Fleet Equipment

Oil filtration • Electrical connections, inverters • Lightweight components

MAY 2013

Managing Equipment Assets

www.FleetEquipmentMag.com

Adding it up Sean Davis President Tri State Transportation

On the Inside

Vol. 39 | Number 5 | 2013

May

Columns Editorial

2

30

CAROL BIRKLAND

Heavy-duty News

4

DENISE KOETH

Fuels & Lubes

Founded 1974. Copyright 2013 Babcox Media Inc.

6

JOHN MARTIN

Service & Support

8

D. MICHAEL PENNINGTON

Light- & Medium-duty

10

SETH SKYDEL

Tires & Wheels

12

42

AL COHN

Post Script

56

Departments 14 Timely Tips Getting the most from batteries

16 ASE The 70% solution

22 Industry News Falling Class 8 orders indicate stronger demand

49 Truck Products Sherwin-Williams brand adds to finish product line

50 Trailers & Bodies

34 Features 18

Refrigerated Trucking | Looking ahead to the future of refrigerated transport

20

IT for Asset Management | Working seamlessly

30

Aftermarket Insights | Oil filtration update

34

Before & After(market) | Lightweight components

38

Fleet Profile | Adding it up

42

Equipment Management | Electrical connection & inverters

PlastiKote offers truck bed liners

51 Shop Kiene adds new clutch caddy

EDITORIAL ADVISORY BOARD Steve Duley, Vice President of Purchasing Schneider National Inc.

David Foster, Vice President of Maintenance Southeastern Freight Lines

Bob Hamilton, Director of Fleet Maintenance Bozzuto's Inc.

Peter Nativo, Director of Maintenance Transport Service Co.

Darry Stuart, President & CEO DWS Fleet Management

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PUBLISHER Jeff Stankard, Publisher 330-670-1234, Ext. 282 jstankard@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Senior Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Seth Skydel, Senior Contributing Editor 330-670-1234 tosskydel@gmail.com D. Michael Pennington, Senior Staff Writer 248-872-6760 mike@pennotesllc.com Al Cohn Contributing Editor 330-670-1234 al.cohn@psi-atis.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.com Paul Hartley, Contributing Editor 507-645-2200 hartley@addmedia.com GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 thouse@babcox.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 kmcaleese@babcox.com CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com Star Mackey, Circulation Assistant 330-670-1234, Ext. 242 smackey@babcox.com CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman

2 May 2013 | Fleet Equipment

Editorial

SuperTrucks showing promise CAROL BIRKLAND | EDITOR-IN-CHIEF

e are just a little over three years into the five-year SuperTruck Program that was initiated by the U.S. Department of Energy (DOE) Vehicle Technologies Program. According to the DOE, Class 8 trucks haul approximately 69% of all freight tonnage and use more than 20% of the fuel consumed in the U.S. The stated goal of the program is to design a heavy-duty Class 8 truck that demonstrates a 50% improvement in overall freight efficiency measured in ton-miles per gallon.

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The agency asserts that to ensure there is total vehicle improvement, 30% of the efficiency must come from the tractor and trailer, while the other 20% should come from the engine. Along with the overall efficiency, each vehicle’s engine needs to show 50% brake thermal efficiency, as well as a path to 55% brake thermal efficiency. The program included the DOE awarding three cost-shared projects to Cummins Inc. (which is working with Peterbilt), Navistar Inc. and Daimler Trucks North America (DTNA) LLC. Volvo Group joined the SuperTruck program in June 2011.

Each company received between $20-$40 million to fund the R&D for the program.

Last May, Freightliner Trucks announced that the new 2014 Cascadia Evolution powered only by the newly-designed Detroit DD15 engine and featuring enhanced aerodynamic specs, delivered 10.67 MPG. The enhanced Cascadia Evolution was tested prior to accompanying the cross-country Evolution of Efficiency Tour. According to the company, the 2014 production model Cascadia Evolution already had some of the most advanced achievements in the industry designed to improve airflow and aerodynamics. The optimally spec’d Cascadia Evolution was equipped with fuel optimization components, including the Detroit DT12 automated manual transmission with wide-base tires, a 6x2 drivetrain configuration, and Daimler-designed aerodynamic trailer enhancements, which were included to represent the current state of trailer aerodynamics available in the aftermarket.

On the Evolution of Efficiency cross-country tour, which ran 2,400 mi. from San Diego, Calif., to Gastonia, N.C., the optimally spec’d Cascadia Evolution achieved 9.31 MPG and was operated at a GCW of 76,000 lbs. at a cruise speed of 62 MPH. Fuel consumption and distance traveled were again documented by ATDS. In March of this year, Peterbilt announced that its Class 8 Peterbilt 587 powered by a Cummins ISX15 engine averaged 9.9 MPG during testing last fall on U.S. Route 287 between Fort Worth and Vernon, Texas. The testing was conducted over 11 runs, meeting SAE International test standards along a 312-mi. route. The tractortrailer had a combined gross weight of 65,000 lbs.

With most of today’s long-haul trucks typically achieving between 5.5 and 6.5 MPG, the increase of 54% fuel economy would save about $25,000 annually based on today’s diesel fuel prices for a long-haul truck traveling 120,000 mi. per year. It would also translate into a 35% reduction in annual greenhouse gases per truck.

These are significant savings.

Based on the results so far, it seems safe to say that significant headway is being made in creating more fuel-efficient vehicles for the future. Stay tuned for more on these advancements. /

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Heavy-duty News Heavy-duty brakes are designed to stop heavy loads, which exposes them to heat—extreme heat in some cases—depending on a truck’s application. Since commercial vehicles often travel thousands of miles a year through climate extremes, heavy-duty brakes must survive road vibrations and exposure to the elements, which can include corrosive chemical agents on the road.

Because of these demands, it is essential that fleets choose the right friction materials and braking systems for their trucks. To help sort through the options, we asked a few manufacturers to weigh in on the considerations and practices fleets should take in order to ensure the best selection and maintenance of these key components.

According to Matt Resch, marketing and program manager for Haldex, in order to obtain good brake performance and minimize maintenance costs, it is vital that fleets carefully consider the application before choosing brake friction materials.

“The primary factors a fleet should take into account are the load the vehicle carries, the terrain that it covers, and the road conditions, including traffic patterns,” he said. “When considering the load, the fleet should not only take into account the axle weight ratings, but whether the vehicle is normally loaded at or below the maximum weight.”

Terrain—flat, rolling hills, or steep grades found in mountainous regions—can have a significant effect on brake selection, while road conditions, which could be categorized as mostly interstate, two-lane blacktop, city, or a mix of these, also should be

4 May 2013 | Fleet Equipment

Optimum brake and friction selection

BY DENISE KOETH | SENIOR EDITOR

factored in to determine how demanding the average day of operation is, Resch added. Another consideration is the severe duty cycle of certain vocations like refuse trucks or city buses.

Kevin Judge, sales manager of national accounts for Fras-le, said as with many other components, it’s important for fleets to consider lifetime operating cost versus up-front price when determining the overall value and performance of brakes.

“Consider longer life friction material and do not shop for price alone,”

within the Federal Motor Vehicle Safety Standards (FMVSS) required loaded stopping distance, which was decreased in 2011 from 355 ft. to 250 ft. (for vehicles with three axles and tractor GVWR up to 59,600 lbs.).

“Meritor approval-testing demands that its production friction materials exceed the requirement by 10%,” he said, adding the company’s friction is tested to achieve a stopping distance of 225 ft. “Wear life of the friction material is also a consideration, as longer life friction increases the intervals between maintenance, reducing

…it is vital that fleets carefully consider the application before choosing brake friction materials.

— Resch

he advised. “Brakes on these vehicles make more frequent stops, and with heavier loads, so fleets cannot compromise safety.”

Judge added that top heavy-duty brakes stand out because of their raw material quality and strength of the friction formulation. And to prolong the investment of those high-quality brakes, a fleet should consider many aspects, including driver training, vehicle maintenance, proper ride control, tire inflation and quality, among other factors.

Meritor’s Tim Bauer, director of the company’s Undercarriage Aftermarket division, said a fleet’s primary concern should be safety and the stopping ability of the brakes. Particularly important is that the fleet’s vehicles stop

maintenance costs.”

Phase two FMVSS regulations— which will take effect on Aug. 1, 2013—cover loaded stopping distances for two, three and four or more axle vehicles in specified GVWR ranges.

Bauer noted that in addition to the friction material, the brake shoe needs to be of good quality to support the friction material under extreme braking pressure.

For the finer points of friction material and brake system selection, there are valuable resources—each of the manufacturer representatives encouraged fleets to work with their suppliers for help in researching and selecting the best options for their respective applications. /

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Fuels & Lubes

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ecovery, refueling infrastructure construction, engine manufacturer modifications and technician service training for natural gas are increasing rapidly. Most of this growth has been without government “help.” Let me give you some reasons why I think natural gas will soon become THE viable alternate commercial fuel.

No one wants to admit this, but the U.S. is becoming a second-rate nation because we can’t remain competitive with developing nations. Our government dumps a fortune in supporting solar energy research, yet the Chinese dominate production because of their labor costs.

We dump another fortune in supporting electric vehicles, but only the Tesla seems to be able to survive at a purchase price of $100K. We (you and I) lose money on every Chevy Volt sold. By the way, how is an electric vehicle supposed to be “zero emissions”? Doesn’t that power have to be generated by power plants; most of which are coal-fired? And, we still need a battery “breakthrough.”

The one thing that appears to solve many of our alternate energy problems is the newfound wealth of natural gas due to the perfection of “fracking.”

We now have a proven technology that no one else in the world has.

This old physicist still believes that facts will win out in the end, not emotions! Natural gas is going to “make it” with or without federal government tax incentives! We have such an abundance of natural gas that prices should remain fairly low for years.

In contrast, gasoline and diesel fuel will only get more expensive with

6 May 2013 | Fleet Equipment

And in this corner— natural gas

BY JOHN MARTIN | CONTRIBUTING EDITOR

time, since the cheaply extracted crude oil is mostly depleted. I’m also encouraged to see that U.S. imports of Middle Eastern crude are way down. Most of our imported crude now comes from Canada, and as soon as the Keystone XL pipeline gets built, the cost of petroleum products based on Canadian crude

The one thing that appears to solve many of our alternate energy problems is the newfound wealth of natural gas…

will be significantly reduced. Rail transportation of crude oil is about twice as expensive as pipeline transportation, and trucking costs significantly more than rail.

We still have a few environmental activists whose emotional hatred of oil companies makes them continue to fight the inevitable. Their latest plea against the XL pipeline is that pipelines increase “global warming.”

What a ridiculous argument! Pipelines produce less global warming

than any other form of petroleum transportation. Let’s get the Keystone XL pipeline approved as quickly as possible so construction can begin. It will still take years to make the pipeline operational, and diesel fuel costs will continue to rise throughout that time.

Until the economy completely rebounds, more and more upward pressure will be put on diesel fuel prices. Gasoline costs more to produce than diesel, but gasoline demand is significantly lower than in the past due to: 1. More fuel-efficient passenger cars; 2. Ethanol replacing 10% of gasoline demand; 3. Fewer commercial and personal miles being driven annually.

Refiners reduce the selling price of gasoline in order to “unload” it. Selling prices of other petroleum products, such as lube oil and diesel fuel, have been increased in order for refiners to remain profitable.

Natural gas is the only fuel source whose cost is currently not being affected by factors other than the cost of investment and production. In fact, the selling price is currently so low that many drillers are scaling back production as much as possible (investors won’t allow them to completely halt production).

I don’t see how the average fleet operator can go wrong converting pick-up and delivery vehicles to CNG and longer-haul units to LNG. Sure, it would be nice to have a government tax break, but aren’t tax breaks one of the reasons our country is currently so far in debt? /

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Service & Support

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ft-forgotten trailers are far more than just a container on wheels.

Consider the precise engineering and advanced manufacturing expertise that goes into those trailers, including safety and performance systems for a long, productive life. Similarly, more fleets of all sizes must rely on roadside emergency and maintenance services for their trailer fleets.

While several OE trailer dealers began mobile trailer service as long as 50 years ago, Interstar’s trailer

“Breakdown is a four-letter word in trucking...”

