Fleet Equipment, October 2013 by Babcox Media

October 2013

Managing Equipment Assets

Safety first at Verst www.FleetEquipmentMag.com

Driver and equipment initiatives at Verst Group Logistics are resulting in impressive safety performance

■ “Managing” can minimize downtime ■ Handling the tough hauls: severe duty ■ Harnessing the power: electrical demands

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On the Inside

Vol. 39 | Number 10 | 2013

Oct.

Columns 2

Editorial Carol Birkland

Light- & Medium-duty Seth Skydel

Fuels & Lubes

John martin

Service & Support

d. miChael Pennington

Tires & Wheels

aSa SharP

Heavy-duty News JaSon morgan

Post Script

Departments 16 Timely Tips Cabin air filters: the front line of defense

18 Industry News atri releases updated cost analysis report

64 Truck Products michelin retread technologies launches XdS Pre-mold retread

66 Trailers & Bodies Carrier transicold Vector 8500 sheds pounds, beefs up

67 Shop rotary lift introduces mobile column lift rental program

Features 32

Refrigerated Trucking | Leveraging reefer telematics

IT for Asset Management | Stressless management of registrations, licenses and permits

Aftermarket Insights | Harnessing the power

Before & After(market) | Handling the tough hauls: severe-duty options

Equipment Management | â&#x20AC;&#x153;Managingâ&#x20AC;? can minimize downtime

Fleet Profile | Safety first at Verst Group Logistics

On the Cover Petebilt Model 220

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

PUBLISHER Dean Martin, Publisher 330-670-1234, Ext. 225 dmartin@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com

Editorial

Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Jason Morgan, Managing Editor 330-670-1234, Ext. 279 jmorgan@babcox.com Seth Skydel, Sr. Contributing Editor 330-670-1234 tosskydel@gmail.com D. Michael Pennington, Sr. Staff Writer 248-872-6760 mike@pennotesllc.com Asa Sharp, Contributing Editor 330-670-1234 asharpracer@aol.com John Martin, Contributing Editor 330-670-1234 jmartin@babcox.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 October 2013 | Fleet Equipment

Breathing easier thanks to clean diesel Carol Birkland | Editor-in-ChiEf

he truck OEMs and engine builders have been “cleaning up their act” for quite some time now, in accordance with the EPA mandates, and they’ve made good progress. Here’s the proof. Recently, as part of a Senate panel testimony highlighting the emissions benefits from the increased use and availability of clean diesel technology in transportation and other industrial sectors, Allen Schaeffer, executive director of the Diesel Technology Forum, testified during a hearing of the U.S. Senate Environment and Public Works Committee, Subcommittee on Clean Air and Nuclear Safety entitled “Black Carbon—A Global Health Problem with Low-Cost Solutions.” In his testimony, Schaeffer outlined the role of diesel engines in the black carbon inventory and the diesel industry’s progress toward achieving near-zero emissions across all categories of engines and equipment, while also offering support for programs like the Diesel Emissions Reduction Act (DERA) that address emissions reductions from existing engines and equipment. According to the 2012 EPA Black Carbon Report to Congress, the United States accounts for about 8% of all global black carbon emissions. As of 2005—prior to the introduction of clean diesel—52% came from mobile sources and 93% of that was attributed to diesel engines. EPA projects this percentage will decline 86% by 2030 largely due to controls on new diesel engines. Some researchers estimate that particulate matter emission reductions from diesel engines in the U.S. may mitigate up to 15% of the United States’ contribution to a warming planet. “Thanks to billions of dollars in investment and unprecedented innovation in the industry, we have met the challenge of virtually eliminating emissions from diesel engines,” Schaeffer told the committee. “New clean diesel engines in commercial trucks and most construction and farm equipment today emit 98% fewer emissions of nitrogen oxides and particulate matter, of which black carbon is a component, compared to an engine manufactured in 1988. While new clean diesel technology has dramatically reduced diesel emissions to near zero for newer engines and equipment, proven programs that help reduce emissions from existing engines and equipment, programs like DERA and funding through the Congestion Mitigation and Air Quality Improvement Program [CMAQ] are a key means to reduce particulate emissions from older existing diesel engines.” To date, despite only partial funding, the emissions reductions achieved from the Diesel Emissions Reduction Act (DERA) are impressive. Between 2008 and 2010, according to US EPA’s Second Report to Congress, the DERA program reduced over 12,000 tons of particulate matter emissions and over 200,000 tons of NOx—an impressive achievement that provides real air quality benefits to almost every community. In the coming years, emissions reductions from modernizing and upgrading existing engines and equipment will be even more important as state and local governments work to comply with more stringent national ambient air quality standards for particulate matter and possibly ozone. The new generation of clean diesel technology offers not only near-zero emissions, but also significant fuel savings, is widely accepted and this is where the largest clean air and climate benefits are being delivered. The acceptance of this new generation of clean diesel technology appears to have been positive. According to data recently compiled by R.L. Polk and Co., almost one-inthree heavy duty trucks on the road today is now of 2007 or newer vintage of clean diesel standards. /

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Light- & Medium-duty BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Uptime avistar’s president reflects on how truck OEMs are addressing the needs of medium-duty fleets: “The goals of medium-duty fleets are not really different than those of heavy-duty on-highway operations,” says Bill Kozek, president, North America Truck and Parts at Navistar. “While medium-duty operations generally see trucks as a tool to get their real business done, they are equally concerned about having the lowest possible cost per mile and the most uptime.” OEMs like Navistar are also equally focused on meeting medium-duty fleet needs, Kozek relates. “Our truck design initiatives are aimed at market requirements,” he states. “We know, for example, that fuel costs are a major issue, so we are always looking for ways to improve efficiency, including adopting alternative fuels when it’s appropriate and developing enhanced aerodynamics. At the same time, our medium-duty customers want reliability, so we’re working on ways to use remote diagnostics

to make maintenance more predictable and limit downtime for service as much as possible.” Navistar’s strategy begins long before a new truck model is brought to market. “We’re working much earlier in the process and much more closely with our suppliers,” Kozek says. “Combining our expertise with that of engine, drivetrain, brake, HVAC and other suppliers to test and integrate systems and components into our vehicles allows us to get to market faster with a proven product.” Such was the case behind Navistar’s recent announcement that it was expanding its engine offerings to include the Cummins ISB 6.7-liter diesel with selective catalytic reduction (SCR) emissions aftertreatment in International DuraStar medium-duty trucks and IC Bus CE Series school buses.

“Since 2010, we’ve gained extensive experience packaging and manufacturing medium-duty trucks with the Cummins ISB through our Ford Blue Diamond joint venture,” Kozek says. “Adding this engine to medium-duty truck and bus products is something we viewed as a winning combination for customers. Many fleets in different market segments already have extensive experience with the Cummins ISB, which is a proven engine and one that customers can get serviced everywhere in North America.” Kozek adds that the well accepted Cummins ISB, as an addition to Navistar’s medium-duty truck and bus lineup will complement existing engine offerings in 2014 and beyond at a lower cost due to the large scale production of the engine model. The engine will be in regular production in International DuraStar trucks in December and in IC Bus CE Series school buses in late January of next year. While the Cummins ISB is a new offering for Navistar's medium-duty trucks and buses, the two companies have been collaborating for more than 75 years. In the past year, the partnership launched the Cummins ISX 15-liter engine in Navistar Class 8 trucks, including International ProStar, PayStar 5900 and 9900i models. In addition, the OEMs have been collaborating to add Cummins SCR aftertreatment systems to the proprietary MaxxForce 13-liter engine in ProStar, WorkStar and TranStar and PayStar models. “That same level of teamwork will continue as we leverage our relationships with suppliers of numerous medium-duty systems and components,” Kozek states. “The experience we continue to gain collectively will increasingly be seen in medium-duty trucks. As we apply what we’ve learned to optimize how our vehicles work best for customers in many different market segments, we can provide the lowest cost of ownership and enhanced uptime.” /

SETH SKYDEL 4 October 2013 | Fleet Equipment

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Fuels & Lubes BY JOHN MARTIN | CONTRIBUTING EDITOR

Engine oil choices are changing D

iesel, gasoline and natural gas engine oils are going to be changing by 2016. With the current regulatory emphasis on improving fuel economy, which also reduces greenhouse gas (GHG) emissions, engine oil scientists will soon be reformulating all three oils to improve fuel economy. When the Federal government enacted fuel economy regulations for trucks, diesel engine builders in the Engine Manufacturers Association (EMA) asked the lube oil industry to help them meet these requirements by developing a new diesel oil performance category (PC-11), which would define oils providing better fuel economy and increased compatibility with biodiesel fuels. Development has been underway for at least two years. The initial change, which will be made to diesel oils to improve fuel economy, is to lower viscosity. When engines are properly lubricated, a hydrodynamic film exists between engine components. Larger engine component clearances (primarily bearing clearances) require higher viscosity oils to provide hydrodynamic lubrication. Racers build engines with extremely tight clearances in order to reap the horsepower benefits of these low viscosity oils, but diesel engine builders haven't yet had sufficient time to research reduced bearing clearances. If you are interested in lower viscosity oils, evaluate thinner engine oils in your fleet one viscosity grade at a time after conferring with your engine manufacturer. Since most (83%) North American heavy-duty diesel oil is SAE 15W-40, primary effort has been focused on reducing oil viscosity to improve fuel economy in engines with clearances designed for SAE 15W-40 oils. Future developments will no doubt include research into using friction—modified oils to further improve fuel economy. Biodiesel is being ignored at this time. The new PC11 category will most likely specify two oils—a low viscosity oil for use in 2014 and later model year engines,

The universal engine oil should die in 2016.

