy Duty Alum. Scuff Package, Alum. Super Single Wheels, Havco Floors, Tire Inflation System, In Stock

➜ Interior Width 101 3/8”

(75) (40) NEW Manac Ultr UltraPlate-XD Plates

(100) (90) Ne New Manac Ultra Plate Trailers 53’ x 102” x 13’6”, Air Ride Suspension, Alum. Roof With or Without Tire Inflation System, Swing Doors.

53’x102”x13’6”, Air Ride Susp., Alum. Roof, Swing Doors, Tire Inflation System

➜ Composite Lined Interior Interior Width 101”

2000 & 2004 Wabash Plate Vans (26) (24) 2004 - 46’ x 96” x 13’, Spring Suspension (40) (27) 2000 - 50’ x 96” x 13’ 6”, Spring Suspen Suspension Clean Roll Up Door Plates

(100) New Hyundai HY-Cube Dry Vans 53’ x 102” x 13’6”, Composite Lined Interiors, Air Ride Susp., Swing Doors, Tire Inflation System

• FEATURED EQUIPMENT IN STOCK - CALL NOW Thermo King Units!

In Stock

NEW 2012 Hyundai Reefers 53’ x 102” x 13’6”, Air Ride Suspension, Swing & Roll Door Available, New Thermo King Units

lats el F Ste Stock n I

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le ilab ’ Ava ’ & 48 5 in 4

New Manac Hardox Steel Dumps ® (2) Peerless T Point Top Walking 40’1998 x 102” x 100”,Open Single Susp.,Floor 87 Cu.Trailers Yds. 45’and x 96” x 12’6”, Reburbished, Frameless Frame Type,Totally Also Available w/76” Sides.

Swing Doors, Spring Slide Suspension.

NEW East Aluminum Refuse Walking Floors® 48’ x 102” x 13’, Spring Ride Suspension, Keith HD #2299 Walking Floor Installed Also Available: NEW East Tipper Trailers (9) 48’ x 102” x 13’ Spring Ride • (4) 45’ x 102” x 12’6” Spring Ride

I N S T O C K -

NEW Fontaine Revolution H Composite Flatbeds 8,990 Lbs - 48’ x 102”, Air Spread Suspension Aluminum Wheels, Winches, Also Available as a Single Drop

(100) NEW Fontaine Velocity Flatbeds 48’ x 102”, Spring Slide Suspension, Bulkhead & Winches Included

E Q U I P M E N T

(7) 2005 Great Dane Steel Extendable Flatbeds 48’-80’ x 102”, Fixed Air Tri-Axle Susp., 95,000 GVWR, Outer Aluminum Wheels

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Voorhees, NJ 800.232.6535

Allentown, PA 800.383.8894

Springfield, MA 800.854.5306

46 American Trucker/ er/September 2011 - West

Portland, ME 800.325.4253

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Albany, NY 800.854.5307

Walpole, MA 800.854.5310

Scranton, PA 800.569.1400

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• WEIGHT LAWS ARE CHANGING - HEAVY HAULERS: WE HAVE THE AXLES, JEEPS, FLIP E XTENDABLE C ENTRAL

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(15+) NEW Manac Steel Single Drop Extendables 53’-71” x 102 Air Tri Axle Suspension (2) New XL Specialized Stl Sgl Drop Ext 48’-62’ x 102 A/R Susp, 3rd Axle Capable

Used 2002-2009 Trail King Double Drop Extendable 51’ x 102” Extend from 32’-55’, 40 Ton Capacity, Mechanical Neck, Flip Axles Available, In Stock.

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NEW Wind ind Energy Blade Trailers • In Stock!

53’ - 128’, Air Spread Susp., Wireless Remote, Steerable Axles, Removable Neck, 15’ Rear Extension Contact Barry Hale, Jr or Bill Fryer • (800)232-6535

(2) Used 80 Ton Double Schnabels – 2009 Liddell Schnable Goosenecks & Jeep Dolly With 2001 Nelson 6 Axle Steerable Rear Dolly In

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NEW XL Specialized 60 Ton Hydraulic Double Drop Extendables, 3+2 Capable, Flip Box, Spreader Bar, Flip Axles, Pony Motor, Aluminum Wheels, Call For More Info

NEW Fontaine Double Drop Extendables, 29’-50’, 40 Ton Capacity, Air Ride Susp., Mechanical & Hydraulic Necks Available 3rd Axle Capable, 255/70R22.5 Tires, Call In

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NEW Talbert 65 Ton Lowboys 102” Wide, (2) Kingpin Settings, 275-70R22.5 Tires, All Air Ride, Non Ground Bearing, Hydroneck Neck, Also 65 Ton Drop Side Models In Stock

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Your Dealer For Heavy Haul Equipment NEW 65 Ton Capacity Widespread Available: Talbert, Etnyre, Trailking

“HALE HAS IT!” CONSTRUCTION TRAILERS IN STOCK In

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USED (50+) NEW Fontaine & Manac Extendables 48’ - 80’ or 53’ - 90’, Tandem & Tri-Axle Susp Available Also Available: 48’ & 53’ Steel Drop Deck Extendables Variety of New & Used Trailers In Stock.