— Schiller

service idea originated from its intermodal business, where industry executive John Shortridge recognized the benefits of on-the-road services to the container industry for 20 years, and identified a natural step-up for U.S. truck operators.

Today, Interstar, based in Florence, Ky., supports and services more than 2,500 large and small trucking fleets, both private and for-hire carriers.

Over time, the company’s team of professionals has reportedly mastered the management of its roadservice program for trailers, from diagnostic to road-ready repair, including inspections and repairs performed according to fleet guidelines.

8 May 2013 | Fleet Equipment

Trailer service that keeps ‘em on the road

BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Scheduled or as-needed service of volumes of equipment is more likely scheduled at the respective terminals or customer facilities.

“Proper fleet maintenance is crucial to a successful operation,” said Michael Schiller, vice president and general manager of fleet management. “The hours that a piece of equipment spends in need of service are hours the fleet isn’t generating revenue.”

“While we don’t own a wrench, we are the information call center and established vendor network for hundreds of trailers,” he said. The company offers customers four services: maintenance, breakdown, towing and retreading.

According to Schiller, the fleet customers place significant value on Interstar being a single-source provider, to find and manage the qualified vendors and keep trailer maintenance up to par and beyond.

“Breakdown is a four-letter word in trucking,” said Schiller. The company’s 24/7 operations center, staffed with 50 experienced repair coordinators focused on accuracy, offers customer service to address unavoidable issues with road service.

The company reports that phone calls are answered within 20 seconds, and repairs are processed via the website. “Our people have the right resources: the latest mapping system and streamlined repair processes. We train our call center professionals to defuse a tough (unit down) situation, to be courteous, and to ‘smile over the phone’ to add customer comfort, and to make that one extra follow-up call to assure the unit is running.” An average single issue on the road is resolved in two hours.

When asked for the most common

roadside service issues, the company offered tires (“under-inflation is the biggest issue”), brakes, lights (“safety is foremost”), semi-frozen fuel lines (“be prepared in all weather”), and reefer breakdowns.

Other vital road services offered: towing and recovery—a network of tow companies provides the required service, including towing, winch-outs, load shifts and incident recoveries.

The company helps with non-consent tows and helps reduce a carrier’s liability exposure in many ways, according to a spokesman. It also offers retread tires—from the company’s Oliver retread licensed facility. Fast tire replacement is mandatory and the customer depends on the quality service provider, the company added.

Interstar performs more than 150,000 services annually across the nation. One of the unexpected services is warranty administration.

Schiller stated, “We know how to effectively manage the warranty. We’re quite simply solutions providers for deadline-to-deliver and safety-focused truck operators. Our customers don’t have to look for a road service solution no matter where they are.”

Interstar also provides proactive onsite mobile fleet management for large fleets. The maintenance goes where the trailers are sitting, and PMs are scheduled to reduce downtime.

“First, we know our services and our subject: trailers. Second, we know from experience around the country who to call for the best rates in repairs and services, and we always stand behind our service providers, including the expert technician called to help a trucker at 2:00 in the morning,” he added. There is no membership enrollment fee, only charges for services rendered. /

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Light & Medium-duty

The right stuff

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refrigerated, platform, dump and other specialty bodies.

• Spec’ing for fuel economy is essential. Fuel is your highest cost.

Enough power to move loads efficiently is critical. Fuel-saving technologies, such as properly geared transmissions and low rolling resistance tires, can make the difference when it comes to getting the most mileage out of each gallon of fuel.

OEMs also have simple-to-use fuel economy calculators readily available online that allow you to quickly compare options.

• Maintenance requirements and warranty coverage weigh heavily on your costs. PM intervals can vary between makes by as much as 8,000 miles, a difference that can mean fewer service intervals in a year. Also consider how and where maintenance is performed, including the availability of a network of OEM dealers with trained technicians in your operating area.

“In every one of these areas,” Bloom states, “drivers can have a large impact on costs. In our experience, the way someone drives can impact fuel economy by as much as 30%. Drivers who routinely perform effective pre- and post-trip inspections can help avoid costly breakdowns, which also impact customer service.

“Training drivers to be aware of their role in keeping costs in check, to drive efficiently, safely and responsibly is something we see in successful fleet operations,” Bloom continues.

“Progressive companies are even setting up programs to reward their best drivers, those with the lowest operating costs, the highest fuel economy, the fewest equipment issues and the

pec’ing, operating and maintaining light- and medium-duty vehicles correctly from the start can deliver the lowest cost of ownership.

Many light- and medium-duty fleet operations are not in the trucking business. In your world, trucks can be that “necessary evil,” a cost of doing business that you simply can’t survive or succeed without. However, you also know that fielding dependable trucks that are equipped to meet your company’s and its customers’ needs—and operating them at the lowest possible cost—can provide a big boost to your bottom line.

“Fully evaluating the cost of ownership,” says Todd Bloom, president and CEO of Mitsubishi Fuso Truck of America Inc. (MFTA), “means looking closely at all cost components and making effective and balanced choices.” Bloom, an industry veteran who interacts regularly with MFTA fleet customers in a wide variety of businesses and industries, details several areas where he feels lightand medium-duty fleet managers should focus their attention: • Have a complete understanding of the loads your vehicles are carrying, including payloads and weight distribution, as well as operational issues. Those include whether you carry consistent, diminishing or increasing loads, the type of terrain your trucks traverse, and if they operate over congested urban routes or in rural areas.

• Work with OEMs and their dealers, and with body and equipment suppliers, to spec the chassis that fits your needs. Most manufacturers have considerable data and experience to rely upon, including diagrams and drawings for a variety of dry freight,

10 May 2013 | Fleet Equipment

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

best customer service performance.”

Companies like MFTA, which offers a line of Class 3-5 diesel-powered, medium-duty cabover trucks, Bloom notes, are focused on delivering vehicles with the lowest cost of ownership for light- and medium-duty beverage, refrigerated and dry cargo delivery, vehicle recovery, towing,

“Fully evaluating the cost of ownership means looking closely at all cost components...”

— Todd Bloom

construction and numerous other types of vocational fleets.

“Evaluating all the things that impact the cost of ownership is on the OEM and on its fleet customers,” Bloom adds. “Take into account and balance all the basic cost components to spec the truck correctly and operate it efficiently.

“There are always ways to simultaneously improve performance and lower the cost of ownership if you focus on the details. A willingness to change the way you think about your fleet and its operation can go a long way toward moving your business forward.” /

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Tires & Wheels

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ires continue to be a major expense for commercial fleets.

Maintenance managers prefer to keep a tight control on both their new and retread tire costs, including tire repairs. Determining exactly what is important to track about tires generates a lot of discussion among fleet professionals.

The issue? It takes significant time and effort to record every event of the tire during its multi-year lifecycle. Sure, it is nice to have information that includes when the tire went into service, tire make/model, age of the casing, number of miles, where the tire was produced, and how many times the casing was retreaded and/or repaired.

But fleets are in the business of hauling goods, not tracking every tire in the fleet from birth to death over multiple retreads before they eventually reach the scrap tire pile.

So what is the solution? Typically, the compromise is tracking a statistically valid sample size of tires—a sampling where you know the data is accurate and you can properly enter the information. There is no advantage to tracking every tire in your fleet. It takes an incredible amount of time and money, and with the possibility of thousands of tires running at any one time, it just leads to an enormous amount of data points.

Service vocation is the most important variable to keep in mind. The steer tires on vehicles that run coastto-coast will have a completely different performance than steer tires that see city service in which they make multiple daily stops.That’s why you need to treat each service vocation as a separate entity. At the end of the day, any data analysis must first in-

12 May 2013 | Fleet Equipment

Tire record keeping and your fleet

BY AL COHN | CONTRIBUTING EDITOR

clude specific service vocations.

The statistical magic number is 30. If your fleet’s vehicles are running in three distinct service vocations, then you are looking at 90 vehicles where you are tracking tire data. This certainly is much more manageable, accurate and realistic versus tracking tires on, let’s say, 5,000 tractors and trailers.

The next important variable in the process is tractor/trailer make and model. You most certainly want to be tracking tire performance on each

sidewall with a unique tracking number, while other fleets use a bar code or RFID chip, which can be built into the tire or patched onto the tire innerliner.

Here’s a typical scenario. When a tire event occurs, the tire number must be recorded. A steer tire may be mounted Jan. 1 on the left front of vehicle #101; record a flat repair on March 15, and be taken off of vehicle number 101, repaired and then re-installed on vehicle number 102. It was worn down to the legal limit of 4/32-in.

At the end of the day, any data analysis must first include specific service vocations. type of vehicle. Tires running on the long wheel base tractors with suspension “A” will not have the same performance as those tires running on the shorter wheel base tractors with suspension “B.” Trailer tires running on van trailers may not perform the same as those running on more heavily-loaded reefers. Taking the time to ensure you are including all the various vehicle configurations in your tire data tracking is very important.

A good source for determining specific information is the Technology and Maintenance Council’s (TMC) Recommended Practice (RP)-229. It details tire tracking information and advises tires need some sort of unique identification to be successfully tracked over multiple years.

Some fleets physically brand the tire

on Dec. 10 and sent to the retreader.

The tire was retreaded with a drive tire tread and reinstalled at the end of the month. The process goes on and on. Tracking the details is important.

Once all the data is entered into the fleet’s computer software package, the fun begins—now you can start to see what really is going on. A good computer program will allow you to easily analyze tire performance and determine such things as cost/mile, fuel economy and retreadability success or failure.

Working with your tire supplier is recommended to ensure you are recording all of the appropriate information so you can make the best business decisions about your tire program. /

Rapid Response: 800-930-7204 ext. 50013

Timely Tips Getting the most from batteries

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ccording to the electrical experts at Purkeys Electric, when a truck has battery issues, fleets normally replace all the batteries to get that truck back on the road. But what happens to the removed batteries? Generally, only one of the batteries in the pack is

bad; the rest are likely discharged due to the bad battery. Recharging these batteries and putting them back into service is a huge savings to fleets.

A critical part of a successful battery program involves setting up a “battery room.” Below are some of the important elements for a battery room: • Staging area: All removed batteries are placed on a pallet that is

marked “to be charged.”

• Battery charging area: A safe area designed to be operated by a single technician should be equipped with smart chargers that do not require constant labor.

• Battery test area: Should be close to the charging area to maximize efficiency.

• Extended wait area: Once the batteries are tested, they should sit an additional two days then be re-tested to ensure they are good enough to be put back into service.

• Clearly marked pallets: Segregate batteries once they have completed the testing process: good batteries ready to be put back into service; cores/scrap batteries that are out of warranty; and dead batteries that are within the warranty period and should be returned for warranty credit.

Six wheel spec’ing considerations

Rapid Response: 800-930-7204 ext. 50014

Properly spec’ing your vehicles’ wheels can be relatively simple and straightforward if following a manufacturer’s recommendations to achieve the longest life and performance from your wheels.

The experts at Maxion Wheels suggest following these spec’ing considerations to achieve long wheel life: • Tire size and maximum air inflation • Loads to be carried—wheel-carrying capacity • Duty cycle—linehaul, off-road, delivery, stop and start • Axle pound rating • Warranty—five-year coverage and availability nationwide • Field service support from your wheel supplier To keep wheels clean and provide long life and performance, most fleets have wheels refurbished. Closely review the vendor’s refurbishing procedures emphasizing proper inspection, cleaning and re-painting of the wheels.

Two key details in refurbishment are controlling paint mil thickness in the mounting area of the disc face and ensuring paint is fully cured. / 14 May 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 50015

Training Techniques

The 70% solution

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS

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Rapid Response: 800-930-7204 ext. 50016

nyone involved in light vehicle service knows that about 70% of all work coming through the door is maintenance-based. That’s also true if you have light vehicles in your fleet operation. While ASE has had a certification category for Medium/ Heavy Trucks (the T8 PMI test), up until now, nothing similar existed for those technicians primarily performing maintenance on light vehicles.

As of June 1, that will no longer be the case.

In response to requests from the industry for a certification category aimed at entry-level technicians and those doing routine maintenance, ASE will debut a new Auto Maintenance and Light Repair certification test in June 2013. Designated as G1, this new specialty certification measures a technician’s knowledge over a wide range of automotive systems as it relates to maintenance and light repair. To earn certification in this new specialty, candidates must achieve a passing score on the exam and have at least one year of fulltime work experience.