8 October 2013 | Fleet Equipment

and a more viscous oil for use in older engine designs. Look for completely new diesel engine oils that should yield improved fuel economy by 2016. New passenger car engine oils called API SP and ILSAC GF-6 are also being developed for introduction in 2016. The major driver for these new oils is also fuel economy and fuel economy retention throughout the oil change interval. Passenger cars do utilize friction— modified oils, but these additives can sometimes be depleted prior to the oil being changed. Environmentalists are also asking for a further reduction in oil phosphorus levels from the current GF-5 maximum of 800 ppm % wt. Their objective is to extend catalytic converter service life, but I've seen no evidence of field problems. Reduced phosphorous limits means reduced extreme pressure (EP) protection for highly-loaded engine components. Although new engine designs can reduce component loading to deal with reduced phosphorous oils, existing engines are vulnerable. High performance valvetrains are particularly susceptible. Oils for engines using natural gas traditionally have been developed directly with engine OEMs in the absence of universal standards. These oils are much more oxidatively stable than diesel oils, so they need far less detergency and dispersancy. These manufacturers will have to investigate fuel economy for engines operating under stop and go conditions as well as steady state. For years, fleet operators have been using "universal oils" in both diesel and gasoline fuelled engines. Honda favors SAE OW-16 oils for their new passenger car engines. I doubt that diesels can survive on oils that thin. I also doubt that highly stressed fuel injection components can achieve satisfactory service life on oils containing less than 800 ppm % wt. phosphorus. Using an oil that meets current API diesel oil specs in a gaseous fuel engine is wasting money. In 2016 fleet operators should concentrate on using the optimum engine oil for each engine/fuel combination. The universal engine oil should die in 2016. /

john martin

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Service & Support BY D. MIchael PeNNINGTON | SeNIOR STaFF WRITeR

Training: the path to excellence raining technicians on the correct use of equipment and service procedures is an investment, not an expense. From practically all of the surveys conducted with fleet managers, product and service training remains among the top five issues (or opportunities). Aside from safety, keeping vehicles on the road hauling freight and generating revenue remains high on their priority lists, and three Tier 1 brake and drivetrain suppliers are working hard to meet their training needs. One industry training manager, Rick Martin of Meritor's Aftermarket business, offered, “We must help customers reduce downtime and increase their customers’ satisfaction getting their trucks out of the bays quicker and back on the road.” In Meritor's case, about 12 years ago the company instituted online training to augment its in-person training classes. The company offers more than 100 online sales and service training courses, covering subjects such as axle, brake, driveline, transmission, clutch, air systems, anti-lock braking, and trailer suspensions. Meritor field managers (DriveForce) also conduct technical and sales training at dealers, fleets and warehouse distributors locations. These one- to four-hour classes are conducted yearly at more than 500 customers' locations. “The need for basic training is always necessary; basic electricity/pneumatics/hydraulics and system operation. Without this basic knowledge, diagnostic mistakes occur frequently

leading to more downtime and cost to the customer, OE or supplier," said Martin. "It's mostly systems training, each covers the core components plus the related system to enhance the technicians' diagnostics abilities.” The axle-brake manufacturer provides in-depth, instructor-led training in its Troy, Mich., training center on axles, brakes, advanced braking systems and transfer case and drivelines. The company has hosted more than 18 training sessions annually. Bendix Commercial Vehicle Systems continues to impress fleet customers with its online Brake School, as well as its TechTalk feature at major trade show exhibits (where an Answer-Man addresses hot fleet topics), according to John Reed, manager of service warranty and training at Bendix. "As our commercial vehicle safety technology continually advances, and fleets navigate industry challenges like CSA, Bendix remains committed to providing technicians with the most current and in-depth training and info available," said Barbara Gould, Bendix director of communications. "Our customers want this technical training, requesting more focus on electronics, and respect our troubleshooting practices, plus they're often more loyal to spec'ing Bendix systems on their next vehicle purchase," said Reed, who applauds the new breed of younger technicians who embrace computer diagnostics and display an appetite to learn more.

...suppliers are working hard to meet their training needs.

Bendix initial brake school.com curriculum covers topics like air disc brakes, RSD drum brakes, air dryers, compressors, stability control and collision mitigation and tire pressure monitoring systems. Eaton's Truck Group continues to contribute to fleets' training through its Roadranger Academy. An Eaton spokesperson said the academy helps fleet managers learn time-saving techniques and shortcuts used by the experts to get hands-on training that shows you how to more accurately diagnose a problem and to receive valuable class materials to keep and reference what you learned. Roadranger Academy provides service professionals with instructor-led and computer-based training on its drivetrain components. Its training locations have expanded to vocational schools throughout North America. Plus, the neutral technical sites allow training courses to include a hands-on practical session. "Through our academy, our product training service professionals help reduce equipment downtime by efficiently and accurately diagnosing and servicing Roadranger drivetrain products," the spokesman said. All three suppliers emphasized that their customers seek a competitive business edge. Training provides the path to excellence through the knowledge that helps fleets reduce stress during the work day and achieve their overall objectives. /

D. Michael Pennington 10 October 2013 | Fleet Equipment

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Tires & Wheels BY ASA SHARP | CONTRIBUTING EDITOR

Great reat expectations deserve effective communications. Let’s review some of the common and recurring hiccups, and sometimes large problems, which develop between two ready and willing parties. One primary rule is for each participants to know the other’s business. Failure to do so is likely to result in misunderstandings, failed expectations or, worse yet, serious misrepresentations and added costs. Without a history of previous deal-

dled in the process over past decades, so understand that all partnerships are not equal and, in fact, probably carry several levels of commitment and responsibility. First, a generic partner supplier, today, must provide high-quality products, competitive pricing, on-time delivery, reasonably anticipate customer demands and keep the customer informed about product changes and new products. This defines the new generation entry-level supplier. A second, higher level partner may be a “standard” supplier—that offers the preferred product brand unless another brand is specified, usually at additional cost, justified by additional inventory and other administrative requirements. This level supplier should never fail to supply the customer’s volume demands or service requirements. In addition, the supplier may participate in cost saving cooperative promotional, advertising and development programs. A textbook example of this relationship is the “standard” components that are listed in many truck manufacturers’ databooks. A third, even higher level partner needs to be very informed and responsive to the customer’s business operations and goals. This supplier thinks in terms of “what’s best for” or “what will hurt” the customer’s everyday operations. This supplier thinks beyond the primary customer to the next level customer and fully understands how a supply or quality issue will affect both the first and second

llllllllllllllllllllllllllllll “…conduct professional reference checks on prospective suppliers… . ”

llllllllllllllllllllllllllllll ings or extensive background checks, it is a good practice to inquire of your peers or conduct professional reference checks on prospective suppliers and customers as well. This, of course, falls in the category of common sense, but can, and does, occur as a result of aggressive/smooth sales pitches or time pressures. A second, and much more subtle, issue that surfaces is a failure to adequately communicate expectations on both the buying and selling sides. One way to better understand this point is to view the customer/supplier interaction as a partnership. This term has been greatly overused and mud-

12 October 2013 | Fleet Equipment

tier customers’ business, reputation and cost/expense structures. This supplier is committed as “one stop shopping” partner who would simply handle all of the customer’s issues for specific product types. For example, offering new tires, batteries, retreading, wheel refinishing, etc. It would not be unreasonable for the customer to expect this level supplier to purchase and furnish a different comparable brand item to address emergency quality or supply issues. This may actually benefit the supplier’s long term interests since it can keep the customer from seeking competitive sales calls and proposals. Reciprocally, customers should not expect this supplier to offer prices that may not ensure a fair profit. There are many different levels of customer/supplier relationships differentiated primarily by the degree of commitment, responsibility and related details on both sides. Without clear, effective communication and understanding, misunderstandings are almost certain. Both parties must know and accept their responsibilities and commitments. Keep the relationship fresh with periodic dialog—never make assumptions. There are many professionals in our industry who are there to help fleet managers, don’t be shy about seeking them out. Effective communication helps assure cost containment and long-term competitive success. /

ASA SHARP

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Heavy-Duty News BY Jason Morgan | Managing EDiTor

Today’s tomorrow: The inner workings of innovation

t’s easy to get caught up in the new technology and statistics that are being generated by the heavy-duty market, seemingly on a daily basis. The rate of technology and demand for efficiency can be overwhelming. The good news is that even as OEMs and aftermarket companies introduce head-spinning, mind-blowing new technologies, the problems of today are still the problems of tomorrow, for the most part. “By 2015, two-thirds of the vehicles on the roads are still likely to use, more or less, current engine technology and conventional types of liquid fuels,” said Richard Tucker, Shell general manager of technology, commercial fuels and lubricants div. “There is a lot of energy going into the alternatives [fuels], and we’re part of that,

ficiency of heavy-duty technology, improved fuel economy is less likely to come in broad strokes and more in tweaking the details of how the fleet operates. In the engine oil world, the focus is on lower high-temperature, high-shear oil viscosity. Eighty-five to 90% of today’s fleets are running on SAE 15W-40 engine oil, according to James McGeehan, Senior Consulting Scientist for Chevron Global Lubricants. However, there is a trend for fleets to switch over to SAE 10W-30 to reap the fuel economy benefits. “There are a good number of larger fleets in this country that have switched over to 10W-30. They figured out that it wasn’t just thousands of dollars, but millions of dollars, in savings switching to 10W-30,” said Dan Arcy,

llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll There are a lot of fuel economy numbers flying around out there and to be honest, you can structure tests to make your fuel economy look extremely good, but it might not be relevant. — Dan Arcy, OEM technical manager, Shell Global Solutions but, the reality is that in most of our lifetimes, most of the vehicles on the road will still use conventional technologies and liquid-type fuels. “We can get excited about electricity and hydrogen, and it’s right to be focusing on those things, but that’s not the only answer to these challenges; there’s no one magical solution,” he stated. During a recent press conference, Shell put the emphasis on today’s challenges and what fleets can do to improve their fuel efficiency and bottom lines right now. With the increasing ef-

OEM technical manager at Shell Global Solutions. So what level of fuel economy does lower high-temperature, high-shear oil viscosity product have on the bottom line? According to Shell, it’s between 1.6% and 2%. Those are real world numbers, said Arcy: “There are a lot of fuel economy numbers flying around out there and to be honest, you can structure tests to make your fuel economy look extremely good, but it might not be relevant. If we say that you get 2% fuel economy, then the customer better

get 2%. So the numbers we say better be valid.” The big question, however, isn’t fuel savings in switching to this oil technology—it’s durability. It comes down to the question: Can these lower hightemperature, high-shear oil viscosity oils match current wear protection? “ When you lower the high-temperature, high-shear viscosity in the new oil category PC-11 for 2016, you’re reducing the film thickness between the critical parts. If you reduce the oil film thickness, you should get better fuel economy, but you must maintain engine durability,” McGeehan explained. “We are testing extensively in all engine types—Cummins, Daimler’s Detroit Diesel, Volvo, etc. So far, the data we’re seeing is looking good; we don’t see any durability issues as the testing progresses. “We’ve demonstrated engine durability and reliability with current API CJ4 SAE10W-30 oils. We’re inspecting and tearing down engines regularly and we’re not seeing engine oil-related failures,” he continued. “Most of the issues when the trucks come in are the auxiliary issues”. We are also testing PC-11 oils in preparation for 2016 specification which may be called API CK-4. In investigating improving a fleet’s fuel economy, every piece, every part, every fluid is connected. A heavy-duty truck isn’t just an engine or drivetrain or oil grade. It’s a system that requires cooperation between industries to improve trucking as a whole. /

JASON MORGAN 14 October 2013 | Fleet Equipment

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Timely Tips Cabin air filters: the front line of defense

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ccording to John Gaither, PE director of heavy-duty engineering, FRAM Filtration, “From the dust and debris kicked up on the roadways to the exhaust and soot in the air surrounding any construction or mining operation, the world outside a cabin is a far cry from being a perfect environment. Because of that the occupants of the heavy-duty vehicle’s cabin are under constant assault.” The cabin air filter is a front line of defense for the driver as he copes with the outside elements that may enter the cab. Replacing the cabin air filter is a relatively simple process that begins with recognizing the signs a filter needs to be changed. For any vehicle, the typical signs that the cabin air filter may have become saturated with contaminants or plugged with debris can be seen in the volume of air being delivered throughout the cab. Windows that easily fog up and are hard to defrost can often be a first sign of potential filter saturation. In heavy-duty truck and equipment applications, cabin air filters should be replaced according to the guidelines in the owner’s manual. Most cabin filters can be changed in 15 min. or less. According to Gary Bilski, chief engineer for FRAM Filtration, “Bottom line is—the cabin air filter is going to filter outside air that you are going to breathe inside the cabin,” said Bilski. Whether it is simply incoming fresh air or air entering the cabin during the use of the heating, ventilation and air-con-

16 October 2013 | Fleet Equipment

ditioning system (HVAC), the environment inside the cabin of a heavy-duty vehicle is subjected to assault from pollen, bacteria, dirt, dust and soot. The basic function of the cabin air filter remains the same as it was more than 15 years ago. Located in the HVAC system of a vehicle, most cabin air filters are found at the outside air intake, where the outside air is able to be filtered before it comes into the cabin. The new Luber-finer Extreme Clean HD Premium Cabin Air Filter, provides the necessary filtration and barrier to the outside contaminants that can invade a cabin and affect its occupants, Bilski said. Designed to remove sub-micron and micron-sized particles, including dust and pollen particles ranging in size from 5 to 100 microns, the Extreme Clean HD Premium Cabin Air Filter can effectively filter many of these contaminants.