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NEW Trail King 55 Ton Lowboy 24’ x 102” Tri-Axle Air Ride, Tapered Front 6 Ft. Hyd. Deck Ramp to Access Rear Deck

NEW 35 & 55 Etnyre Paver Special Lowboys Level Deck, Air Lift 3rd Axle, 275/70R22.5 Steel Disc Wheels

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NEW Fontaine 55 & 60 Ton Drop Sides 26’ Deck, Flip Box Capable, Spreader Bar & Flip Axle Capable, Modular Option

NEW Landoll 440 & Trail King 70SA Sliding Axle 50’ x 102”, 20K Winch, LED Lights, Wireless Remote System

Visit Our Website To See Our Complete Inventory:

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NEW Talbert & Trail King 35 Ton Lowboys 24’ Deck, 22” Deck Height, Air Ride Susp.

NEW Talbert 55 Ton Lowboys (2) Kingpin Settings, Both Level Deck & Drop Side Models, Air Tri-Axle Susp., Air Lift 3rd Axle, 4th Axle Capable.

Gooseneck Extension & Spreader Bar Optional

www.HALETRAILER.com KEITH® & WALKING FLOOR ® are registered worldwide trademarks of KEITH MFG. Co.

Elkton, MD 800.544.7127

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Baltimore, MD 888.601.7500

Delmar, DE 866.486.1400

Trucker.com for used equipment listings

Concord, NC 800.438.2250

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American Trucker/ er/September 2011 - West 47

1•866•929•6877

(Hwy. 23 1.5M East of Hwy. 10) St. Cloud MN (I-35W and Co. Rd. C) - Roseville MN (12540 Dupont Ave. S.) - Burnsville, MN (6500 Hwy. 63 S.) - Rochester MN (Jct Hwy 60 & Hwy 169 S.) - Mankato MN (3028 Truck Center Dr.) - Duluth MN (I-94 & Exit 59) - Eau Claire WI

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NEW 2011 Mack GU813, Mack MP8 505 hp, T310M Trans., 3.79 Ratio, 20,000# FA, 44,000# RA, 236” W.B., Turbo, A/C, P/S, Stk. #EM2199 ......................................................... CALL

NEW 2011 Volvo VNL64T300, Cummins ISX 450 hp, FRO15210C Trans., Air Ride, 12,000# FA, 38,000# RA, 3.42 Ratio, Alum.

Wheels., 176” W.B., A/C, P/S, Tilt/Tele., Stk #EV2218 ...CALL

NEW 2012 Mack GU713, Mack MP8 505 hp, RTLO18918B Trans., AL461 Susp., 3.73 Ratio, Alum. Wheels, 274” W.B., A/C, P/S, Stk. #EM2248 .................................................CALL

2009 Mack CHU613, Mack MP8 485 hp, RTLO16918B Trans., Air Ride, 12,000# FA, 46,000# RA, 3.91 Ratio, Alum. Wheels, 216” W.B., A/C, P/S, Cruise, Tilt/Tele., Stk. #U9547 ...$99,900

2004 Volvo VNL64T300, Cummins ISX 500, FRO16210C Trans., Air Ride, 12,000# FA, 40,000# RA, 3.73 Ratio, Alum. Wheels, 201” W.B., A/C, P/S, Cruise, Tilt/Tele., Stk. #U9487 ...$43,900

NEW 2011 UD UD3300, UD GH7 245 hp, 2000 RDS Trans., 26’ MorganBox, Spring Susp., 5.86 Ratio, 11,900# FA, 21,000# RA, 238” W.B., Turbo, A/C, P/S, Stk. #UD7859 ............ CALL

2006 Volvo VNL64T780, Volvo VED12 465 hp, Eng. Brake, 77” RR Sleeper, 13-spd., Air Ride, 12,500# FA, 40,000# RA, 3.58 Ratio, Alum.

Wheels, 235” W.B, A/C, P/S, Tilt/Tele., Cruise, Stk. #I9527... $39,900

2006 Volvo VNL64T430, Volvo VED12 435 hp, 42” FT Slpr., FRLO15410CT2 Trans., Air Ride, 3.58 Ratio, Alum. Wheels, 229” W.B., A/C, P/S, Cruise, Stk. #U9506 .....................$39,900

2006 Mack CXN613, Mack AC 427 hp, 60” MR Slpr., T310 Trans., Air Ride, 3.70 Ratio, 215” W.B., A/C, P/S, Cruise, 493,000 Miles, Stk. #U9447 ....................................... $39,900

2008 Mack GU713, PM8 425 hp, Eng. Brake, T310M Trans., 4.64 Ratio, 18,000# FA, 44,000# RA, 16’ Steel Bed, 227” W.B., A/C, P/S, 127,000 Miles, Stk. #U9522 ..................... $106,900

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(19) 2008 Kenworth T660 72” Aero, CAT C13 430 hp, 10-spd., 3.25 Ratio, LP22.5 X-One Alum., Several Available & Coming In, Average Miles 405K, Starting @ $54,900. Also Available As Daycabs, Call For Details 2011 XL Specialized XL130HDG, 65 Ton Lowboy, Air Ride, 57’3”x102”, Stk. #T7058........................................... $204,500

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