This new test category will focus on the knowledge necessary to successfully perform the most common maintenance and light repair tasks, and is aimed at entry-level technicians and those whose primary job function is maintenance services. If you have technicians in your fleet operation fitting this description, the new ASE Auto Maintenance and Light Repair (G1) certification is designed specifically for them.

Developed by industry experts and the certification professionals at ASE, Auto Maintenance and Light Repair is slightly different from the regular ASE certifications. The new

16 May 2013 | Fleet Equipment

test will have a one year requirement of hands-on work experience in auto maintenance and light repair to qualify, and half of that requirement may be met by appropriate vocational training. However, like all other ASE certifications, the credential will be valid for five years and will be available through the more than 400 ASE testing locations across the country. The cost will be the same, as well. Upon passing the G1 test, a technician will receive a shoulder insignia, wall certificate and wallet card.

The new G1 certification assesses the technical knowledge for performing bumper-to-bumper maintenance and light repairs in engine systems, automatic transmission/ transaxle, manual drivetrain and axles, suspension and steering, brakes, electrical, and heating and air conditioning. Approximately 700 technicians participated in the pilot test held during the winter testing session to complete the development process prior to launching the G1 test in June. The first general testing will be available in the 2013 July-August test window.

The G1 test contains 55 scored questions, plus 10 unscored research questions, and technicians will have 1.5 hours (90 minutes) to complete it. Like any other ASE certification, G1 tests the skills needed to know in order to do the job; theoretical knowledge is not covered. You can download a free copy of the Maintenance and Light Repair (G1) Study Guide on the ASE website at www.ase.com. The guide contains the Test Specifications and the Task List, covering the topics that will be on the test. /

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Refrigerated TRUCKING Looking ahead to the future of refrigerated transportation T he invention of the first mechanical transport refrigeration unit (TRU) in 1938 literally moved the refrigerated transportation industry out of the ice age, a period when using ice and salt was the only practical way to keep perishable shipments from spoiling.

According to Doug Lenz, director of product management for Thermo King, ”The science of refrigerated transportation has advanced dramatically over the last 75 years, with innovations such as nose-mounted units, diesel-powered TRUs, stop-start temperature controls, auxiliary power units and advanced electronics. The next 75 years will no doubt bring about customer-driven innovations in technology, service and operations that are just as impactful.”

Lenz goes on to say that industry leaders like Thermo King, a provider of transportation temperature control systems for mobile applications and a brand of Ingersoll Rand, are applying current and emerging technologies and practices to help their customers solve problems and achieve higher levels of performance with lower total cost of ownership. Following are some of Lenz’s thoughts on what the future holds for the refrigerated transportation industry: • Fuel economy will be a big driver of innovation. Fuel represents the largest component of total operating costs for most refrigerated fleet operators; fuel prices represent one of their least controllable expenses. TRU OEMs will continue to look for ways to design and build more fuel-efficient engines and to use advanced electronic controls to improve engine performance and reliability and re-

18 May 2013 | Fleet Equipment

duce fuel consumption.

• Sustainability will be a watchword for the industry. OEMs have introduced new products that use less fuel with a smaller environmental footprint, enabling operators to comply with federal and state environmental regulations.

• Highly efficient diesel engines will continue to power most refrigeration units. But manufacturers are making advancements with other engine concepts and alternative fuels. For example, fuel-saving hybrid-electric TRU engines are common in the truck and trailer market. With plentiful supply and lower cost, natural gas is emerging as a TRU fuel option, primarily in the short-haul end of the market, at least until adequate infrastructure develops.

• Advances in prognostic capabilities will enable continuous improvement in TRU reliability. The use of predictive software and embedded sensors will detect issues before they become serious problems and monitor mission-critical components to maximize their service life and predict when they might fail so a qualified dealer can intervene.

• Food safety and freshness has become a global priority. Current and pending regulations in Europe, the U.S. and elsewhere place new expectations on food producers, processors and transporters, including the requirement to trace shipments across all links of the supply chain.

Advanced TRUs include the capability to track, record and transmit data to help fleet operators establish the location of a particular load at a particular time, as well as document conditions inside the refrigerated

container, truck or trailer.

• Whether hauling food, pharmaceuticals, chemicals, cosmetics or some other temperature-sensitive load, fleets are tapping into advanced tracking that uses global positioning system data and advanced wireless communications technologies to provide real-time and historical information about load temperature and asset location, answering operators’ needs for better safety, security and efficiency.

• In addition, they can monitor temperatures and other variables, change setpoints and control parameters, download reports, change operating modes and respond to alarms using any computer, tablet or smart phone that is connected to their secure network.

• Intelligent solutions and advanced analytics give refrigerated fleet operators the opportunity to squeeze even more fuel economy from TRUs. For example, fleet operators and customers can work together using advanced analytics to determine optimal setpoint and control parameters for a particular load. Raising the setpoint by a single degree can yield as much as a 2% improvement in fuel efficiency, according to Thermo King analysis. The need to move food and other temperature-sensitive goods from point of production to point of consumption will continue to grow, with no end in sight.

A slower than expected recovery, volatile fuel prices and more stringent environmental and food-safety requirements make this a challenge for everyone in the cold chain, including those who own and operate refrigerated fleets. /

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IT For Asset Management How fleets are leveraging information technology to streamline the business process and increase efficiencies

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Working seamlessly U

nlike systems that are networked throughout facilities, in inherently mobile businesses vehicle-based solutions must be integrated, as well. “IT considerations with onboard systems can be complex,” says Jason Palmer, president of SmartDrive Systems (www.smartdrive.net), provider of an onboard video event recording system and video analysis, predictive analytics and personalized performance programs. “We have worked to provide solutions that do not require major IT integration, but that interface effectively with fleet management and training systems.”

SmartDrive’s technology integrates onboard hardware and management solutions. The company’s SmartRecorder 3 event recording system captures video and audio from the road and the cab. Driving and vehicle data come from the engine’s electronic control unit—enabled by the SAE J1939 data bus—and from a 96 G-force crash sensor, an industry standard three-axis accelerometer and third-party telematics sensors in ATC, lane departure and other solutions. SmartDrive recently was awarded a U.S. patent for its data transfer technology.

PeopleNet (www.peoplenetonline.com), an onboard computing and communications system provider, said it offers a range of solutions that IT managers can easily integrate with enterprise systems. In partnership with Instructional Technologies Pro-TREAD In-Cab, the company’s customers can provide drivers with multimedia lessons in the cab. Drivers can access training at any time and from any location, and fleet managers can track their progress online.

Speed Monitoring on the PeoIntegration challenges pleNet system is integrated with in fleet operations are SpeedGauge to help fleets idenunique tify high-risk drivers by pinpointing event times and locations and to provide management coaching opportunities. PeopleNet also offers Remote Vehicle Shutdown in partnership with Magtec. The integrated system engages automatically, allowing carriers to completely disable operation of the truck if there is a potential threat. Carriers can also remotely set and control idle times and speed thresholds to maximize fuel efficiency.

With In-Cab Scanning from PeopleNet, fleets can have a

20 May 2013 | Fleet Equipment

fully integrated solution to improve billing and payroll efficiency. IT systems that replace paper forms with images from an in-cab scanner improve data integrity, eliminate manual sorting and filing, and promote faster billing cycles and enhance customer service.

In partnership with EBE Technologies, PeopleNet Driver and Vehicle Management Workflow Solutions automate repetitive, labor-intensive tasks, including performance monitoring, violation management, vehicle inspection reporting and CSA compliance with an integrated system.

Omnitracs, formerly Qualcomm Enterprise Services (www.omnitracs.com), also enables a variety of integrations between onboard and enterprise management systems. To increase visibility into unsafe driver behavior, the company offers applications such as Critical Event Reporting, Performance Monitoring and report capabilities that give managers access to data about safety behaviors and risks.

With the cost of fuel still one of a fleet’s largest expenses, Omnitracs addresses the growing problem of fuel theft with an integrated solution. Exact Fuel transmits available fuel level data from the vehicle data bus via a web-based service. Included are the percentage of the tank that is full and the vehicle’s odometer reading. Through the integration, fleets can identify patterns in fuel consumption and develop strategies to optimize fuel use, as well as quickly identify possible instances of fuel theft or loss.

With SmartDrive, an integrated onboard video- and datacapture system detects and observes risky driving behavior such as sudden stops, hard cornering, aggressive acceleration and excessive speed. The system stores, reviews and analyzes data. Applying predictive analytics to a database of analyzed audio, video and vehicle information that is captured, the company provides fleets with focused individualized training and coaching programs for drivers.

Specific programs offered by SmartDrive include SmartDrive Safety and SmartDrive Fuel, which track driving maneuvers and operating practices so adjustments can be made to improve safety and fuel efficiencies.

“The integration of video and vehicle data provides actionable performance information to fleets and their drivers,” SmartDrive’s Jason Palmer says. “In addition, we are now providing drivers with access to their own fuel data and enabling them to self-coach using handheld devices such as smartphones.”

Enabled by effective integration of hardware and softwarebased solutions, industry suppliers are helping fleets in a range of transportation markets improve safety and generate cost savings. /

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IndustryNews

Falling Class 8 order cancellations indicate stronger demand

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Class 8 orders rose above 20,000 units for a sixth consecutive month in March, but fell sequentially for the first time since November. March Class 8 net orders totaled just over 22,000 units. Medium-duty net orders totaled 15,400 units, a volume just below February and March 2012 levels. This updated status of the North America commercial vehicle market was included in the State of the Industry report, recently released by ACT Research Co. The report covers Classes 5 through 8 vehicles for the North American market.

“Reflecting healthy economies and perhaps currency strength, Class 8 orders bound for Mexico and Canada rose to levels last seen in late 2011,” said Kenny Vieth, ACT’s president

22 May 2013 | Fleet Equipment

and senior analyst. “Positively, cancellations fell to their lowest levels since Q3 2010 for the second time in the past three months. Declining cancellation trends in the U.S. & Canada bode well for the future.”

Underlying medium-duty vehicle demand, stronger bus and RV orders month-overmonth and year-over-year offset a pullback in step van orders. Classes 5-7 truck orders were flat from February to March.

ACT publishes new and used commercial vehicle (CV) industry data, market analysis and forecasting services for the North American market, as well as the U.S. tractortrailer market and the China CV market. For more information, visit www.actresearch.net.

Chevron named standard factory fill by Kenworth Class 8 trucks from Kenworth Truck Co. will come factory filled with Chevron Delo 400 XLE Synblend SAE 10W-30 engine oil.

Delo 400XLE Synblend is formulated with ISOSYN Technology, Chevron’s exclusive combination of base oil and additives, according to the company.

The oil, Chevron said, is designed to provide wear and soot control protection and to minimize deposit formation in on-highway truck engines using Ultra Low Sulfur Diesel (ULSD).

Kenworth’s Class 8 truck assembly plants in Chillicothe, Ohio, and Renton, Wash., will offer the oil as standard.

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IndustryNews Mitsubishi Fuso continues low APR financing For its “Spring It On!” sales event, Mitsubishi Fuso Truck of America Inc. (MFTA) is continuing to offer 1.4% APR financing for 36 months on all new 201214 Canter FE Series medium-duty trucks sold in the U.S., and has added the option to delay the first payment for up to 90 days.

Hitachi Capital America or Daimler Truck Financial underwrites financing for the program. The “Spring It On!” sales event ends at midnight on June 30.

Kenworth debuts factoryinstalled idling management system

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Kenworth has announced a new factory-installed and integrated engine-off heating and cooling idle management system for its longhaul T680 with a 76-in. sleeper.

The new Kenworth Idle Management System is a battery-based APU system for air conditioning that is tied directly into the

Kenworth T680’s ducting system. An optional fuel-fired heater provides full engineoff heating capability.

“It’s a seamless integration into the T680 which, when compared to other battery APUs on the market, provides excellent, engine-off, heating and cooling,” said Kevin Baney, Kenworth chief engineer. “And, since it’s integrated, it has a very small underbunk footprint to maintain storage space for

drivers and teams.”