Fast Facts: Maintaining cabin air filters • In most cases, heavy-duty cabin air filter replacement is a job that can be handled in less than 15 minutes. • Refer to the Owners Manual for specific OE recommendations for cabin filter location and detailed replacement process. • Cabin Air Filters should be replaced every 12,000 to 15,000 miles or according to the manufacturer’s recommendations. For more information, visit www.fram-filtration.com.

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IndustryNews

ATRI releases updated cost analysis report The American Transportation Research Institute (ATRI) released the findings of its 2013 update to “An Analysis of the Operational Costs of Trucking.” The research, which identifies trucking costs from 2008 through 2012 derived directly from fleets’ financial and operational data, provides carriers with an important, high-level benchmarking tool and government agencies with real world data for future infrastructure improvement analyses. The average marginal cost per mile in 2012 was $1.63, a slight decrease from the $1.71 found in 2011. After the Great Recession and a sharp decline in fuel prices resulted in decreased industry costs between 2008 and 2009, industry

costs steadily rose through 2010 and 2011. The slight decrease in average operating costs in 2012 was most likely due to the weak economic recovery and softening freight conditions experienced in the second half of the year. “Although we have seen conditions improve since the Great Recession of several years ago, an uncertain economic future means we have to be ever diligent in watching costs. ATRI’s report provides critical financial data for carriers to use in benchmarking fleet performance and seeking opportunities for improved operations,” remarked Phil Byrd, Sr., president and chief executive officer of Bulldog Hiway Express and first vice chairman of the American Trucking Associations.

Since its original publication in 2008, the Operational Costs of Trucking reports continue to be one of the most requested ATRI reports among industry stakeholders. In addition to average costs per mile, ATRI’s report documents average costs per hour and includes cost breakouts by industry sector. A copy of this report is available from ATRI at www.atrionline.org.

Detroit Diesel Corp. launches Detroit Connect

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Diesel Corp. unveiled its new On-board Tablet. An advanced mobile device that is equipped with powerful apps to streamline communications, the On-Board Tablet uses the latest in commercial telematics technology to improve efficiency and driver performance. Detroit Diesel also launched a new addition to its family: Detroit Connect, the telematics arm that includes the Detroit Virtual Technician onboard diagnostics system. Developed in collaboration with Zonar, the tablet works seamlessly with Detroit Virtual Technician and Visibility fleet software. Certified compliant with the United States Department of Transportation—Federal Motor Carrier Safety Administration (FMCSA) hours of service regulations, the tablet is designed for Freightliner and Western Star truck models, and can be easily mounted inside the cab. “The On-board Tablet is an intuitive tool that will help our customers and their drivers maximize operations while ensuring compliance with the new FMCSA reg18 October 2013 | Fleet Equipment

Trained technicians are alerted in advance of the customer’s arrival, so they can quickly line up the parts, arrange for service and repair the problem. Visibility fleet software uses wireless communication and a GPS satellite network to deliver real-time data on the entire fleet to a secured website, enabling fleet managers and owners to monitor the status of one or all of the trucks. The software generates reports that analyze fleet efficiency, and provides detailed information on vehicle location, speed,

mileage, routes, stop times, idle times and more.

Fuso said fleets may save up to $500,000 on work trucks Mitsubishi Fuso Truck of America advises that Section 179 of the U.S. Internal Revenue Code (commonly referred to as IRC-179) allows businesses to expense up to $500,000 in tax year 2013 for certain capital expenditures, including

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ulations,” said Joe Saccio, manager, sales and marketing, Detroit Connect for Daimler Trucks North America. “The tablet is just one of a suite of proven solutions from Detroit Connect that seamlessly links vehicles with engineers, customer service and fleet managers, improving communication and ultimately benefitting productivity and product quality.” The Detroit Connect On-board Tablet offers hours-of-service logs for reporting; two-way messaging, including text to voice; advanced navigation for asset specific routing; and simplified pre- and posttrip Inspection. Specific features found with the Onboard Tablet include: • Paperless hours of service tracking, which notifies drivers at risk or in violation of FMCSA regulations; • Two-way messaging allows for instant driver and fleet manager communication via free-form or pre-written messages and text-to-voice functionality; • Advanced navigation, which generates step-by-step directions, asset-specific routing, map-loading assignments and real-time traffic information, saving drivers’ time; and • Pre- and post-trip inspections, streamlining the vehicle inspection process with quick scanning technology, resulting in faster and more accurate inspections. The Detroit Connect On-board Tablet will be available for Freightliner trucks as a factory-installed option beginning Q1 2014 on new truck orders. Retrofit kits will also be available. Availability in Western Star trucks will be announced at a later date. Detroit Virtual Technician is available for Freightliner and Western Star trucks with an EPA 2010 or newer Detroit engines, the proprietary Virtual Technician technology helps reduce downtime and decrease maintenance costs by providing a technical snapshot of the engine’s status as soon as the check engine light comes on, enabling drivers and fleet managers to make informed decisions with real-time information. The Detroit Customer Support Center then relays the information to the provided contact to determine the issue, recommended service, how soon the engine needs to be serviced and supply the closest authorized Detroit service location. Depending on the issue, the driver can complete the delivery before visiting the service center.

www.FleetEquipmentMag.com 19

IndustryNews

Daimler Trucks North America unveils corporate headquarters plan A long-term commitment to Portland, Ore., is being made by Daimler Trucks North America (DTNA), which announced plans to construct a new headquarters building and parking garage on its Swan Island campus. In addition, DTNA launched its Daimler Education in Motion program, which benefits Portland metro area and Southwest Washington schools with more than $330,000 in donations and mentoring programs geared toward career development in engineering and manufacturing. The new 265,000-sq. ft. DTNA corporate headquarters building will bring together employees currently located in offices separated by the Willamette River and accommodate approximately 400 new positions in Portland that the company anticipates it will need in conjunction with future business growth. The total project requires a $150 million investment by DTNA and is expected to be completed in 2016.

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commercial work trucks like the Fuso Canter FE/FG Series. Normally, capital expenditures must be handled as depreciable assets. However, provisions of IRC-179 allow a taxpayer to elect to treat the cost of qualifying Section 179 property as an expense in the tax year in which the equipment is placed in service, rather than as a depreciable asset charged to a capital account. For qualifying equipment placed in service in a business’s tax year beginning in 2013, the limit is $500,000. For tax years beginning in 2014, the deduction for IRC179 property is currently scheduled to revert to $25,000. Specific provisions and restrictions do apply. Because every business’s tax situation is unique, business owners should consult their own tax accountants or attorneys to determine how much tax saving, if any, IRC-179 could provide.

PACCAR Parts launches new Kenworth, Peterbilt websites Kenworth and Peterbilt fleets can find the latest parts and service information 20 October 2013 | Fleet Equipment

and deals on the new Kenworth and Peterbilt Parts and Service websites launched by PACCAR Parts. The new sites—partsandservice.kenworth.com and partsandservice.peterbilt.com—present special offers from dealers, the latest products, how-to videos and articles from product experts about the latest trends and maintenance tips. Visitors to the websites can sign up for the Kenworth Privileges and Peterbilt Preferred loyalty card programs. They can also learn more about services available from the network of Kenworth and Peterbilt dealers in the U.S. and Canada, including preventive maintenance, Connect, PACCAR Parts Fleet Services, and Kenworth PremierCare and Peterbilt TruckCare Roadside Assistance.

Goodyear RoadService app helps get trucks back on the road The ability to instantly connect with Goodyear FleetHQ, which offers emergency roadside service, is now possible on an Android or iPhone with the new Goodyear RoadService App. Access is pro-

Rapid Response: 800-930-7204 ext. 55021

IndustryNews vided via the app to the 24/7 GoodyearFleetHQ Solution Center where tire professionals will collect information, including location, locate the nearest Goodyear commercial tire dealership and dispatch a tire service technician with the correct tire and equipment. The Goodyear RoadService App also contains a “My Information” feature that allows drivers to enter tractor and trailer unit numbers and other data before they

contact the Goodyear-FleetHQ Solution Center, the tire maker noted.

Great Dane announces succession plan Chief Executive Officer and President, Bill Crown, of Great Dane announced his intention to step away from day-to-day activities as company president while retaining the role of chief executive officer. Effective Oct. 1, 2013, Dean Engelage,

Great Dane's executive vice president of sales and strategic planning, will succeed Crown. Engelage's appointment is part of a managed executive transition, which has been coordinated by the Great Dane executive management team over the past year. "I am delighted to take up my new role as president of Great Dane," Engelage said. "I look forward to working with our dedicated employees to further the company's market leadership and growth by bringing new levels of innovation, customer experience and value to the marketplace."

Stertil-Koni lifts all certified to new standard Currently, every Stertil-Koni vehicle lift model in production and previously certified under the old standard (ANSI/ALI ALCTV-2006) has been recertified to the new ANSI/ALI ALCTV-2011 standard. Compliance with the newest ANSI standard covering lift design, construction and testing requites testing by an independent lab. As part of the standard update process, all lift manufacturers with certified lifts were required to re-evaluate listed products to confirm that they meet the new requirements.

Eaton manual transmissions available in NG-powered Freightliners

Rapid Response: 800-930-7204 ext. 55022

The Eaton lineup of manual transmissions is available as an option on Freightliner chassis equipped with Cummins Westport ISX-12 G heavy-duty natural gas engines. The transmissions will debut on the Freightliner Cascadia day cab with Westport engines, which were scheduled to go into production in September.

Arihetra “Win A Press” contest opens On Dec. 31, 2013, Arihetra will choose a random winner to receive a HDMP110 Heavy Duty Press. To enter, visit Arihetra's company Facebook page and click on the sweepstakes tab, or go to www.arihetra.com/giveaway and fill out the form. The company noted that the HDMP110 heavy-duty Press uses 110 tons of force to press a wide range of bearings, u-joints, king pins and more. It features an ad22 October 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 55023

IndustryNews justable table, an 8.5-in. chrome-plated steel piston, and a two-speed hand pump.