The system provides an integrated system that extends air conditioning performance.

“That’s critical to drivers who want cool comfort in their sleepers during their rest period,” Baney said.

The Kenworth Idle Management System features full on-board controls in the sleeper.

“Once the truck is shut down, the driver simply uses the control panel in the sleeper to maintain temperature control,” Baney said.

“An LCD display gives drivers full system information, plus allows the driver to monitor remaining battery power.”

As a safeguard, the system features integrated power management to maximize cooling performance, yet provide sufficient power to ensure enough power is available to start the truck,” Baney said.

“With minimal environmental impact through emissions, seamless integration into the T680 sleeper, and with virtually no maintenance required, the Kenworth Idle Management System is truly leading edge and something that further sets the Kenworth T680 apart from other long-haul trucks on the road,” he added.

Navistar begins SCR engine deliveries In late April, Navistar International Corp. will begin delivering initial production models of the International ProStar equipped with MaxxForce 13 with SCR engines. The MaxxForce 13 features Cummins Emission Solutions aftertreatment and newly improved turbochargers, EGR valves, high and low temperature coolers and exhaust bellows. Electronic control modules have been recalibrated for the SCR systems, as well.

Options for the MaxxForce 13 range 24 May 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 50120 

from 365 to 475 HP with 1,250-1,700 lb./ft. of torque. The remaining lineup of International heavy-duty truck models will transition to SCR engines in a phased launch throughout the year.

Stertil-Koni announces major investment in tooling Stertil-Koni, maker of heavy-duty vehicle lifts, has announced a major capital investment at its U.S. manufacturing facility, Stertil ALM, located in Streator, Ill. According to the company, the enhancements represent completion of the first phase of a substantial, ongoing commitment to plant modernization and efficiency. At the Streator facility, Stertil ALM focuses on the production of a broad range of Stertil-Koni heavy-duty vehicle lifts, including mobile column lifts, platform lifts, Ecolift—the industry’s first U.S. patented, ultra-shallow, fill-rise, inground scissor lifting system—and the recently introduced Diamond Lift, a full rise telescopic piston lift setting new standards in precision heavy-duty lifting.

Wix Filters sponsors 2013 School of the Year, Counterman Professional of the Year and Best Tech Award Programs

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Wix Filters is partnering with Babcox Media to sponsor the 2013 TOMORROW’S TECHNICIAN’s School of the Year, COUNTERMAN’s Counter Professional of the Year and the Babcox TechGroup Best Tech program supporting excellence at every level of the automotive repair industry.

“We are excited to continue our partnerships to support all aspects of the automotive-aftermarket industry,” said Mike Harvey, brand manager for Wix Filters.

“Each year we see high-caliber nominations from the best technical school, counter professionals and technicians and we look forward to reviewing top-of-theline industry professionals and school nominations for 2013.”

The School of the Year program, a national search to find and name the best technician training school in the country, with O’Reilly Auto Parts as a partner, is open to all high schools or post-secondary schools that have a subscription to TOMORROW’S TECHNICIAN. Judges will then review entry criteria and select the top school from each of the four regions in the U.S. www.FleetEquipmentMag.com 25

The winner will be selected from the four finalists and announced at the Automotive Aftermarket Products Expo (AAPEX) in November. This is the sixth year a school will be recognized.

The Counter Professional of the Year award recognizes an automotive aftermarket parts professional who goes above the call of duty; continually seeks out education for himself or herself; is an example of the consummate parts professional; and is an ambassador for the aftermarket.

This year will be the 28th year that Counterman magazine has named its Counter Professional of the Year, sponsored by Affinia Group Inc., Raybestos Chassis and Wix. The Best Tech award recognizes the skills and professionalism of automotive technicians, from demonstrating excellence in the automotive service industry to engaging in the local community.

Blue Tree Systems introduces portable in-cab device

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Blue Tree Systems Inc., a provider of trailer tracking, reefer monitoring and incab fleet management solutions, has unveiled the latest addition to its feature set, a portable version of its in-cab terminal.

The R:COM In-Cab Portable retains all the same features as the existing R:COM in-cab communication system, but is differentiated by being a one-piece “plug and play” device that is temporarily mounted on the dash of a vehicle. It is plugged directly to the vehicle diagnostics and with its permanently attached and durable antenna, the Portable system can be effortlessly installed and removed from any vehicle.

The ruggedized screen has been designed for use in tough operating environments, and provides Blue Tree’s comprehensive feature set, which includes Blue Tree’s hours of service program, user-friendly driver messaging with predefined quick messages and custom data entry form messages, text to speech, satellite navigation and job management features.

Fleet operators can send job details to the driver with navigation coordinates to simplify the driver’s day, with truck specific routing (avoidance of routes with physical restrictions such as weight, height and length) guiding drivers directly to their destination with the touch of a button. Estimated arrival time is reported live to the office, while customer-specific screens can be 26 May 2013 | Fleet Equipment

added to include Vehicle Inspection or Incident reports.

The customer can also design and upload custom data entry forms, allowing them to personalize the Blue Tree solution based on their specific requirements.

Shell plans LNG transport corridors Pending final regulatory permitting, two new LNG corridors operated by Shell Oil Co. are expected to begin operations and production in about three years. The projects will utilize North American natural gas in the Great Lakes and Gulf Coast regions. In the Gulf Coast Corridor, Shell plans to install the processing operation at its facility in Geismar, La. In the Great Lakes Corridor, the company plans a unit in Sarnia, Ontario.

“Natural gas is an abundant and cleaner-burning energy source in North America, and Shell is leveraging its LNG expertise and integrated strength to make LNG a viable fuel option for the commercial market,“ said Marvin Odum, president of Shell Oil Co. “We are investing now in the infrastructure that will allow us to bring this innovative and costcompetitive fuel to our customers.”

Kit Masters to give away Harley Davidson Fatboy Kit Masters, manufacturer of GoldTop fan clutch rebuild kits, is running a summer-long promotion that concludes with a random drawing for a customized 2013 Harley-Davidson Fatboy motorcycle. This GoldTop inspired motorcycle will feature a gold flame paint job, two-to-one exhaust, one-of-a-kind footboards, custom hand grips, lowered suspension, an S&S air cleaner and more.

Consumers can find contest registration cards inside of specially marked GoldTop rebuild kit boxes.

Kit Masters Inc. manufactures heavyduty aftermarket components, specializing in remanufactured fan clutches, rebuild kits and accessories.

Telogis, Volvo Trucks enter into memorandum of agreement Telogis and Volvo Trucks in North America announced that they have entered into a memorandum of agreement (MOA) to bring value to Volvo customers through the future development of services that leverage the

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IndustryNews comprehensive cloud-based Telogis platform including telematics, compliance and mobile. The cloud-based location intelligence platform delivers telematics, dynamic routing, real-time work order management, commercial navigation and mobile integration services for companies with mobile workforces. The location intelligence platform provides operations and field managers with mission-critical, actionable information such as location, fuel economy and ve-

hicle and driver performance data for all trucks in a fleet. This information can be utilized to control costs, increase safety, improve customer service and enhance operations. As a part of Volvo Trucks’ evolving strategy focused on uptime, connected vehicle services now come standard on all Volvopowered trucks with the launch of Remote Diagnostics.

Volvo said it was the first North American truck manufacturer to offer a telematics so-

lution beginning in 2002, adding that the agreement with Telogis will ensure Volvo continues to build on its leading position in connected vehicle and fleet management services.

Baldwin Filters hosts Baldwin University Baldwin Filters recently welcomed distributors to Baldwin University, a three-day filtration seminar, at its headquarters in Kearney, Neb., the company reported. Distributors from the U.S., Canada, Morroco and Israel joined Baldwin employees from the U.S. and Canada to learn more about filtration and specifically the Baldwin advantages in the marketplace.

Baldwin University, is presented by Baldwin design engineers and other staff members, is designed to broaden awareness of today’s filtration theories and practices, the company said. Plant and lab tours demonstrate the construction of Baldwin’s product line and examine research being done on existing and future filtration concepts. Baldwin University will continue in 2013 with a seminar scheduled for October. For information, visit www.baldwinfilter.com.

PreSet hubs now standard on Peterbilt Class 8 trucks

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Designed to improve serviceability and reliability of vehicle wheel ends, PreSet Plus hub systems are now standard on all Class 8 truck models from Peterbilt Motors Co. The hub systems, according to the manufacturer, feature a 40% improvement in surface finish, resulting in superior rolling contact, reduced friction, lower operating temperatures, and increased lubrication and bearing life. PreSet Plus hub assemblies are available in iron and aluminum versions on steer and drive axles with disc or drum brakes.

Idle Smart offers next-gen idle reduction solution The availability of a next-generation patented idle reduction solution has been announced by Idle Smart.

The automatic start-stop system powered by Idle Smart Fuel Optimization Software, according to the company, includes enhanced features and functionality to enable up to 70% savings on overnight fuel costs. / 28 May 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 50029

Aftermarket Insights

BY DENISE KOETH | SENIOR EDITOR

Oil filtration update Meeting the needs of today’s engines requires enhanced protection and long service life

W

ith ever-changing heavy-duty engine technology comes greater demand for more durable, higher-performing ancillary products, including oil filters. Modern lubrication systems circulate oil at much higher rates than older-generation engines, so today’s filters must be designed with materials that can withstand tougher working environments while still performing their key role—contaminant control.

John Gaither, director of heavy-duty product engineering for Luber-finer by FRAM Filtration, explains that most modern engines equipped with exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) technologies generate higher levels of organic and inorganic acids, as well as higher amounts of soot in the oil, requiring modern filtration technologies that address these newer challenges.

In addition, modern Baldwin Filters’ P7505 30 May 2013 | Fleet Equipment

filters must keep up with extended oil drain intervals, according to engineers at K&N Engineering, as the majority of engine makers have extended intervals to 600 hours on Tier 4 engines with SCR. “As with all heavy-duty engines, lube oil filter technology must keep ahead of the trends of extended drain intervals, higher sump temperatures, and complete chemical compatibility with today’s oils and additive packages; all while performing during the vibration, loads and pressures of today’s engine applications,” says Martin Barris, engine liquid and hydraulics product director for Donaldson Co. “Today’s SCR engines are tuned in such a way that less soot is expected to be driven into the lube oil,” he adds.

“At the same time, lowash oils may not have the same capacity to neutralize acids as in

Luber-finer Time Release Technology (TRT) Oil Filters

the past. This probably means soot isn’t as much of a problem, but total acid number/total base number (TAN/TBN) must be monitored during extended drain intervals. As a result, oil filter technology, in the context of an SCR engine, will focus on engine protection and long service life tailored to the typical mixture of oil contaminants.”

Baldwin Filters’ Farrell Calcaterra, vice president of research and design, explains that filters on today’s emissions-compliant engines are exposed to higher average operating temperatures and ethylene glycol— leading lube filter medias to move away from cellulose to synthetic materials. Lube filters also are moving away from spin-ons toward more environmentally-friendly cartridges.

Along with soot and sludge, today’s oil filters must be able to effectively deal with the byproducts of oil degradation, notes Paul Bandoly, manager of technical service and customers training for NAPA Filters, who adds filter designs that incorporate materials such as full synthetic media and high synthetic content cellulose-based media have become common. “Filters like the GoldNAPA XD have designs that manage the way oil flows through the filter as-

Rapid Response: 800-930-7204 ext. 50033

Aftermarket Insights sembly so the element has the most effective opportunity to control the soot, sludge and other contamination,” he says.

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has premium attributes like synthetic media that stops 99% of harmful contaminants, high dirt holding capacity and filtration efficiency, a plated base plate for corOil filter selection rosion resistance coupled with a With plenty of options to double-rolled seal, and a choose from, fleets must do heavy gauge canister for ina little homework in order creased fatigue strength to select the best filters for from engine oil pump pulsatheir respective applications,” they say. tions.

K&N added for fleets that “Fleets should use a high operate in cold climates, its quality oil filter that has HD filter has excellent cold been tested to meet OE reflow characteristics for enquirements using industry gine protection during the standard test procedures,” critical cold start-up phase. said Baldwin’s Calcaterra, Ted Loftis, director of enwho encourages fleets to gineering for Cummins Filask their suppliers to protration, says a filter’s Cummins LF9080 vide performance data construction materials must Venturi Combo Filter when selecting a replacebe able to withstand the ment filter. modern engine loads (presLuber-finer’s Gaither recommends sures, flows, vibrations, temperathat fleets monitor their engine oil tures, etc.) from the full spectrum of analysis data for the appropriate se- light- to severe-duty applications. lection of an oil filter. “Fleets should “In some cases, this entails the use know their engines—whether they of synthetic filter media coupled are ‘acid challenged’ or ‘soot chalwith staunch backing materials,” he lenged’—before making a decision says. “The synthetic material can sito select a filter.”

He adds the company’s Time ReDonaldson ELF7900 lease Technology (TRT) filters— which address the newer challenges of neutralizing acids in addition to performing their standard job of removing contaminants from the oil— are best for “acid challenged” engines. And extended drain interval filters, like Luber-finer’s Imperial XL lube filters for heavy-duty engines, are made with specially-developed micro-glass or full synthetic lube filters to handle soot and contaminants for extended oil change intervals. multaneously provide fine filtration, “Keeping an eye on the oil analylow resistance to oil flow (especially sis data, understanding an engine’s in cold conditions) and the strucbehavior and intelligently selecting tural ability to withstand the longer a filter can optimize engine life in service intervals demanded by addition to service intervals,” some customers.”

Gaither says.

Loftis adds that premium filters exIn general, K&N engineers recomhibit features such as “two filters in mend fleets look at the quality of one container.” For example, one of materials and how a filter is conthe filters could clean a small porstructed. “The K&N HD Oil Filter tion of the oil flow and provide very

32 May 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 50122 

high efficiency and capacity at removing “real-world” contaminants, while the other filter maintains appropriate oil cleanliness of all the oil flowing to key engine components.

“An additional feature for enhanced performance is stabilization of pleated filter media; this helps the filter perform its intended function even better,” he adds, citing one example of pleat stabilization as being “glue beads” placed on the outer diameter of pleated media packs.

Features to manage oil flow (such as ensuring the proper flow split between two filters in one container) also are utilized—an example is Cummins’ Fleetguard Venturi Nozzle, Loftis says. In some applications, auxiliary filtration is added to further enhance lube oil filtration, for example, in the case of a centrifuge “bypass” filter that is generally used to remove soot from engine oil.

According to Donaldson’s Barris, lube oil filter media is commonly made of pleated cellulose paper, providing good filtration and capacity for general contaminants, while full synthetic and cellulose/synthetic blend media provide enhanced performance. “For the most stringent lube filtration requirements, Donaldson Synteq Media, our full synthetic media, provides enhanced durability for extended drain intervals while maintaining or improving filter efficiency and capacity at a lower restriction than other media types,” Barris says. “The result is better engine protection for a longer period of time while minimizing time spent in bypass.”

On a final note, when comparing features of modern oil filters, fleets must make sure they use an “apples to apples” application review, adds NAPA’s Bandoly. “Make sure you are comparing products that are designed and recommended for the same application. It is not uncommon for there to be (multiple) options for some applications—options based on operating conditions, fleet objectives and other similar considerations.”

Fleet best practices

He also encourages Once a fleet has sefleets to use the materilected the proper oil filals and support availtration for its intended able from filter application, there is still suppliers to make sure more to factor in, particeveryone, even the ularly oil analysis, filter most experienced techhandling and storage, nician, has been trained and oil change intervals. on proper filter selecBaldwin’s Calcaterra tion and installation. advises that fleets ad“In-field training, online here to OEM-recomtraining and even facmended change tory training are a key intervals, and that if a part of eliminating the fleet wants to extend its consequences of filters oil drain interval, it being installed incorshould work with oil and rectly or by an un-recNAPA XD oil filter filter suppliers. ommended “The TBN for oil, its acid-neutraliz‘technique.’ Sit down with your filter ing reserve, degrades over time and supplier at least once a year…to remiles, especially in modern diesel view product use, recommendations, engines that use EGR. The TAN and anything new or different that measures the acidity level of the oil,” can or does impact the fleet.” explains Luber-finer’s Gaither. “Any Another oil filter tip is to avoid stordecision regarding extending oil ing new filters in a humid environdrain intervals must be based on oil ment for extended periods of time; analysis and adherence to OEM criinstead keep them dry, according to teria for acceptable oil operating Donaldson’s Barris, who adds it also properties. Operating properties is best to avoid allowing the filter’s may include, but are not limited to, thread plate to contact a dusty surTBN, viscosity and fuel dilution.” face, and to always apply the recomFleets should ensure the oil analymended torque or installation turns sis program is practiced across the to the new filter. entire organization, and that good Today’s engine oil filters are up to documentation and record keeping the task of protecting a fleet’s hotter support the effort, says K&N. Fleets must then review the results and look for trends that point to running enproblem areas. Investigating gines—with the right those problem areas can eduselection and proper cate fleets on what is happenmaintenance, fleets ing that might lead to costly can work with their and disruptive equipment suppliers to get the downtime, the company adds. most out of these NAPA’s Bandoly touts good vital components. / management of the filter inventory—keeping it clean, new and undamaged. “Leave filters in their factory packaging until installation,” he says. “Whether shrink-wrapped or boxed, make sure the factory packaging remains intact and protects the filter. A dented or damaged filter should never be installed.”

K&N Wrench-Off Diesel Oil Filters

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www.FleetEquipmentMag.com 33

&

Before

After(market)

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Lightweight components Trailer manufacturers offer advice on how to best optimize weight and payload capacity

“T

here are numerous areas in trailers, especially in dry freight vans, where fleets can specify weightsaving components,” says David Gilliland, vice president of national accounts at Great Dane Trailers. “To see how each item translates into payload, determine the cost per pound of weight savings. At the same time, consider that when you’re hauling around less weight, your vehicles can be more fuel-efficient.”

“With increasing tractor weights, aerodynamic side skirt requirements and growing shipper demands, reduced trailer weight and increased payload capacity are critical to bottom line performance,” states Robert Lane, director of product and business development at Wabash National. “There are literally hundreds of lightweight trailer options available today. As with any option, there are cost/benefit con-

34 May 2013 | Fleet Equipment

siderations to be made before selecting any component.”

“At Utility, we continuously test to optimize weight and typically remove 40 to 50 lbs. of tare weight per year on reefers and dry vans,” says Jeff Bennett, vice president of engineering and product development. “At the same time, we make sure we don’t cross cost and durability lines when reducing the trailer’s weight.”

Several options for Great Dane dry freight vans can provide weight savings for fleets hauling heavy loads, Gilliland notes. The Composite, for example, is available with a new heavy-duty bottom rail, and a 21-in. high, one-piece aluminum extrusion that replaces the standard 11-in. high bottom rail and eliminates the need for a 6-in. integral steel scuffband inside the trailer. The added strength this design provides offers the ability

to cut weight by using shorter sidewall panels as well as lighter weight wall construction.

Other design changes on the Composite that are saving weight include revisions to the rear frame and the use of composite panels in front walls, eliminating the need for interior front wall linings. In addition, a Havco composite floor and aluminum crossmembers in place of steel, despite the extra crossmembers required, add up to lower weight.

Great Dane also offers its lighter weight PunctureGuard linings and scuffbands, as well as its ThermoGuard reefer lining, which the company says can save up to 200 lbs. due to its thin design.

Wabash National offers a number of floor systems that reduce the weight of the trailer and, depending on the application, according to Lane, can

Interior view of Great Dane ThermoGuard lighter weight reefer trailer

Wabash trailer

save between 190 and 670 lbs. Other lightweight specs to consider, he points out, are couplers, aluminum crossmembers and roof bows.

In addition, Wabash National continues to evolve its DuraPlate composite material and utilize it in other areas of the trailer, resulting in weight savings.

Using a base dry van as an example, 6 mm DuraPlate sidewalls can save over 400 lbs., a DuraPlate nose can save over 100 lbs., and last year the company made a 10 mm DuraPlate swing door standard for an additional savings of up to 50 lbs.

At Utility, Bennett notes, an improved foam formulation has enabled the company to thin walls and reduce unneeded weight. An example is the foam in the 4000D-X Composite dry

van sidewall. The foam is sandwiched in between the outer side skins and the inside steel lining in the composite structure, which allows the manufacturer to reduce the thickness of the outer aluminum side skins.

Other approximate weight saving options compared to base specifications for the Utility 4000D-X Composite dry van include combination side posts (20 aluminum A slot logistics posts used in place of steel in strategic locations) that can save 188 lbs., 4-in. aluminum crossmembers in the bay area can save 155 lbs. compared to steel, and using 1-in. aluminum roof bows instead of 1-1/16-in., 18-gauge galvanized bows can cut 109 lbs. Another option is a 1-5/16-in. aluminum floor that is 386 lbs. lighter.

All of the manufacturers agree that while there are many alternatives for maximizing payload in trailers, operational requirements should always be considered before any weight saving components are selected.

“During the selection process,” says Wabash National’s Lane, “it’s important to consider the application and the cost/benefit associated with each option.”

Rolling into savings Lighter weight aluminum wheels have been a spec of choice for many fleets looking to improve freight carrying capacity in trailers.

Alcoa Wheel Transportation Products offers LvL One 22.5x8.25-in. aluminum wheels, which weigh 45 lbs.

The company also supplies a

Turning to lightweight fifth wheels Fleets looking for weight reductions to offset heavy emission system components and improve fuel economy are increasingly turning to lightweight fifth wheels. The challenge to fifth wheel manufacturers is to build products that are both light and strong. When they succeed, the results can be significant.

“The benefit to a fleet of choosing a lightweight fifth wheel system varies based on the combination of top plate and mounting bracket selected and the type of fleet operation, but it can range from $2 per pound for truckload carriers all the way up to $12 per pound for bulk carriers,” says Terry Mennen, vice president of sales and marketing for Fontaine Fifth Wheel.

Manufacturers have redesigned both top plates and mounting brackets/slides to take out weight.

While some have turned to lighter weight materials like aluminum, others stick with steel for cost-effectiveness and durability.

These manufacturers rely on design improvements to remove weight where it’s not needed, while maintaining overall strength. For example, Fontaine Fifth Wheel’s R&D team used computer-aided design to develop the company’s new LWB lightweight slide assembly that has a smaller footprint than its predecessor, as well as steel reinforcement in key areas to provide greater durability and strength.

Utility trailer www.FleetEquipmentMag.com 35

Before

After(market)

22.5x14-in. wide base aluminum wheel option weighing 58 lbs. per wheel. Switching single steel 22.5-in. wheels to 14-in. wide base aluminum wheels, the company notes, reduces the weight of an 18-wheel combination vehicle by nearly 1,400 lbs.

Accuride Wheel End Solutions has expanded its Accu-Lite family of aluminum wheels to include 45-lb.

22.5x8.25-in. and 54-lb. 24.5x8.25-in.

Alcoa LvL One aluminum wheel

Accuride Accu-Lite aluminum wheel

models, as well as two 22.5x14-in. wide base versions weighing 59 lbs.

The new designs cut 1 to 2 lbs. from

Maxion high strength low alloy steel wheel

previous dual wheel weights and 7 or 12 lbs. in wide base models, depending on the wheel offset specified.

Maxion Wheels offers the North American market a variety of lightweight “high strength low alloy” steel wheels for commercial vehicles. The company’s wheels range in size up to 24.5 in. in diameter for single- or dualwheel applications and for steer, drive or trailer axle positions. The wheels have a straight-through stud hole and are available in both 8- and 10-hole configurations. Stud piloted systems are available in standard or heavy-duty mountings based on load capacity.

Maxion also offers wide base steel wheels for weight sensitive applications. For tubeless dual replacement, the wheels can provide weight savings up to 166 lbs. per axle.