Kenworth cabover body builder manual available The latest Kenworth Cabover Body Builder Manual for Class 6 K270 and Class 7 K370 truck models includes specification guidelines for body planning and installation processes. The 96-page manual contains detailed sections on cab and

chassis dimensions, 2013 engines, exhaust and aftertreatment designs and functionality, frame layouts, chassis and cab electrical systems, body mounting, frame modifications and routing. Kenworth K270 and K370 cabovers are designed for beverage distributors, pickup and delivery, furniture, food processors, landscape, towing, and other urban delivery applications. The trucks feature a 55-degree wheel cut for a tighter turn-

ing radius and greater maneuverability in urban environments. A bumper to back of cab (BBC) of 63.4 in.—compared to a 106-in. BBC on medium-duty conventionals—provides room for a large van body. Both the K270 and K370 are powered by a 6.7-liter PACCAR PX-7 engine with a standard rating of 220 HP and 520 lb./ft. of maximum torque. Optional ratings are 240 HP and 560 lb./ft. of torque and 250 HP with 660 lb./ft. of torque. Both models are available with Allison five-speed transmissions.

Donaldson receives 2012 DTNA Master of Quality Award

Rapid Response: 800-930-7204 ext. 55024

Donaldson Co. Inc. a manufacturer of filtration systems and parts, announced that the Company’s Frankfort, Ind. facility has received the 2012 Master of Quality Award from Daimler Trucks North America (DTNA). This is the third year that this Donaldson plant has received this prestigious award. “Our diligent focus on operational excellence, driven by Continuous Improvement initiatives in every Donaldson facility, is the key to providing our Customers with the highest quality products, service and support around the world,” said Joe Lehman, vice president of global operations at Donaldson. “Receiving DTNA’s Master of Quality Award further validates our commitment to always exceeding the status quo. We have a long-standing relationship with Daimler and value them greatly as our customer. Many thanks for this recognition and congratulations to our Frankfort employees. Job well done.” Donaldson’s Frankfort facility supplies a wide range of air intake systems, elements and components to DTNA, including the air elements for the popular Freightliner Cascadia model, the company added.

SAF-HOLLAND aftermarket offers Gabriel shock absorbers The entire heavy-duty line of Gabriel shock absorbers is now available from SAF-HOLLAND through its North American aftermarket distributors and dealers. The product line includes 424 part numbers for heavy-duty truck and trailer suspensions. The Gabriel shocks are in stock and ready to ship from the SAF-HOL24 October 2013 | Fleet Equipment

IndustryNews

Peterbilt showcases advanced technologies

LAND Parts Distribution Center in Cincinnati, Ohio. SAF-HOLLAND part numbers are the same as Gabriel part numbers with a ‘-SAF’ post fix.

During the annual Energy Summit and Fair held on the campus of the University of North Texas (UNT), home of the PACCAR Technology Institute, Peterbilt Motors Co. displayed the SuperTruck advanced concept vehicle it is developing with Cummins Inc. through a U.S. Department of Energy program. The tractortrailer has achieved more than 10 miles per gallon during testing. “The Energy Summit & Fair is a great opportunity for us to help educate the public about the numerous and significant improvements in commercial vehicle fuel efficiency,” said Landon Sproull, Peterbilt’s chief engineer. “It highlights the advanced, environmentally responsible systems and technologies that are engineered into today’s medium- and heavy-duty trucks.”

Central Freight Lines upgrades with Freightliner CNG trucks Freightliner Trucks has announced that Central Freight Lines, Inc. has added 100 2014 Freightliner M2 112 compressed natural gas (CNG) tractors equipped with Cummins Westport ISL G natural gas engines to its fleet. The Freightliner M2 112 with natural gas can be spec’d with engines from 260 to 320 HP and up to 1,000 lb./ft. of torque. According to Don Orr, president and chief executive officer of Central Freight Lines, the Waco, Texas-based less-thantruckload carrier is partnering to build new CNG stations in Fort Worth, Houston and San Antonio. Additionally, the company was able to take advantage of a Texas Emissions Reduction Plan (TERP) continued on p. 28

Peterbilt representatives Don Vollmar, director of product planning (left) and Rick Mihelic, manager of vehicle performance and engineering analysis (right), present the advanced concept SuperTruck vehicle for U.S. Rep. Michael C. Burgess, M.D. (center) during the Energy Summit and Fair in Denton, Texas.

www.FleetEquipmentMag.com 25

IndustryNews

Kenworth launches 2013 Road Tour

Rapid Response: 800-930-7204 ext. 55026

Trailer exhibits, the new Kenworth T880 vocational model and the Kenworth T680 on-highway model with a new midroof 52-in. sleeper will be featured on the 2013 Kenworth Road Tour at 34 dealerships across the U.S. and Canada. The tour trucks will make stops in Alabama, Arizona, California Colorado, Florida, Georgia, Kentucky, Louisiana, Michigan, Minnesota, New Jersey, New York, North Carolina, North Dakota, Oregon, Pennsylvania, Tennessee, Texas, Utah, Virginia, Washington and Wisconsin, as well as in the provinces of Alberta, British Columbia, Ontario, Saskatchewan and Quebec. The new Kenworth T880 vocational truck is designed for dump, mixer, refuse and heavy-haul applications. The two T880s on the tour include a dump truck with a standard 122.5-in. BBC and a PACCAR MX-13 engine rated at 500 HP and 1,850 lb./ft. of torque. The second T880 is a

26 October 2013 | Fleet Equipment

flatbed with a 116.5-in. BBC and a PACCAR MX-13 engine rated at 455 HP and 1,650 lb./ft. of torque. Transporting the 53-ft. tour trailer exhibit is the T680 with the OEMâ&#x20AC;&#x2122;s new 52-in. sleeper offering. Inside the trailer is nearly 1,000 sq. ft. of exhibit space dedicated to the T880 and the T680. Visitors can examine cabs and hoods, complex reflector headlamps, an air-assisted hydraulic clutch, trim levels, exterior paint samples featuring 30 new Kenworth Signature colors and interior fabric options, the new 52-in. sleeper, the Kenworth NavPlus system with Bluetooth capability, and electric-over-air dash switches. There are also videos on the design process for the T880 and T680, robotic cab construction, and Kenworth history, and a display of the Kenworthâ&#x20AC;&#x2122;s partner suppliers, including Bendix, Bridgestone, Chevron, Eaton, Hendrickson and Michelin.

Rapid Response: 800-930-7204 ext. 55027

IndustryNews continued from p. 25

program that gives participants the opportunity to trade a less-efficient truck towards a cost reduction on each new CNG-fueled truck purchased. “We are committed to energy conservation and a cleaner environment,” Orr said. “In 2012, we purchased CNG tractors that have been servicing the Houston area. As a result of their proven

efficiency, we decided to continue investing in CNG tractors, specifically Freightliner trucks.”

NGV Conference & Expo slated for November 18–21 NGVAmerica will host the 2013 North American NGV Conference & Expo at the Georgia World Congress Center (GWCC) in Atlanta, Ga., Nov. 18–21. Themed “Transportation Fuel for a Better Bottom

Line,” this year’s program will feature multiple tracks with breakout sessions addressing how to further accelerate NGV market development to create American jobs, energize local and national economies, reduce businesses’ transportation costs and help American consumers stretch their budgets, all while improving our environment and strengthening our energy independence. Sessions will include fleet operators sharing their experiences and practical, real-world suggestions on how to successfully transition fleets to natural gas, clean transportation advocate-allies’ tips on getting legislators to pass smart energy and transportation policies that encourage investment in our abundant domestic resource, and industry stakeholders’ proven strategies to successfully develop a robust NGV market. The 2013 event also marks the return of an exposition featuring the full breadth of light-, medium and heavy-duty vehicles from OEM and retrofit system suppliers, fuel station equipment and services providers, and a variety of public and private program implementation experts ready to assist in assessing options and moving your efforts forward. For more information—including special discounts for qualified fleet operators—visit, www.cleanvehicle.org/conference/2013.

XTRA Lease adds free tracking to long-term leased trailers

Rapid Response: 800-930-7204 ext. 55028

Now standard on newly-leased dry vans and late model reefers from XTRA Lease at no charge is a basic trailer tracking service. The service enables users to view current and historical trailer locations, drill into dormancy and utilization information and receive reports on the latest location and dormancy data. “Trailer tracking has evolved into a critical fleet management tool, and transportation professionals now expect services like trailer tracking to help them improve equipment utilization,” said Bill Franz, XTRA Lease president and chief executive officer. “Our goal is to ensure that fleets have the necessary tools to monitor their rental and leased trailers’ operational performance, ensuring they receive maximum benefit from every rented and leased trailer.” XTRA Lease continues to offer full serv28 October 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 55029

IndustryNews ice tracking with leases for a fee when fleet managers want additional monitoring and sensor capabilities. The company will also continue to offer basic trailer tracking on over-the-road dry van rentals at no charge.

Accellos announces integration with Rand McNallyâ&#x20AC;&#x2122;s Mobile Fleet Management Systems

Rapid Response: 800-930-7204 ext. 55030

An integration between its Prophesy Dispatch transportation management software and Rand McNallyâ&#x20AC;&#x2122;s TPC, TND 760 and HD 100 in-cab mobile fleet management devices has been announced by Acellos. The integration is designed to allow dispatchers and drivers to focus on load data, which is now automatically sent to Rand McNallyâ&#x20AC;&#x2122;s in-cab device, and all confirmations, arrivals/departures and other updates sent back by the driver are automatically processed. The integration via Rand McNally Connect allows load information to be sent automatically to the in-cab device, including origin; address; city; state; destina-

30 October 2013 | Fleet Equipment

tion; goods information including weight, pieces, pallets; scheduled pick up date; and delivery date and time.

GE Capital Fleet Services identifies $191 million in customer cost savings In the first half of 2013, GE Capital Fleet Services identified program enhancements that have led to $191 million in customer cost savings. The largest areas of savings identified include programs to properly manage time and expenses for maintenance, fuel, accidents and safety, telematics, licensing and registration fees, and tolls and violations. Also on the list is Vehicle Replacement Analytics, which helps determine the optimal time to cycle vehicles in a fleet to reduce maintenance and fuel costs and decrease depreciation expenses.

Double Coin Tires, CMA launch second phase of website Double Coin Tires and CMA have released the second phase of their e-com-

merce web site. The dealer portal now includes real-time inventory tracking and automatic e-mail notifications, along with ordering and pricing capabilities for container and warehouse-delivered products. With its new and enhanced features, the site now enables customers to manage orders and invoices, track inventory, and receive status notifications. CMA also has the capability to communicate with customers using a customized administrative system that deploys e-mail message notifications as orders are confirmed, shipped or completed.