“While less weight is important for increasing revenue-producing payload capacity,” says Denny Weisend, director of North American commercial wheel sales at Maxion, “affordability and performance are other factors to consider. Wheels also have to be durable and resist side impact damage.” /

Resources Rapid Response: 800-930-7204 ext. 50036

Accuride — www.accuridewheelendsolutions.com Alcoa — www.alcoa.com/alcoawheels/north_america Fontaine Fifth Wheel — www.fifthwheel.com Great Dane Trailers — www.greatdanetrailers.com Maxion Wheels — www.maxionwheels.com Utility Trailer — www.utilitytrailer.com Wabash National— www.wabashnational.com 36 May 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 50037

&

Specs Fleet Profile

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

For Tri State Transportation, a pound saved is a penny earned

Adding it up

Sean Davis President Tri State Transportation

38 May 2013 | Fleet Equipment

“T

he bottom line,” says Sean Davis, president of Tri State Transportation, “is that we want to be able to haul the biggest net payload in the market. When you’re hauling hot asphalt, the lighter your equipment, the more product you can legally load—and the more product you can carry, the more money you can make.”

Based in Phoenix, Tri State oper-

ates 25 tractor-trailers hauling liquid asphalt from refineries and terminals to highway paving jobs in Arizona, Nevada and California. The bulk of the company’s tractor fleet consists of Freightliner Columbia day cab and mid-roof sleeper models. For trailers, the carrier specs 7,500-gal. models from Polar Tank.

“Freightliner Columbia tractors are lightweight,” Davis relates, “and by

Tri State Transportation Tractor Specifications Model: Freightliner Columbia CL112; 70-in. Mid Roof XT sleeper Wheelbase: 230 in.

Engine: MBE4000, 12.8-liter; 450 HP, 1,550 lb./ft.

Clutch: Eaton Easy Pedal Transmission: Eaton Fuller FRO-15210B Driveshafts: Meritor Front Axle: MFS-12-143A Power Steering: TRW THP-60 Rear Axle: RT-40-145, 3.42 ratio Rear Suspension: Freightliner Airliner Hubs: Con Met Pre Set, aluminum Wheel Seals: Scotseal Plus XL Drums: Con Met Brakes: Meritor Q+ ABS: Meritor WABCO 4S/4M Automatic Slack Adjusters: Meritor Parking Brakes: Haldex Long Stroke Wheels: Accuride Accu-Lite steel disc Tires: 295/75R22.5 Goodyear; G395 steer, G372A drive 5th Wheel: Fontaine No-Slack II 6000 Series Fuel Filter/Water Separator: Alliance Air Compressor: Meritor WABCO 15.5 CFM Air Dryer: Bendix Ad-9, heated Fan Clutch: Kysor on/off Batteries: (4) Alliance, 2920 CCA Starter: Delco Remy 39MT Alternator: Delco Remy 160 amp Block Heater: Phillips-Temro 1500 watt Lighting: Truck-Lite Horn: Hadley, electric Seats: EZYRider Fuel Tanks: dual aluminum, 100-gal.

Tri State Transportation Trailer Specifications

spec’ing 22.5-in. low profile tires, aluminum wheels and lighter weight air suspensions, our power units weigh as much as 3,000 lbs. less than other models we’ve had in the fleet. Still, with engine emissions systems adding weight to tractors, trailers are the key to reducing tare weight and boosting payloads.”

For Tri State, the solution to sav-

ing weight is the Polar Tank aluminum hot-product model. The tandem-axle, 42.5-ft. trailer, which weighs just over 9,000 lbs. empty and can scale 28.5 tons of liquid asphalt, is also 4,000 lbs. lighter than older Polar models used by the company.

Model: Polar Tank hot product; aluminum, round, jacketed, one compartment Length: 42.5 ft.

Capacity: 7,500 gal.

Hose Carrier: aluminum; 4-in. by 8-in., 22 ft. long Valves: Sealco Emergency Valve: Betts; 4-in. aluminum asphalt Landing Gear: Jost A400, two-speed Axles & Suspension: Hendrickson Intraax AANT23K; tandem axle Oil Seals: Stemco Guardian Hubs & Drums: Walther EMC, hub-piloted; Duralight hub, cast drum Brakes: S-cam; 16.5x7-in., Extended Service.

ABS: Meritor 2S/2M Brake Chambers: TSE 3030 Automatic Slack Adjusters: Meritor Tires: 255/70R22.5 Goodyear G104 Wheels: Accuride aluminum disc Gladhands: Tramec Lighting & Electrical: Truck-Lite LED Conspicuity Tape: 3M Paint: black acrylic enamel on carbon steel parts

Huge edge “That’s a huge edge over a comwww.FleetEquipmentMag.com 39

Fleet Profile

Specs

petitor who legally has to max out at 25 or 26 tons,” Davis states. “A job that takes another carrier nine trips we can handle in eight. That either saves the time and cost associated with the extra shipment, or we can deliver another load to the customer so they can pave more that day.”

Tri State’s Polar Tank specs call for a straight, round barrel with 0.249-in. aluminum on the bottom and 0.219in. aluminum on the top and sides.

The trailer has fiberglass insulation, a belly-wrapped 0.032-in. aluminum jacket with lapped seams, and 0.063-in. aluminum heads lockseamed to the jacket. Trailer weight savings come from components that include an aluminum undercarriage, Hendrickson AANT23K Intraax suspension with integrated axles, Accuride aluminum disc wheels, and 255/70R22.5 Goodyear tires.

Tri State’s equipment runs hard 24

hours a day, seven days a week on the highway and on water-truck-maintained roads. One of its Polar trailers logged 400,000 miles during the first 18 months it was in service with the fleet.

“That type of operation also means we pay close attention to maintenance, which is handled almost entirely in our own shop by five company technicians,” Davis says. “At the same time, we help ensure driver safety by spec’ing new vehicles with roll stability support systems. Those solutions are cheap insurance when you consider their cost and the potential they have to help avoid accidents.”

Finely-tuned

Rapid Response: 800-930-7204 ext. 50040

“Polar helped us fine-tune our specs to come up with the right balance,” Davis continues. “We evaluated how each component contributes to the trailer’s payload capacity, durability and driver convenience and safety.

Cutting weight can make sense, but you don’t want to take it too far.”

In addition to helping Tri State spec trailers for low tare weight and durability, Davis reports, Polar was flexible with vehicle design. For example, the company repositioned the fenders on the fleet’s newest trailers to be more in proportion with low-profile tires.

“Cosmetically, they tied everything together. It’s a small detail, but we want the trailer to look good and represent our company well to our customers.”

Other features of the Polar Tank trailers at Tri State are designed to save time and mess, Davis notes, such as the insulated, aluminum breathing vent that eliminates the surge and overspill of product that can occur with a free-breathing cover.

“Everything works better when you put in the time and effort to spec things correctly,” Davis says. “In the end, the combination of uptime and extra payload is winning bids for our company.”

One to spare “For example,” Davis continues, “I got a call at 4 a.m. from a customer 40 May 2013 | Fleet Equipment

asking if I could bring him 225 tons of hot asphalt. I said, ‘Sure, when does the job start?’ and he said, ‘Now. The company I normally call can’t do nine loads and isn’t showing up.’ It turned out we had only eight trucks available, but after the eighth load, the customer had his 225 tons plus one to spare.”

Davis says that Tri State routinely has customers who have never seen so much payload shipped at one time.

“They even regularly ask drivers to make sure they pull the whole vehicle onto the scale because they can’t believe how much product we can haul,” he adds.

Davis, who grew up working at his family’s West Coast construction business, knows a thing or two about how to save equipment weight without sacrificing reliability.

“Our equipment,” he says, “may cost a bit more up front, but compounded over a day, a week, a month, a year, it is going to far exceed the productivity, profitability and return on investment that our competitors will get from their tractors and trailers. /

Rapid Response: 800-930-7204 ext. 50041 www.FleetEquipmentMag.com 41

Equipment Management

BY TOM GELINAS | EDITORIAL DIRECTOR

Electrical connections & inverters Suppliers have introduced new products aimed at addressing lingering concerns due to corrosion in electrical systems

M

oisture entering the electrical enced by trucking fleets. system of a commercial vehicle One example of the consequences costs time and money for the operaof corrosion on electrical systems distor, in addition to impacting safety covered through the company’s test and customer service reputations. method is that tractor/trailer connecCorrosion buildup and associated tions are not always adequately proelectrical failures not only increase tected. For instance, the J560 (7-way) maintenance parts and labor costs, connector is the only electrical conbut related downtime and/or CSA nection that is routinely opened and penalty points accrued hurt exposed directly to harmful the fleet, as well. Based on its environmental conditions. experience in developing When coiled cables are unelectrical and air brake complugged from the trailer side ponents for the commercial only, they remain “live” and vehicle industry, Phillips Indusneed to be stored properly. tries says it might be the first Unfortunately, many times line of defense against this they are not. Even when conPhillips developed type of damage. nected, the nature of the the S7 electrical The first step was to under- nose box, featuring J560 design allows for constand how and why corrosion a swivel socket siderable waterborne condevelops. Phillips’ Engineertaminant attacks. designed to ing and Quality departments eliminate pullThe most common failure away damage. devised comprehensive test claims for 7-way connections methods to find where trouble are due to complete loss of really lies. Development of the Phillips electrical function on the “blue” cirSta-Dry product line has been driven cuit. This loss of function happens beby the results of this testing, supcause of corrosion brought on by ported by continuous communicathree primary reasons: lack of maintetions with fleet managers. nance, water and chemical deicer inExcessive corrosion testing, which trusion, and constant current passing Phillips says it is constantly upgrading, through the “blue” circuit as long as ensures that the company’s products the tractor’s key is in the “on” posiare developed to actually solve the tion. Phillips says the most intriguing seen and unseen problems experipoint regarding the failure at the 7-

Sealed 7-way connections, like this QCMS2 from Phillips, offer a good choice for fleet managers as they help eliminate corrosion problems.

42 May 2013 | Fleet Equipment

Power Inverters: The most commonly asked questions

Using top materials for the tubing and lining, and using adhesive to increase adherence to the wire.

Phillips connectors make a tight seal that reduces chance of corrosion buildup.

way connection is that it happens more frequently at the tractor side. Regulations for the SAE J560 do not call for a watertight connection, and with many connectors being constructed in different sizes for compatibility purposes, it leaves a considerable gap between the plug and socket connection, where contaminants easily enter.

According to top fleet maintenance experts, the 7-way connection on the tractor side is disconnected and cleaned 99% less than the trailer 7-way union. Combine the gap in the connection and no proper maintenance with the inevitable water intrusion, and you have a recipe for corrosion. Phillips developed a new socket/plug hybrid, the QCMS2, that is semi-hardwired to the tractor, creating a complete seal at the 7-way connection. By removing the socket from the union, the QCMS2 mates directly with Phillips Sta-Dry QCS or QCS2 (QuickChange Socket) harness boot (standard on most tractor OEMs), so there is no break or gap where moisture can enter.

See through insulation Wherever wires are connected throughout the vehicle, moisture and subsequent corrosion can do damage to electrical systems. A sealed electrical system is vital. Phillips says its Sta-Dry terminal connectors make permanent repairs that prevent wire corrosion, reducing maintenance events and the costs associated with them. Using top materials

Power inverters—the devices that convert standard battery (DC) power to AC household power—are becoming more commonplace in the trucking industry.

According to Steve Carlson, OEM sales manager for Xantrex, inverter sales have risen sharply since early 2012, and the company expects this trend to continue in the next few years.

“Fleets know that drivers love them, as they provide an extra measure of creature comfort that helps with driver retention,” Carlson says. “But, they can be nervous about inverters and their potential to damage the truck’s electrical system. One size does not fit all, and inverter quality varies greatly.”

What size should fleets buy?

“Fleets should do a survey on truck size and power usage and understand how drivers will use an inverter—what items drivers want powered and what items will be used at the same time,” says Carlson. “That will help ‘right size’ the inverter for their operation.”

As an example, Carlson says drivers will often run a microwave, TV and laptop all at the same time. “A microwave might be rated at 1,000 watts, a TV at 250, and a laptop at 95. Add them up to see how much continuous power they’ll need and then add 20%. So, in this case, 1,600 watts. Next, round up to find an inverter that meets those power needs. Xantrex, for example, offers an 1,800-watt unit, and that’s what we would recommend.”

While determining continuous power is an important consideration, so is “surge power.”

“Whenever a driver powers up any device, the initial load is more—and sometimes double—what the continuous power requirement is,” Carlson says. “So, an 1,800-watt inverter can handle a short 3,600-watt power surge requirement.