P.S.I. expands quality control laboratory To accommodate new equipment that improves its capability to conduct root cause analysis, testing to meet quality requirements as part of manufacturing improvement initiatives and to qualify test equipment and components, Pressure Systems International (P.S.I.) has expanded its San Antonio quality control laboratory and product testing facility. /

Rapid Response: 800-930-7204 ext. 55031

Refrigerated TRUCKING Leveraging reefer telematics O

perators of large refrigerated fleets have come to count on advanced asset management solutions to improve their operating efficiency, ensure cargo integrity and enhance scheduling accuracy. A new generation of integrated asset management systems—enabled by cellular and Wi-Fi technologies and access to real-time information—provide operators with the ability to track assets anytime and anywhere, control temperatures and manage alarms remotely and achieve higher levels of equipment uptime and fuel efficiency. Transport refrigeration unit (TRU) manufacturers have developed userfriendly embedded solutions that use global positioning system (GPS) data and wireless communications technologies to deliver real-time and historical information—for a single trailer or a large fleet. Fleet operators can use intuitive dashboards to monitor temperatures, door openings and fuel levels, change set points and other control parameters, change operating modes and respond to alarms using any computer, tablet or smartphone connected to their secure network. “Today’s best temperature and asset management systems integrate seamlessly with operators’ existing logistics and dispatch systems to offer the ability to manage the whole fleet from one system, providing real-time control and monitoring capabilities,” said Gayatri Abbott, director of Smart Products and Telematics for Thermo King. “These capabilities will become

32 October 2013 | Fleet Equipment

even more important to haulers of fresh and frozen cargo as the industry prepares to implement the Food Safety Modernization Act [FSMA], which was passed in 2011. Food producers and processors will have primary responsibility for food safety, but the new regulations will no doubt impact the records that they will require their transportation partners to keep.” The good news is today’s transport

product temperature or proof-of-delivery reports,” Abbott said. As an example, the TracKing asset management solution by Thermo King, a global leader in transport refrigeration and a business unit of Ingersoll Rand, is a web-based telematics system embedded in the refrigeration unit control system which has reliable data capture and storage capabilities and the ability to generate proof of delivery reports for accu-

Advanced asset management systems offer a wide range of benefits to refrigerated fleet operators as they strive to protect their temperature-sensitive cargo. refrigeration unit systems are enabled by telematics that allow operators to track, transmit and record critical performance data. With the growing importance of food safety, shippers and operators expect to have proof-ofcompliance data at their fingertips. From the start of the trip through delivery, they want to be able to prove that the trailer was pre-cooled to the right temperature, the unit was alarm free, door openings were kept to a minimum and cargo was secure throughout the journey and delivered at the right temperature. “Using the unit’s data capture and storage capabilities, operators can remotely download information from the data-logger to prove that the asset was alarm free and generate

rate record keeping. The system also has real-time geo-fencing capabilities that enable operators to know where their trailers are at all times, manage on-time departures and arrivals and know where the closest authorized dealers are located. Security is another priority for fleet operators and another important element of food safety. Today’s most capable asset management systems have mapping, alarm and notification features that can help reduce the risk of losses. For example, the systems can detect unauthorized movements, door openings and fuel drops to help reduce risk to assets, including cargo and rolling stock. These reductions in risk may qualify operators for reduced insurance rates in some instances. /

Rapid Response: 800-930-7204 ext. 55033

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

Stressless management of registrations, licenses and permits O

ne of the most helpful things a good fleet management application can do is track your official fleet documents—registrations, licenses and permits—virtually anything that has an expiration date. “You might have used a spreadsheet to keep track of these things or maybe a big 4- by 5-ft. calendar like I used to keep on my office wall,” said Dave Reed, a fleet consultant for Arsenault Associates, providers of Dossier fleet maintenance management software. He was also once a director of maintenance for a larger motor carrier. “Both of those solutions require not only that you enter expiration dates and reminders far enough in advance, but

also that you remember to consult the calendar religiously.” If you are lucky and your fleet tends to add new units in batches, then registrations might come due 10 to 100 at a time. But permits for overweight, over-length or special commodities tend to be acquired one at a time and that's the way they expire. Driver documents come due at odd times as well. Those things are hard to keep track of. They're easy to overlook on a busy day. In a good fleet maintenance program, you can set up registrations when you first capture the information for a new fleet unit. You can add licenses and permits as needed. Then

Headlines

Information technology industry news

Omnitracs and McLeod collaborate to enhance compliance, driver workflow Omnitracs Inc., a wholly-owned subsidiary of Qualcomm Inc. and McLeod Software, announced new integration capabilities to further streamline fleet operations. Fleets utilizing McLeod’s LoadMaster and Omnitracs’ Mobile Computing Platform (MCP) now gain increased visibility into Omnitracs’ Hours of Service (HOS) and Driver Workflow applications, as well as enhanced navigation and dispatch integration, further enhancing overall fleet

34 October 2013 | Fleet Equipment

management, customer service and driver safety. Addressing the new 34-hour reset policy, Omnitracs and McLeod Software released updates to facilitate more accurate, near real-time driver log reporting for improved compliance. McLeod now captures driver hours directly from Omnitracs’ HOS application and delivers greater visibility via its web service portal. This ensures fleets have seamless access to up-to-date driver logs based on actual

you can be reminded about renewals in any number of ways. “In Arsenault's Dossier, for example, a renewal notice will appear in the daily reminder that comes up on your screen every day,” Reed explained. “At any time, you can request a report for all permits that expire on a certain date or in a certain month. You can email that to accounting or operations or anyone else in the company. You can also print it out and post it on a bulletin board. You can have that or other reports update automatically and included in your daily reminders. “If you're not going to be in the office, you can have impending expirations emailed to you automatically so you will see them on your smartphone,” he continued. “In a pinch, you can deal with things from the road.” Beyond registrations, permits and things that expire, Dossier, like other good maintenance programs, will enable you to set up notifications based on increments other than date or time. Preventive maintenance intervals can be counted off in miles or hours of operation, whichever best applies to a particular piece of equipment. Those are things you can't do with a paper calendar or even a spreadsheet. “It gets better,” Reed said with a smile. “When you're setting up a new unit, for example, you can enter that unit's VIN number so it's immediately available to you. That's particularly valuable when ordering parts. Today,

hours worked. Additionally, McLeod’s Feasibility module— available with LoadMaster v11.0—aligns reported hours from Omnitracs’ HOS application with current position data for improved driver planning, helping fleet managers match drivers with available load assignments, while taking new regulations into account. Targeted at both LoadMaster truckload and less-thantruckload (LTL) customers, McLeod has also developed a workflow template for Omnitracs’ Mobile Computing Platform (MCP), streamlining the driver experience and ensuring direct access to critical data for auto-dispatch updates.

Rand McNally integrates with Strategy Systems TMS Software Rand McNally announced the integration of its TND 760 mobile fleet management solution with Strategy Systems’ Strategy Live software. Strategy Live provides turn-key,

OEMs want a VIN number so they can supply the correct replacement part. A particular model year doesn't mean that every unit made that year has the same exact components.” VIN numbers are an important pieces of information today. A good fleet maintenance solution makes them instantly available.

XRS, TMWSuite integration available for fleet managers, drivers XRS Corp. announced that its new integration with TMWSuite from TMW Systems is now available to customers. XRS made the announcement at TMW’s annual TransForum User Conference. According to the company, the XRS integration with TMWSuite gives drivers and fleet managers new tools for order planning and managing order status from a single, combined fleet management platform. The integration with TMWSuite displays critical information provided by XRS systems such as vehicle locations and remaining on-duty service hours for monitoring dispatch activities in a single application screen. XRS runs on certified smartphones, tablets and rugged handhelds that transmit vehicle and operator data through the cloud to a fleet management dashboard, allowing companies to comply with the pending MAP-21 mandate for electronic recording of a driver’s hours-of-service. According to XRS, nearly 90 percent of drivers already use mobile devices, meaning that there are no additional hardware costs associated with implementing the XRS platform. XRS Corp. also has partnership agreements with the leading brands in mobile communications.

cloud-based software solutions for trucking and freight brokerage operations, focusing on small- to mid-sized transportation companies. Rand McNally’s TND 760 device will provide truck location, driver availability and other key metrics to enable efficient management of dispatch and other operations areas. According the company, integration with Rand McNally’s solution was driven by customer requests. Strategy Systems had already completed integration with other mobile fleet management providers, but the company and several of its current customers were particularly interested in the TND 760 because of its low cost of ownership, ease of installation, and driver experience.

www.FleetEquipmentMag.com 35

Headlines

Information technology industry news

TCG and TMW Systems sign agreement to streamline customer purchases Transportation Costing Group (TCG), providers of activity-based costing and profitability management tools for truckload and less-thantruckload motor carriers, announced it entered into an agreement with TMW Systems (TMW), a provider of transportation management software to North American for-hire and private fleets, to bundle TMW TMS interfaces with their solutions making

the purchase of TCG solutions more convenient for TMW customers. Under the new agreement, TCG is permitted to license the Innovative IES TCG Interface, the TruckMate TCG Interface, and the TMWSuite TCG SmartLink with the purchase of its activity-based costing and profitability management tools. Implementing the respective TCG integration module enables TMW

customers to transfer data seamlessly to TCG¹s cost information system. The financial and operational data is then used to develop actual cost and profitability information on each and every load in a given period in the TCG software, including payroll, toll and other inputs, with full reconciliation to the general ledger, the company said.

PeopleNet, McLeo LoadMaster LTL integration addresses complexities

Rapid Response: 800-930-7204 ext. 55036

PeopleNet, a provider of fleet mobility solutions, announced an integration with McLeod Software’s

36 October 2013 | Fleet Equipment

LoadMaster LTL, which the company said is to better address the complexities of the companies’ less-than-

truckload customers, PeopleNet said. “In the dynamic LTL environment, driver’s assignments are likely to change frequently each day,” explained PeopleNet Senior Vice President, Tailored Solutions, Randy Boyles. “Our mobile communication and computing system automates dispatch-driver communications streamlines the change process and workflow for drivers using LoadMaster LTL and enables them to respond to changes more quickly and with less effort. PeopleNet customers with LTL [less-than-truckload] fleets now have another transportation management system designed specifically for their needs.” With the PeopleNet-McLeod LoadMaster integration, the driver views all stops, selects the stop to make, and when the driver indicates arrival, the corresponding form is presented for the driver to complete. For load pickup, drivers are asked to identify freight essentials: number of pieces and pallets, weight and destination zip codes. “LoadMaster LTL is all about helping both office staff and drivers get more done in less time,” said McLeod Vice President of LTL Technologies, Marc Mitchell. /

Rapid Response: 800-930-7204 ext. 55037

Aftermarket Insights By Jason morgan | managing Editor

Harnessing the

Power Spec’ing batteries to meet today’s electrical system demands

he demands placed on today’s fleets are staggering. In addition to increased efficiency demands on the mechanical side, computer systems, ECUs, GPS, iPhones, TVs, reefer units and countless other innovations tax the truck’s electrical system. The electrical demands are more than ever in history, and demand for voltage is not going away—it’s going to grow. Spec’ing the proper batteries for your fleet is the key to providing the productivity demanded of your equipment. “I often call it a fifth-wheel motorhome because there are so many parasitics today,” says Gale Kimbrough, engineering and tech. services manager for Interstate Batteries, a Dallas-based company distributes automotive batteries, franchises and operates retail battery stores, recycles batteries, and provides motive and critical power products. Interstate sells more than 17 million batteries each year through its distribution network serving every county in the U.S., parts of Canada and Latin America. “When you shut that vehicle off, all those parasitics are still going. The difference is that there’s no charging to power them. So they’re all coming off the battery … As we get into various technologies, like going hybrid, if you will, the reliance on batteries will be more.”