Some inverters on the market can handle only a few milliseconds of surge before the power draw shuts down the inverter. Others can last five seconds or more, and that’s what you should look for.”

1.

What type of inverter should fleets buy: sine or modified sine wave?

“For those running sensitive electronics (like CPAP machines) or products that are plugged into their own chargers—a drill or a toothbrush—sine wave is the preferred choice,” says Carlson. “Since sine wave is the same power as what you get at home, the voltage is consis-

2.

www.FleetEquipmentMag.com 43

Equipment Management for the tubing and lining, and using adhesive to increase adherence to the wire, Phillips says its connectors make a tight seal that reduces the chance of corrosion buildup.

Fleets can reduce overall maintenance costs even more if they can visually identify where trouble lurks before it creates unscheduled downtime. Phillips adds it has used its experience and testing capabilities to develop a line of Clear-VU terminals, tubing and even battery cable that allow for just that; during routine maintenance inspections, any hint of corrosion buildup can be seen and repairs completed before the damage gets worse.

An obvious cause of electrical system failures and associated maintenance costs involves the unintended pull-out of electrical cables that connect tractor to trailer.

For some time, Phillips has been working to develop an electrical

tent without spikes or drops.

“But, in most cases, modified sine wave power is just fine in operating most electronics and appliances.

“With a sine wave unit, there is a slight decrease in the efficiency rating, since electronics within the inverter use power to keep electrical levels consistent. We have an 87% efficiency rating on a Xantrex sine wave unit compared to 92% on a modified inverter. It’s like the difference between running a 6cylinder car versus 4-cylinder car. That 4-cylinder car may get a bit better fuel economy, but the 6-cylinder is better in overall performance.”

Is it OK for fleets to install the inverter?

3.

Carlson says that most technicians will have no problem handling installation, “and Xantrex does offer fleet training

programs to our customers. It’s our recommendation that inverters over 300 watts feature hard-wiring and fusing.”

Carlson says to make sure there is adequate ventilation around where you place the inverter to allow heat to dissipate. “And you have to be cognizant of wire sizing and the distance between the inverter and plug-ins, which can be put in the sleeper; plus the distance between the battery and inverter.”

According to Carlson, most fleets want the convenience of a factory-installed and warranted inverter. “Do an OEM install when you purchase a new truck, or have the installation done by an authorized dealer,” recommends Carlson. “The OEMs have installation down to a science and it’s done on the line to rigid specs. Truck and aftermarket dealers also have the experience, so it’s worth spending a few extra bucks to have the installation done

Rapid Response: 800-930-7204 ext. 50044

nose box that would follow the movement of the tractor cab, so when a driver backs into a 90-degree loading spot, he doesn’t rip out the cable and air lines. The big issue was to not fatigue the copper conductors while developing the driver-friendly nose box.

Once cables and air lines surpass their maximum working length, the pull is so hard it often damages the cable plug, rendering it inoperable, plus it often damages the nose box beyond repair. Another issue that plays an important role in electrical and air line destruction is when the driver forgets to disconnect the lines from the trailer and then drives off.

With today’s driver turnover, fleets are asking drivers to operate the vehicles as if they were long-term employees, which they are not. Oftentimes, the driver cranks down the landing legs, disconnects the fifth wheel, hops back into the cab and takes off with the cables and air lines still connected. Phillips has developed an electrical nose box that not only uses its patented QCS2 corrosion-free

44 May 2013 | Fleet Equipment

right, the first time, should your own staff not have the time or expertise.”

What kind of reliability can I expect?

You will pay more for an inverter that has a “Regulatory Listed” approval—such as UL or ETL with UL458 rating.

This means the inverter was inspected and approved by an independent agency that safeguards against issues with electricity. Buying an inverter that is not Regulatory Listed tells you “buyer beware.”

“Buy an inverter with a regulatory listing. This is the most important safety point I can make, and in fact, TMC’s RP163 calls out this UL listing for all inverters and chargers installed in a truck. What’s more, TMC’s RP160, which discusses DC and AC wiring in a

4.

truck, has requirements that are automatically met by UL458 listed inverters.

The main point being that the neutral and ground are bonded together within the inverter.”

Carlson says that inverters installed by truck manufacturers all are UL approved, but inverters sold at truck stops are not.

Should I get an inverter with a battery charger?

“Yes, if your drivers can use ‘shore power’ (electrical outlets),” says Carlson.

When plugged in, drivers can run everything through the inverter, as power is automatically transferred to the re-

5.

Rapid Response: 800-930-7204 ext. 50045

socket assembly, but also features a swivel socket that is mounted to the trailer and will follow the truck cab, matching each turn and bend to the trailer.

Now, while the driver makes the sharp right-hand turn backing into a dock, the S7 allows the cable to follow the direction of the cab so if the working length is exceeded, the cable ejects from the socket, retracting harmlessly to the deck plate. Combining the electrical socket with the 38degree swivel gladhand, both the air and electrical lines now follow the cab. If either working distance is surpassed, all lines are automatically ejected. Electrical nose box, electrical and air line road calls are virtually eliminated.

This product technology can save fleets money. For example, a major Midwest fleet of roughly 6,000 trucks and 15,000 trailers said it replaces about 3,000 electrical cables per year and slightly more than 3,000 pairs of air lines due to pull-away damage.

This represents a working life of just over two years before a complete set is replaced. / www.FleetEquipmentMag.com 45

Equipment Management ceptacles for as long as they want, plus they can recharge and top off the batteries. The more shore power is used, the better, as it prolongs the life (by 20% to 30%) of the batteries. This happens by keeping batteries fully charged, offsetting parasitic loads, and reducing the number of cycles.”

According to Carlson, most installations use the inverter off the truck’s starting batteries, and quality inverters will have a low voltage disconnect (LVD) to shut down when voltage drops to 11.7 volts. This ensures the truck will have enough juice to start.

“Check on the LVD feature of your trucks before you buy an inverter,” cautions Carlson. “Many inverters on the market will run the batteries down to 10.5 volts, which will let drivers run electrical devices longer in the cab and sleeper.

However, your drivers won’t then be able to start the truck unless the truck comes equipped with its own LVD. “Another option is to run two dedicated deep-cycle batteries and connect them to the inverter. Deep-cycle batteries were designed to be drawn down to a 50% state of charge, or 10.5 volts. That will give your drivers double to triple the amount of continuous power to run hotel loads.”

What is the Purpose of an Inverter if I already have a Fuel-Fired APU? The addition of an inverter to a truck electrical system will reduce hours of use on a diesel-fired APU (assuming that the APU does not already have shore power compatibility). “And, it will reduce maintenance costs and increase APU life,” says Carlson. “An inverter can be used for hotel loads in the cab as long as environmental conditions do not require air conditioning. When those conditions happen, just power up the APU.” With this set-up, the APU would turn on only if the batteries dropped to a low level. Once the batteries are charged, the APU can shut off again. “This significant reduction in APU run time means a quick payback on the cost of the inverter,” says Carlson. /

6.

Technician training will be needed G

Rapid Response: 800-930-7204 ext. 50046

rote Industries, a supplier of lighting and electrical systems for heavy-duty trucks and trailers, suggests it will be critical for fleets to have solid technician training programs in place to quickly bring new technicians up-to-speed on maintaining these systems. The company recalls the last labor crunch to hit trucking in the late ’90s, which had a dramatic impact on many fleets’ abilities to attract and retain over-the-road drivers. The next labor shortage, the company believes, is sure to be felt in the area of maintenance, as well as drivers. Many fleets already are struggling to find and keep good technicians as the country’s economy continues to recover.

With lighting and electrical components consistently ranking as fleets’ most frequently serviced vehicle components,

46 May 2013 | Fleet Equipment

Truck-Lite's 7-in. LED headlamp system meets and exceeds FMVSS-108 and CMVSS108 DOT requirements for both low and high beam performance, the company said.

Lighting and electrical system maintenance Truck-Lite Co., a familiar name in truck lighting and electrical systems, offers fleet technicians the following guidelines for system maintenance: • Never use a test probe to pierce wire insulation when troubleshooting lighting complaints. Wicking action can cause moisture to travel along the wire strands and corrode critical connections. If probing a harness or wire is necessary, make sure the puncture is properly sealed.

• To correct voltage problems, discover the real cause.

Under-voltage often is caused by poor electrical connections. To correct under-voltage, don’t just turn up the voltage. Find out and correct the cause of the problem.

Many discarded lamps are still in good condition. Play detective when solving lamp problems. First, test with a meter, power supply or battery. Then, if you desire, open the lens on a discarded lamp and examine the bulb. It will tell you why it failed. For example: • A bulb with stretched or broken filaments was subjected to vibration.

• A yellowish, whitish or bluish glaze on the bulb indicates a rupture in the bulb’s glass envelope.

• A dark metallic finish indicates old age.

• A black, sooty bulb indicates a poor seal in the bulb.

Test all lamps one more time before you discard them.

Truck-Lite’s warranty department reports that close to 20% of all lamps sent back are still in good operating condition. The ones that aren’t working can be returned to your lamp supplier.

All lamps will live longer if they run cool. Dirt on the lens increases the heat, so keep them as clean as possible.

Other people can see your rig, and that is one of the purposes of the lighting system—to be seen. Certain lighting products generate heat; take care to avoid contact with flammable materials.

Treat the electrical system as you would the chassis. Lubricate sockets, pigtails, battery terminals and connec-

Rapid Response: 800-930-7204 ext. 50047

it’s critical that maintenance personnel know the proper techniques for maintaining and repairing these systems. To help address this growing need, Grote Industries has developed and launched a new training program called Grote KnowGrote says its Ultra-Blue-Seal How, which is available at no offers ultra-versatility in repair charge to the trucking industry. kits or components: connectThe comprehensive training ing harnessess for rear lighting program covers truck and trailer repair to fit any vehicle; Pigtails lighting and electrical systems. It for every need, all featuring is designed to be a self-study UBS slim-line under-lamp plugs for no-splice connecmeans for providing fleet maintions...simple, foolproof and tenance personnel with a solid weathertight; and either factounderstanding of vehicle electriry-sealed or field re-sealable cal system basics. Grote adds lamp systems. the program provides tools to train technicians of all experience levels and turn them into experts on selecting, maintaining and repairing heavy-duty vehicle electrical and lighting systems.

For more information about the Grote Know-How program, go to grote.com/tech/knowhow. /

www.FleetEquipmentMag.com 47

Equipment Management tions with non-conductive anti-corrosion compound. The purpose of the sealant is to totally encapsulate and protect against corrosion and water.

Inspect for improper ground connections. This is a major cause of lamp failure, especially when the chassis is used for a ground. When lamps are grounded through the lamp housing, make sure there is a clean connection (i.e., metal-to-metal) between the housing and the chassis.

Also, a fifth wheel ground strap may be used for added protection on a chassis ground system.

Look for loose, bare or unsupported wires and fixtures. Harnesses and wiring should be on the underside of top frame members rather than on the bottom, where dirt and

road splash collect.

Always replace wiring, trailer light cables and harnesses with an equal or heavier gauge of wire than was used in the original specifications. If you don’t, you may cause unnecessary problems.

On older trucks, never crank the truck when any lights or accessories are on.

Also, never leave markers and hazard lights on when parked against a dock.

Melted lenses are a sure sign that the vehicle has been parked against the dock while the lights were on.

Inspect the grommets that house the lamps. They will eventually deteriorate from sunlight, ozone and harmful chemicals as they age. New grommets restore shock protection, security and improve appearance. /

Preventing lightingrelated maintenance issues

Rapid Response: 800-930-7204 ext. 50048

According to the lighting experts at Peterson Manufacturing, as part of a comprehensive maintenance program, a conscientious inspection program can prevent an out-ofcompliance condition before it occurs. Maintenance personnel should go beyond just verifying that lights are illuminated. They should regularly look for: 1 Lamp lenses and housings that are cracked or fatigued; 2. Harness or pigtail conductors that are brittle, chaffed, stripped or A compact, self-contained “CSA kit” of spare lightbadly kinked; ing supplies is a wise investment for every 3. Corroded terminals and plugs; commercial fleet. This kit should include one of 4. The failure of individual diodes each standard style of light on the vehicle, along within an LED lamp assembly, which with the tools needed to replace lights properly could be an early indication of mois- and repair damaged wiring. Contact Peterson or your Peterson sales rep to have a custom-designed ture or corrosion intrusion.

CSA kit assembled to match your fleet.

In addition, always follow these good maintenance practices: • Periodically use dielectric grease to protect bare metal terminals (if they are not otherwise sealed from water and corrosive chemicals).

• When a situation requires emergency repairing, splice wires together using glue-filled, heat shrink crimp connectors to effect a completely sealed connection. /

48 May 2013 | Fleet Equipment

Truck Products Sherwin-Williams brand adds to finish product line Acme Automotive Finishes, a registered trademark of the Sherwin-Williams Co., has added the AIC (Advanced Industrial Coatings) 2.1 Epoxy Primer and the AIC Metal Direct Factory Package Colors to its Acme Quality Paints product line. AIC 2.1 Epoxy Primer is a high-solids, low-VOC 2K product, available in gray, that the company says provides corrosion resistance, durability and adhesion. Utilizing the new AIC Epoxy Hardener, the primer is easy to apply and has a customizable mix ratio. AIC Epoxy Primer is designed for original equipment and refinish applications, the company said.

There are now 16 AIC Metal Direct colors available. The low VOC acrylic polyurethane is suitable for a variety of substrates, including blasted cold or hot rolled steel, sheet molded compound (SMC), or fiberglass reinforced plastic (FRP). It is packaged in a 6-gal. container at a 5-gal. fill for 5:1 (five parts color to one part hardener) mixing inside the can. Black and white colors also are available in 1-gal. sizes. AIC Metal Direct has a minimum recoat time of 20 minutes, 45 minutes to hand slick, dust-free in one hour, and tack free in 1.5 hours, the maker added.

Acme Automotive Finishes www.acmefinishes.com Rapid Response: 800-930-7204 ext. 50151 www.FERapidResponse.com

Alliance Truck Parts announces new alternator line Rated for higher temperatures in 2007 and 2010 EPA emissions-compliant engines is a new line of heavy-duty alternators from Alliance Truck Parts. The product line covers a wide range of applications that meet or exceed current OEM specifications with pad mount or J180 mount options, the company said.

Amperage ratings range from the 444 model’s 150 amps up to a full 210amp rating. Temperature ratings for all models are 125 degrees C with the exception of the 444 model, which carries a 110 degrees C rating.

According to the company, other features for various models in the new line include a redesigned solid lead frame rectifier with a welded diode assembly, a sealed brush box, case ground, heavy-duty front and rear bearings, a dual internal fan, and an e-coated housing for corrosion resistance.

All Alliance alternators utilize a solid lead frame, creating a single, solid connection to all of the internal diodes. / Alliance Truck Parts www.alliancetruckparts.com Rapid Response: 800-930-7204 ext. 50152 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 50049 www.FleetEquipmentMag.com 49

Trailers

Bodies

PlastiKote offers truck bed liner

Rapid Response: 800-930-7204 ext. 50050

PlastiKote Truck Bed Liner can extend the life of your truck bed and help prevent rust and scratches, the company said. This durable and long lasting bed liner paint is available as an aerosol, a gallon can and a truck bed liner kit.

The aerosol PlastiKote Truck Bed liner paint (264) bonds to the surface, resisting abrasion, and has textured, recycled granules to create a skid-resistant finish. The flexible, textured surface minimizes cargo slippage, resists fading and withstands extreme hot or cold temperatures. PlastiKote also offers a Truck Bed Liner Kit (265GK) that includes a gallon of truck bed liner paint, a roller frame and cover, scuff pad, roller tray and brush, the company added.

PlastiKote www.plastikote.com Rapid Response: 800-930-7204 ext. 50153 www.FERapidResponse.com

Reyco Granning introduces air ride slider The DockMaster 400 (DM400) Air Ride Slider for dry freight and refrigerated trailers and trailer on flat car (TOFC) intermodal applications has been unveiled by Reyco Granning. The newest addition to an existing line of trailer air spring suspension systems, the DM400 features seven gauge, 9-in. Super-C frame rails and unitized, wrap-around hangers.

Designed to fit Binkley, Hutch and TTMA rails, the system is built with side wear pads in the hanger, and has a 4.5-in. multifunctional pivot bushing. Other features of the DM400 include an air pin release and the manufacturer’s Rey-Align “one person” alignment system.

Reyco Granning www.reycogranning.com

Rapid Response: 800-930-7204 ext. 50070

Rapid Response: 800-930-7204 ext. 50154 www.FERapidResponse.com

50 May 2013 | Fleet Equipment

Shop Equipment

Kiene adds new Clutch Caddy adapter

Kiene Diesel said it has developed another adapter for the multi-task Clutch Caddy. According to the company, the new CC2064 Eaton DM clutch adapter kit includes a new alignment shaft and a set of leg extensions.

The new kit is 13th in the series of Clutch Caddy Adapters. Use of the kit allows one technician to safely install or remove this 200-lb. clutch, Kiene added.

Kiene Diesel Accessories www.kienediesel.com Rapid Response: 800-930-7204 ext. 50160 www.FERapidResponse.com

BendPak offers ToughPads Rapid Response: 800-930-7204 ext. 50051

BendPak’s new ToughPads fit later year BendPak two-post lifts and offer the grip of natural rubber combined with the ultimate in abrasion and tear resistance of Polyurethane, the maker said. The durable, wear-resistant polymer compound extends the life of the contact pads, which helps increase workplace safety and reduces operating costs. The round slip-over design makes installation quick and easy, BendPak said, adding the ToughPads are: • Abrasion resistant • Oil and solvent resistant • Tear resistant • Heat and cold resistant In addition, they have a higher load bearing capacity and they replace earlier BendPak contact pads made of natural rubber.

BendPak www.bendpak.com Rapid Response: 800-930-7204 ext. 50161 www.FERapidResponse.com

Bee Line catalog showcases wheel alignment equipment

Rapid Response: 800-930-7204 ext. 50071

Wheel alignment systems, elevated solutions for alignment shops and axle and frame correction equipment for heavy-duty trucks and trailers are the focus of Bee Line’s new catalog. Included are the recently released LC7500 Series Computer Alignment Systems in mobile or permanent versions.

Also featured are Bee Line’s recently redesigned Space Saver Ramp and customizable Advanced Aligner Runways. Shop equipment is showcased in the catalog, including the Smart Balancer II, Bee Line’s front and rear truck axle correction tools, as well as pumps, rams and frame correction solutions. The catalog also details hands-on training courses offered in Bee Line’s training center in Bettendorf, Iowa.

Bee Line www.beeline-co.com Rapid Response: 800-930-7204 ext. 50162 www.FERapidResponse.com

www.FleetEquipmentMag.com 51

Classifieds

Call now to order or to receive a free 2013 catalog 1-800-434-5141 www.autobodysupplies.com Rapid Response: 800-930-7204 ext. 50201 www.FERapidResponse.com

YOUR AD HERE!

TO ADVERTISE IN THE CLASSIFIEDS CALL Tom Staab 330-670-1234, ext 224 or email at tstaab@babcox.com

Rapid Response: 800-930-7204 ext. 50203 www.FERapidResponse.com 52 May 2013 | Fleet Equipment

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Rapid Response: 800-930-7204 ext. 50204 www.FERapidResponse.com

Classifieds

Rapid Response: 800-930-7204 ext. 50205 www.FEapidResponse.com

Rapid Response: 800-930-7204 ext. 50206 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 50207 www.FERapidResponse.com www.FleetEquipmentMag.com 53

ENGINE OIL DRAIN VALVE

Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Bobbie Adams badams@babcox.com 330-670-1234, ext. 288

John Zick jzick@babcox.com 949-756-8835 Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

CLASSIFIED SALES Tom Staab tstaab@babcox.com 330-670-1234, ext. 224 LIST SALES MANAGER Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

SALES REPS

Rapid Response: 800-930-7204 ext. 50209 www.FERapidResponse.com

DRAIN YOUR ENGINE OIL WITH THE TOUCH OF A FINGER

FUMOTO www.FumotoUSA.com Fumoto Engineering of America

(425) 869-7771

Rapid Response: 800-930-7204 ext. 50208 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 50210 www.FERapidResponse.com

NO Steel Balls NO Sands or Oils NO Prebalancing

Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Fleet Equipment.

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TO GET CONNECTED: >>>CALL toll-free 800-930-7204 and then enter the Five Digit RapidResponse Code that appears in the ad or product announcement or on the listing below.

Easily installs on truck driveshafts, wheel assemblies & engines WILL STOP TIRE CUPPING & INCREASE TIRE LIFE UP TO 50% OR MORE

>>>OR VISIT For Fleet Pricing Contact your local dealer or

Sun-Tech Innovations

www.BalanceMasters.com 54 May 2013 | Fleet Equipment

www.FERapidResponse.com and click on the company you want info from!

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Reader Response Page sponsored by

Advertiser

Page

Rapid Response Code

Advertiser

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37

50037

Marangoni Tread North America Cover 3

50057

BendPak

50

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Meritor Inc.

5

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BendPak

Insert

50120-50123

Mitchell 1

31

50033

Bergstrom Inc.

28

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Monroe Shocks & Struts

48

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Betts Co.

36

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NAPA

1

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Carrier Transicold

23

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NTN Bearing Corp.

13

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Chevron Products

9

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Old World Industries

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Coxreels

51

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Peterbilt Motors Co.

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Espar Products

24

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PPG Industries

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Espar Products

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ProDiesel

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Federal Mogul/National BCA

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SAF-Holland Inc.

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Saf-Tee Siping/Grooving

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FSX Equipment Inc.

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SKF Corp.

14

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Giti Tire USA Ltd.

46

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Thermo King Corp.

19

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Grote Mfg.

32

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Thieman Tailgates

50

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Hendrickson

7

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Tiger Tool International Inc.

49

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Hendrickson

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TMW Systems

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IMI

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VDO RoadLog

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Labelmaster

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Wix Filters

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Rapid Response: 800-930-7204 ext. 50055 www.FERapidResponse.com

Afton Chemical Corp.

www.FleetEquipmentMag.com 55

Coming in

June • Equipment Technology Rolling resistance tires/retreads

PostScript Cost savings is top-of-mind

• Before & After(market) Buying TPMS • IT for Asset Management Technology to streamline the business process Call Jeff Stankard at

(330) 670-1234 Ext. 282 About Advertising Opportunities!

FLEET EQUIPMENT (ISSN 0747-2544) (May 2013, Volume 39, Number 5): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 6701234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices.

POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year.

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A recent survey found that 46% of fleet managers cite cost savings as the primary focus of executive management as it relates to their company’s fleet operations, according to a the survey conducted by GE Capital Fleet Services. This was followed by on-time delivery and service, driver safety and resource productivity (all 15%).

Accordingly, when fleet managers cited their greatest concerns, 26% said meeting their organizations’ cost-savings goals was their greatest concern, an increase of 3% since last year’s survey, followed by driver safety (23%) and workforce productivity (19%).

The GE Capital Fleet Services survey of fleet managers was conducted at the 2012 NAFA Institute & Expo in St. Louis.

“Whether identifying ways to reduce maintenance spend or fine-tune vehicle replacement strategies, we continue to experience a high demand from customers on how best to optimize their fleets and drive out cost,” said Mark Hayes, chief marketing officer of GE Capital Fleet Services. “We specialize in working closely with customers to make them successful based on the demands of today’s business environment and the future goals of their organizations.”

According to the survey, in the next 12 months, 57% of fleet managers will have incorporated alternative fuel vehicles into their fleets. Fewer fleet managers than a year ago said they do not currently have plans to incorporate alternative fuel vehicles over the next 12 months (30% today down from 34%).

Other key findings from the survey include: Analytics: Of the fleets surveyed, 38% use analytics tools to identify ways to improve operational efficiencies and 24% note analytics have assisted their purchasing decisions.

Vehicle replacement: Only 7% of respondents do not have plans to pursue a vehicle replacement program in the next 12 months.

Leasing versus owning: 48% said the majority of the fleet they manage is leased, equal to the percentage whose fleets are owned by their company. /

Rapid Response: 800-930-7204 ext. 50057

Rapid Response: 800-930-7204 ext. 50058