38 October 2013 | Fleet Equipment

Empowering components

Mitsubishi Electric Automotive America 160-amp brushless alternator

henever you talk about batteries, you have to talk about the electrical systems and the components they power. While the latest technology and devices might come to mind, electrical products such as starters, alternators, EGR valves, ignitions, sensors, turbo actuators, engine control units and headlamps play an vital role in the truck’s operation and have power demands of their own. “Electrical loads will continue to increase as emission regulations, OBD requirements, tighter fuel economy laws and hotel loads increase,” says Dave Stone, executive director, heavy duty, for Mitsubishi Electric Automotive America. “What was sufficient before is not sufficient now, and what is sufficient now will not be in the near future.” Stone stated that more efficient, more reliable, higher-output, heavy-duty alternators, for example, utilizing the latest design technology will be a necessity in the future. “Battery charging is becoming a real challenge, especially with local delivery vehicles faced with anti-idling limitations at every stop. Alternators with high output at low speeds, and the correct number of proper cold cranking amps [CCA] batteries, is the only answer,” he explains. Strain on the battery is apparent in today’s fleets. Jeremy Cowperthwaite, vice president and general manager of the Engine Starting Group at Maxwell Technologies, says that a fleet manager he spoke to commented that the fleet typically experiences two to three jump starts per year on each truck at an average cost of $150 to $300 per jump start. While that may not sound unreasonable,

savvy large-fleet managers know that this number is significant when multiplied across their entire fleet. Besides the cost of the jump start, there are other costs that must be accounted for such as late deliveries, spoiled goods and customer dissatisfaction. Another fleet manager commented that if anyone ever said they don’t have starting issues, they are either lying or ignorant, Cowperthwaite adds. “Over the past year, we have been working with many major fleets across America that have starting issues requiring costly jump starts,” he says. “Our latest product, the Engine Start Module or ESM, was developed, packaged and tested specifically for the heavy duty truck market to reliably start Class 6 to 8 diesel engines leaving the batteries free to provide energy for other vehicle electronic loads.” As parasitic loads increase, attention will have to be paid to the electrical system details. This is where LED bulbs, both inside and outside of the vehicle, can provide the extra power new devices need. “The initial investment may be higher but the savings in energy consumption and reduced labor from less frequent replacement is worth the investment,” says Doug Will, product manager for Dorman HD Solutions, about LED. Will also reported that HID headlight conversions seem to be becoming more popular for the owner operator, but in his opinion, the expense to complete the conversion is typically not justified. “[It] only makes sense if both headlamps are already in need of replacement,” he says.

www.FleetEquipmentMag.com 39

Aftermarket Insights

efore you can get where you’re going, you have to know where you’re at—and that means taking a look at the battery demands of your fleet.

Battery basics

Rapid Response: 800-930-7204 ext. 55040

Some quick battery 101. There are two primary types of batteries being spec’d in trucks today—the classic flooded lead-acid and the newer absorbed glass mat, valve regulated lead acid (AGM-VRLA). The sealed AGM batteries eliminate the need to refill the electrolyte, while avoiding terminal corrosion and its surrounding area; from a generic standpoint, these batteries will hold a higher voltage during discharge and typically provide longer life, depending on the manufacturer, Kimbrough clarifies. On the flip side, they are also more expensive up front—up to two-and-a-half times more expensive.

40 October 2013 | Fleet Equipment

“For AGM-VRLA batteries, like Odyssey Extreme Series batteries, the initial cost of the battery is more than offset by fewer battery failures and less frequent replacement, as well as a reduction in the time needed to maintain the fleet’s batteries,” says Grant Grunewald, EnerSys technical

marketing manager, a Reading, Pa.based manufacturer of stored energy solutions for automotive, military and industrial applications, with manufacturing facilities in 17 countries, sales and service locations throughout the world. “Saving money is a consideration in almost any buying situation.

Rapid Response: 800-930-7204 ext. 55041

Aftermarket Insights However, just because the initial cost of the battery is cheaper, doesn’t mean that it is the best deal. It is important to consider that fewer battery failures, less frequent replacement and little-to-no maintenance help save in the end.” In addition to the flooded leadacid/AGM choice, batteries are typically created with one of two main purposes in mind—starting power or deep cycle capacity. There are also batteries that aim to split the difference. “With flooded, the more you shift to deep cycle, the more you may have to sacrifice some cold cranking amp [CCA] value in the battery,” Kimbrough explains. “Or the other way around—if you need 1,000 CCA for each battery, there’s little chance you’re going to have any deep cycling in that because you chose to go with a higher plate count inside an existing element.”

CCA is defined by the amount of current a battery can provide at 0 degrees F for 30 seconds and it’s typically the most widely-used measurement for comparison. To find the battery that meets your fleet’s demands, you have to keep your equipment’s operation in the forefront. When you’re shopping around for batteries, evaluate the type of trucking you do: Are you a team driver or a single driver long hauler? Are you a regional day cab carrier? Do you run city delivery trucks that have to leave the lights on for deliveries for safety reasons but don’t run the engines? Do you have a large number of reefers? Lift gates? Additionally, you also have to take into account what area of the country your usual routes take you through. Interstate, for example, offers a 950 CCA battery that has a reserve capacity of 195 min. that would fit for a truck that needs a high cranking abil-

ity in a cold environment. However, a 950 or 1,000 CCA battery might not be a good fit for a carrier consistently running southern routes through warm climates like Texas and Florida. It all comes down to: “Where are my batteries going to be and what depth of discharge do I normally get to?” In assessing your equipment’s typical operation habits, you’ll be able to answer how much CCA you need, what you need in reserve power to run on-board accessories with the engine off and what you need in cycle life—shallow discharge for plenty of starting power or deep discharge for long hauls. “A fleet manager should consider purchasing a battery that meets electrical load demands, has enough reserve capacity minutes to handle the parasitic load in the vehicle and that the alternator in the vehicle puts out enough amps with an appropriate voltage to recharge the batteries,”

Grunewald recommends. “To prevent excessive discharge of the Odyssey Extreme Series batteries due to heavy parasitic loads such as when the vehicle is inactive for an extended time, it is recommended to connect the battery to an approved battery charger that puts out between 13.5V and 13.8V at the battery terminals. Physically disconnecting one of the battery cables is an alternate method to eliminate the drain. Again, always refer to the battery manufacturer’s recommendations when performing maintenance.”

Solid support, storage safety You’ve spec’d the batteries, installed them properly and fleet operations are humming along smoothly. Everything is right in the world … until you get the call. A truck isn’t starting and its exhibiting dead battery symptoms. Whatever the case maybe—breakdowns happen. When

batteries are concerned, you want to be sure that you have support from a company that offers the coverage that fits your fleet. Many battery manufacturers offer warranties on their products. Odyssey Extreme Series batteries, for example, include a two- to four-year warranty, based on the application, and a

Rapid Response: 800-930-7204 ext. 55043

full replacement warranty from manufacturer’s defects, Grunewald says. Of course, every fleet manager wants to avoid the dreaded breakdown. As with many aspects of the truck, preventative maintenance goes a long way in improving your equipment’s uptime. Battery and electrical systems should be an integral part of

Aftermarket Insights

Rapid Response: 800-930-7204 ext. 55044

any preventive maintenance inspection. “I recommend doing a visual inspection—always check the open circuit voltage of those batteries. Make sure they’re clean. Even the cleanliness of batteries makes a tremendous difference,” Kimbrough says. “As you have dirt and residue that collects on

44 October 2013 | Fleet Equipment

top, you can lose power, in small quantities, across the top of the battery. Look at the cables, look check at all the connections—good, solid connections. You could also do a conductance check across the batteries. It’ll give you the voltage across the entire string and the total conductance value. That’s a simplistic way of

checking that. and if that value is less than it should be for those batteries, it’ll signify that you need to check each battery individually.” It is also important to follow the manufacturer’s specific maintenance recommendations as well to help extend battery life and keep cost of ownership down. When a battery is on the shelf, be sure that the battery is properly charged before putting it into storage. Conventional batteries that are only partially charged when put into storage often experience permanent damage and may not recover to their full capacity, even if they are charged prior to reinstallation, explained Grunewald, who also pointed to the thin plate pure lead (TPPL) technology and proprietary designs and processes to highlight how EnerSys aims to overcome extremely deep discharge. Some other quick storage do’s are: • Always refer to the manufacturer’s recommendations when storing a battery. • Fully charge the vehicle’s battery before placing it into storage to extend its service life. • Test the battery to determine the battery’s state of charge. • Store the battery in temperatures that meet the manufacturer’s recommendations. “The lower the temperature, the longer the storage time, as long as the temperature does not drop below the manufacturer’s specifications. As a rule of thumb, an increase in temperature by approximately 18 degrees F can cut storage time in half,” Grunewald said. “Odyssey TPPL, AGM-VRLA batteries, for example, can be stored for two years or until the open circuit voltage [OCV] drops to 12 volts at temperatures of 77 degrees F or lower.” Whether you’re storing or spec’ing, charging or maintaining, the correct batteries can help keep your fleet on the road and those productive parasitic loads powered. /

Rapid Response: 800-930-7204 ext. 55045

After(market)

Before

BY Seth SkYdel | Senior ContriButing editor

What you need to know about severe-duty drivetrain, axles and suspensions

Handling the

tough Extreme loads are no match for properly spec’ed and maintained severe-duty truck models. Vehicle OEMs, in fact, list a range of applications for which they have specific models designed to meet severe-duty needs. Included are dump, concrete, crane, roll-off body, refuse, heavy haul, logging, oil and gas field service, utility, fire and emergency, snow plow and towing and recovery operations. Behind all these trucks are components and systems designed and packaged for severe-duty operations. “For severe-duty applications, it is critical to completely understand the vocation and how the vehicle is going to be used,” says David G. Gonska, manager, Engineering Applications & Customer Support, North American Axles at Meritor.“ Different uses place different demands and loads on the components, which can have an enormous impact on performance and durability. “Some fleets want to put the most robust products available in their trucks,” Gonska continues, “but that’s not always necessary and may only increase vehicle weight and cost. A proper understanding of the vocation will allow for optimal product selection.” Gonska goes on to relate that severe-duty fleets should follow all published application guidelines for selecting the proper driveline, axle or suspension. In any case where there is uncertainty, he advises contacting the manufacturer for assistance in selecting the appropriate components.

Making selections 46 October 2013 | Fleet Equipment

hauls Collin Dinsmoor, director, Engineering Suspensions— Powered Vehicle Systems at SAF-Holland recommends the following be considered when selecting severe-duty suspension systems: • Vehicle type; • Vehicle weight (loaded and unloaded); • Vehicle Information; • Engine configuration; • Frame type, construction and dimension; • Drive axle, steer axle and auxiliary axle information; • Tire, rim and braking systems; • Engine and/or driveline braking; • Traction considerations like chains, self in/deflation, ground chain systems • Vehicle usage and type of application; • Chassis/body configuration; • Ride height, axle spacing, wheelbase; • Articulation and clearance implications; • Environmental considerations; • Terrain, operational surfaces; • Loading and operational duty cycles; and • Operational regulations.

with up to 25% of vehicle operation on roads with a maintained sand/gravel, crushed stone or similar road surface. Maximum grades of 12% and frequent grades of 8% can be encountered. Operation is subject to legal weight and/or dimensional limitations or requires special permits. • Off-highway: Operation on roads with a maintained sand/gravel, crushed rock or similar road surface in excess of 25% of vehicle operation. Maximum grades of 12% and frequent grades of 8% can be encountered. Limited off-road operation, less than 10% of total vehicle operation where grades and surface conditions may vary. Operation may not be subject to legal weight or dimensional limitations. • Off-road: Operation under minimal or no road conditions for greater than 10% of total vehicle operation.

Operational environment • On-highway: Operation on Interstate or primary highways with maximum grades of 8%. Operation is subject to legal weight and dimensional limitations. • On-/off-Highway: Operation on secondary roads

www.FleetEquipmentMag.com 47

Before

After(market)

Grades and surface conditions will vary. Operation is not subject to legal weight or dimensional limitations.

Important factors “The type of vehicle, including tractor-trailers and trucks with dump bodies, as well as the type of trailers in use, are important factors to consider when spec’ing severe-duty suspension systems,” says Charlie Wells, vice president of sales and marketing at East Manufacturing.

Rapid Response: 800-930-7204 ext. 55048

“Also take into count the type of cargo and the weight of the heaviest load the vehicle will carry, the conditions faced by the operation such as on-highway, a combination of on- and off-highway or primarily off-highway roads, the typical duty cycle of the vehicle and any ride height requirements. Severe-duty suspensions need to meet demands for tough operating conditions, where maximum strength and durability are required.” Charles Allen, senior director, Global Service at Meritor, also says it is most important to understand the application and build the right vehicle

Rapid Response: 800-930-7204 ext. 55122 ‘ 48 October2013 | Fleet Equipment

for the need at hand. “You cannot simply turn a highway axle into a severe service axle,” he states. “Don’t spare the heavier duty specs; if it needs it, buy it.” Allen, who notes that Meritor offers several drivetrain products that can be spec’ed for severe-duty applications, goes on to recommend that a primary focus when spec’ing axles for severe-duty trucks is startability, since the load will likely be higher than 80,000 lbs. “Know what the components are capable of handling,” he says. “Heavier-duty drive axles come with heavy wall housings, again to handle the tougher hauling demands. Match the driveline to the axle. Don’t be “lightweight” on driveline specs. Match specs for the heavier duty job.”

duty driveshaft and inter-axle shaft are designed to withstand the increased stress placed on the driveline by severe-duty applications, the company notes, by being equipped with high power density design features and a higher torque rating.

Hendrickson offers a range of suspensions for severe-duty operations. For trucks there is the PRIMAAX EX rear air suspension, the HAULMAAX rubber suspension that utilizes rubber bolster springs coupled with an auxiliary spring to offer loaded stability and up to 17 in. of diagonal articulation for off-road mobility, as well as the RT/RTE Series steel spring suspension with equalizing beams that distribute load between axles for improved traction. continued on p. 52

Designed for demands Dana’s Spicer 170 and 190 Series Axles, according to the manufacturer, are designed for the demands of severe-duty applications. The axles feature gearing with extra-wide face width for strength and durability, and have larger wheel differential gearing, also for strength and for high power density. Additionally, forged, heat-treated steel differential cases increase gear and bearing life. Dana’s Spicer heavy-duty steer axles feature larger kingpin bushings and a kingpin sealing system that the company says help ensure long service life and reduced maintenance. In addition, a dual draw key and spring washer kingpin retention system, along with a beam forging design, provide for improved axle durability. Dana has also expanded its line of Spicer heavy-duty universal joints, including extra heavy-duty versions of the SPL-350 driveshaft and the SPL-250 inter-axle shaft. The heavyRapid Response: 800-930-7204 ext. 55123 www.FleetEquipmentMag.com 49

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After(market)

Six wheel spec’ing considerations

Rapid Response: 800-930-7204 ext. 55050

Proper spec’ing your vehicles’ wheels can be relatively simple and straight-forward by following a manufacturer’s recommendations to achieve the longest life and performance from your wheels. The experts at Maxion Wheels, a large manufacturer of lightweight steel wheels, suggest fleet equipment specifiers can make wheels a ‘non-issue’ if they’d follow 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; and • Field service support from your wheel supplier. To keep wheels clean and provide long-life and performance, many fleets have wheels refurbished. It’s recommended that fleets closely review the vendor’s refurbishing procedures emphasizing proper inspection, cleaning and re-painting of the wheels. Two key details in refurbishment: Controlling paint mil. thickness in the mounting area of the disc face and ensuring paint is fully cured. Corrosion remains a concern for fleets operating in harsh service environments, particularly on roads treated for snow or ice. One option to combat this severe service situation is to specify wheels with premium paint finishes. “Pay attention to the basics,” said Maxion’s director of North American sales, Denny Weisend. “Proper spec’ing and maintenance will enable the wheels to last the life of the vehicle.”

50 October 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 55051

Before

After(market)

On trailers in severe-duty applications, Hendrickson offers the INTRAAX Extreme-duty (ED) system in top-mount and low ride height/ liftable models. Features of the system include low-pressure air springs with steel pistons and full bottom plate coverage and high-damping, extended-service shock absorbers. Heavy-duty options include rearmount shock absorbers and chain

down-stops for suspension damping and control. SAF-Holland’s Neway ADZ Series Axle Air-Ride Suspension is designed for severe-duty applications and off-road duty cycles. Offered in single, tandem and tridem axle configurations up to a 78,000-lb. capacity, the axle can be used in high center of gravity applications. The ADZ model’s roll stability for corner-

ing and on uneven terrain, the company notes, is achieved by combining lower control arms and a transverse beam in a one-piece lower module and with a widened design stance. The lower module provides a linear roll rate through the permanent connection of the trailing arms and transverse beam, which the manufacturer says improves handling and steering characteristics.

Stringent maintenance

Rapid Response: 800-930-7204 ext. 55052

Once in service, severe-duty components require stringent adherence to maintenance schedules. “Maintenance should be performed in accordance with all equipment manufacturer and industry guidelines, and if there is a discrepancy between different sources, the component manufacturer’s guidelines should be used,” Meritor’s David Gonska advises. “In many severeduty applications as well, maintenance intervals should be shortened to ensure continued safe operating condition of components. Finally, when replacing components, it is important that components be used that meet the OEM’s original performance requirements.”/

RESOURCES: Dana Spicer—www.dana.com East Manufacturing — www.eastmfg.com Hendrickson — www.hendrickson-intl.com Meritor—www.meritor.com SAF-HOLLAND — www.safholland.us

52 October 2013 | Fleet Equipment

Reducing stopping distances

Rapid Response: 800-930-7204 ext. 55053

Rapid Response: 800-930-7204 ext. 55078

In order to stop a fully-loaded vehicle in 250 ft., the torque output from the brakes needs to be 30 to 40% higher. Due to weight shift during the stop, the rear brakes are limited by ABS; so the front steer brakes have to do more work. This requires increasing the size of front brakes and developing new higher friction materials. Just increasing the friction is not enough because that leads to noise and poor lining and drum life. These new materials are higher in friction and can handle the in stop energy dissipation but also have excellent lining and drum life and good noise characteristics required by the OEMs. Before an OEM runs an expensive vehicle test, they require numerous dyno tests, these include stopping simulations at many different conditions along with dyno wear and dyno noise testing. The testing required to develop an OEM RSD material is expensive. TMD understands the importance of this, and has spent money, time and effort to develop its approved Reduced Stopping Distance formulas TEXTAR T5000 & T1200, the company added. www.tmdfriction.us

www.FleetEquipmentMag.com 53

Equipment Management

By tom gelinas | editorial director

“Managing” can minimize downtime Understanding why trucks experience unscheduled downtime and then addressing remedies for the root causes can save fleets unnecessary expense.

nexpected out-of-service events, especially when they happen on the road, are always expensive—too expensive to be dismissed as being inevitable. Yet many fleets, in their busy day-to-day operations, too often fail to address how the road breakdowns that they do experience might be avoided in the future. Dick Hyatt, president of Decisiv Inc., a provider of service relationship management software that can help minimize unscheduled downtime, said, “The traditional costs of commercial vehicle maintenance are measured in hard dollars, but while the trucking industry focuses on cost pressures and other challenges, many completely out of their control, fleets still ignore the

54 October 2013 | Fleet Equipment

fundamental business impacts associated with days out-of-service for service and repair events. This fundamental flaw misses the impact that this has on revenue, customer and driver retention and net profit.” Ryder System Inc. is one fleet that has not fallen victim to neglecting the financial problems associated with unscheduled downtime. While it’s a call no one ever wants to get, Ryder’s management knows if it happens, getting a disabled truck back on the road as quickly and safely as possible is vital. The company also understands it’s important to determine exactly what caused the problem so procedures can be developed to minimize or eliminate such problems in the future.

According to Ryder, heavy-duty trucks often experience at least one emergency breakdown annually. Not only are such events disruptive, compromising delivery schedules, customer commitments and product safety; they also can be dangerous. Idle vehicles and their drivers waiting for assistance are exposed to the dangers of drivers who are distracted or traveling at high speeds.

Prevention via PMs Based on experience with its more than 2,000 assets, Ryder found that the most frequent reasons for road breakdowns are tires, electrical system problems, brake issues and running out of fuel. It also found that regularly sched-

Improving profitability within fleet repair facilities hops can improve their productivity and profitability if these utilize outside repair and refinish sources by inquiring if they provide such Express Scratch Repair (ESR) services. This improves the shop’s productivity by having dents, scratches and other imperfections repaired at the same time other services are performed. It also gets equipment back on the road that much faster, and does not require a separate service visit—or one that may take two to three days—depriving the vehicle of in-service time. This is especially important for fleets that utilize leased vehicles, because in most cases, these types of repairs will need to be done anyway or there will most likely be a charge if they are returned (in the leasing company’s eyes, anyway) as “damaged.” According to Dan Szczepanik, Sherwin-Williams global products manager, fleet and manufacturing products manager, “As fleets attempt to avoid ever-increasing insurance premiums, they become likely candidates for a less expensive repair alternative. One option is Sherwin-Williams Automotive Finishes Fleet Express Scratch Repair, which can help fleet repair facilities capitalize on this growing opportunity and overlooked market segment. In addition to more business, this process gives each facility the chance to increase profitability through substantial energy savings on each repair.” Fleet repair centers can capitalize on the opportunity to generate a new revenue stream by offering their customers a fast and affordable repair for small dents, scratches, and scrapes. Here are the benefits for the fleet repair facility: • Increasing throughput and productivity; and • Increasing the profitability of each repair. Szczepanik notes that using the HP Process Refinish System will increase throughput in any fleet facility. HP technology is unique in that it employs a no bake process. Its topcoat provides outstanding color match, is easy to apply and increases air dry times to just 30 minutes or less. As a result, when vehicles are already in for major (or minor) service needs—or simply for clean-up and detailing—they can also have scrapes and dents repaired, with quality matching paint applied, dried and delivered, all in the same day.

uled, thorough preventive maintenance (PM) routines can help pre-empt many such problems before they cause emergency situations. Melvin Kirk, vice president of maintenance and quality operations at Ryder, said, “Traditionally, when a vehicle came in, we would execute the activities that were mandated by federal or state regulations or by our customer’s requirements. We now have intensified our focus around what we have started calling the perfect PM. This is essentially taking advantage of the opportunity, during each preventive maintenance routine, to execute all of the maintenance activities that might be required at that time. “The objective of such activity is to ensure that the vehicle will run from that event to the next scheduled PM without any break in service. That means we execute everything from existing campaigns to any necessary repairs—doing more of a diagnostic evaluation of the vehicle at the time of

When a vehicle comes into a Ryder shop for a scheduled PM, the goal is to make sure everything is done to that truck that will ensure it will have no issues until the next scheduled PM. www.FleetEquipmentMag.com 55

Equipment Mangement taken time and distance out of the exercise and improved the quality of it.”

Efficiency is important

Tires are critical

Ryder looks upon a PM as an opportunity to improve the overall health of a vehicle. During time studies done in its shops, the company found that a maintenance technician, left only with his experience and a PM sheet, could walk as much as 4 mi. while working on a single vehicle. “To correct this,” Kirk said, “we establish the most efficient flow around the vehicle to minimize all of that walk time. We now also have the parts readily available that will be needed for the scheduled routine based on historical PM data. For example, any filters that will be needed will be right at hand. As a result, our technicians can more efficiently execute a PM from a quality and a speed standpoint. That is one of the most significant advances we’ve made over the last two or three years in our maintenance routines. We’ve

As indicated above, Ryder data indicate that tire problems are the most frequent cause of on-the-road breakdowns. This is particularly true during the summer months. Kirk said, “We find tires represent a very important part for maintenance uptime; so in our PM routine we stress an evaluation of the health of tires.” The fleet’s maintenance technicians will do everything from rotating to changing out tires during preventive maintenance events to minimize the chance of having any issues before the next scheduled PM from the tires or wheels. The entire wheel system is evaluated every time they see a vehicle. They record the wear on each individual tire on the vehicle and have protocols in place requiring the position of the tires be changed if there is an excessive variance between two side-by-side tires.

Rapid Response: 800-930-7204 ext. 55056

the scheduled PM in order to prevent any unscheduled event midstream.”

56 October 2013 | Fleet Equipment

They also look at the wear patterns of the tires all around, which could result in changing a tire or rotating it across the vehicle. Kirk said, “In our preventive maintenance routine, we also do laser measurements to ensure we have correct wheel alignment.”

Service island activity Once a truck crosses the threshold of a Ryder facility, the first place it’s going to go is to a service island. At that island there will be a service attendant who will initiate the fueling of the vehicle. He or she will also do a prescribed inspection around the vehicle that will include lights, tires, windshield along with a visual inspection of the undercarriage etc. Kirk said, “We maintain a 12- to 17-point inspection depending on the vehicle type that comes into the service island. Every time you cross the threshold of a Ryder facility, we are going to inspect that vehicle as if we were evaluating it from the DOT standpoint, as well as a maintenance health

Rapid Response: 800-930-7204 ext. 55057

Equipment Mangement standpoint.” Although drivers are required to do pre- and post-trip inspections of their vehicles, Ryder does not make the assumption that either of those has been done as completely as possible nor does the company make the assumption that when a vehicle enters a Ryder facility that there hasn’t been some issue develop since its last inspection. Kirk said, “Such a policy allows us to catch many issues, for example, small fuel leakage or a light that might be out, which could draw attention during a DOT inspection standpoint or, more importantly, from a maintenance standpoint.”

Breakdown analysis and warranty

Rapid Response: 800-930-7204 ext. 55058

Ryder is good, but no one is perfect, so if a vehicle fails on the road the fleet has established breakdown analysis teams in each one of its shops with specified roles in each one of our shops that are responsible for determining exactly what led to the problem. Such a program has proved to be an effective method of improving the fleet’s PM and fueling station inspection programs. Although it was not established to be so, the breakdown analysis program has also been an important contributor to effective warranty management for the fleet. Kirk said, “It forces the team to go back through the information about the event and make a forensic analysis of what happened. Was the failure related to activities we did or should have done during our PM or was it the result of a premature failure of a part? Was it possibly an engineering related issue of the vehicle itself? Once they do that, we have a fairly robust understanding of the cause of the event and if it was related to the failure of a component, which would allow us to make a warranty claim. We also share that analysis with the rest of our team members to help shorten the time required to analyze a future event.

Technology can help Many of its customers use telematics to provide management data related to hours of service and operational 58 October 2013 | Fleet Equipment

safety. Ryder has taken a further step and is accessing information from the engine’s ECM via telematics on the condition of the engine itself. Kirk said, “Using this information we can alert the customer to any impending problems with the vehicle. We plan on building up, over time, more and more data that will help us better understand the onroad health of our vehicles.” Another technology that offers fleets the possibility of addressing the causes of vehicle down time is offered by the use of service relationship management (SRM) software to measure and manage the causes, both internal and external, of service and repair events to improve vehicle uptime and availability. Decisiv Inc., a supplier of such software, has found that formal attention of vehicle’s days out of service can significantly influence a fleet’s bottom line. Some conclusions, based on a recent survey of nine fleets attending the company’s maintenance summit, are of particular interest. These fleets averaged: • 277 tractors; • 9,538 revenue miles per truck per month; • $20,695 in revenue per month ($2.17 per mile); • 1.51 service events per month; and • 3.19 days out of service (DOS) per month. Using average industry financial data, Decisiv calculated that, were these fleets able to reduce days out of service by just 25%, they would achieve a monthly increase of $1,123 in revenue per tractor, a 5.5% increase in asset utilization, an increase of $685 in variable operating expense (due to increased truck utilization) and an increase of $438, or 45%, in net profit per truck. Note these are monthly figures! According to Decisiv, the use of its service relationship management software can achieve these improvements. Unscheduled downtime can significantly deteriorate a fleet’s profits. Attention to the reasons why trucks experience time out of service and subsequent attention to eliminating those reasons can help increase a fleet’s bottom line. /

Rapid Response: 800-930-7204 ext. 55059

Specs Fleet Profile

BY Seth SkYdel | Senior ContriButing editor

Safety first Driver and equipment initiatives at Verst Group Logistics are resulting in impressive safety performance

“W

Christopher Cusick Vice President, Transportation

60 October 2013 | Fleet Equipment

hen it comes to safety, we are best served by addressing behaviors, focusing on avoiding and preventing risk,” says Christopher Cusick, vice president, transportation at Verst Group Logistics. “We don’t need to spend time teaching drivers how to drive trucks.” Verst Group, headquartered in the Northern Kentucky/Cincinnati, Ohio, corridor, is taking a multi-faceted approach to risk avoidance, prevention and management, beginning with hiring the right drivers in the first place. “We work with employment agencies, run ads and have a referral program for our drivers,” Cusick explains. “Candidates are shown a video that details company procedures and expectations. It’s a very ef-

fective screening tool.” Once hired, drivers complete an orientation program that includes a two-day ride along with a company driver trainer to become familiar with Verst Group operating procedures. Cusick also notes that all company policies are detailed in a comprehensive driver handbook. One highly proactive approach to safety at Verst Group is its use of the SmartDrive Safety program, which captures in-vehicle video to focus on driving behaviors that need attention. The SmartDrive interface and the program’s customizable reporting and video clip scoring process, aid Verst’s driver managers in coaching drivers on specific areas of behavior needing improvement such as distracted driving, fatigue, speeding and seatbelt use.

Verst Group

Tractor Specifications

Verst Right direction “I can’t stress how important SmartDrive Safety has been to supplementing our safety program because we lacked the ability to actually capture driving behavior,” Cusick states. “The SmartDrive event-triggered video system and the scores and observations generate actionable information for driver managers to use to make coaching more timely and effective during review sessions with drivers. The reports point us in the right direction.” That direction led to a downward trend in claims in 2011 and 2012, reductions in distracted driving of 90% and more than 70% fewer speeding incidents, as well as 100% seatbelt compliance. The company also proudly boasts a zero DOT reportable accident rate—the number

of DOT reportable incidents divided by the miles driven—in 2012. “The zero DOT accident rate is an enormous achievement,” Cusick says, “one we hadn’t accomplished in several years.” Multiple driver exonerations are also among the results that Verst Group cites as a benefit of using the SmartDrive Safety program and something that has gone a long way toward convincing drivers that the on-board cameras are there to protect them.

Model: Peterbilt Model 384; 63-in. UltraCab sleeper Wheelbase: 235 in. Engine: PACCAR MX; 455 HP @ 1,900 RPM, 1,650 lb./ft. @ 1,100 RPM Clutch: Eaton Easy Pedal Transmission: Eaton Fuller 13-speed Driveshafts: Dana Spicer Front Axle & Suspension: Dana Spicer; 12,000-lb. taper leaf springs Power Steering: TRW TAS65 Rear Axle: Dana Spicer DSP41; 3.42 ratio Rear Suspension: Peterbilt Low Air Leaf Hubs: PHP10 Aluminum LMS Brakes: Bendix ABS: 4S/4M Parking Brakes: Long Stroke Wheels: Alcoa aluminum Tires: Michelin; 11R22.5 XZA-3+ steer, 445/50R22.5 XOne-XDN2 drive 5th Wheel: HOLLAND FW35, kingpin air release Air Compressor: Meritor WABCO 28 CFM Air Dryer: Bendix AD-IS, heated Fan Clutch: on/off Batteries: (3) PACCAR 2100 CCA Starter: PACCAR Alternator: 160 amp Immersion Pre-Heater: Phillips Mirrors: motorized, heated; hood-mounted convex Lighting: Truck-Lite LED Seats: Peterbilt UltraRide Fuel Tanks: aluminum; 120-gal. RH, 110-gal. LH Paint: Dupont

Trailer Specifications Model: Vanguard VXP dry van; composite plate Length: 53 ft. Landing Gear: HOLLAND Atlas 55 Axles & Suspension: SAF CBX40 Fusion Beam with PosiLok Oil Seals: Stemco Guardian HP Hubs/Wheel End: Stemco Platinum Performance Plus Brakes: Abex linings Brake Chambers: Bendix EverSure ABS: Meritor WABCO Automatic Slack Adjusters: Stemco Tires: 295/75R22.5 Wheels: steel disc Lighting & Electrical: Optronics LED; Phillips

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Fleet Profile

Specs

There were five driver exonerations in 2012 with the help of videos, Cusick notes, at an approximate cost savings of over $30,000. “We had a collision with one of our trucks and a pickup,” Cusick also relates. “The camera caught the pickup hitting a guard rail and coming over the highway divider. Initially, the police listed the accident as no fault, but once we showed them the footage officers faulted the pickup driver.”

Collision prevention Verst Group also employs the collision avoidance driver training solution from Smith System. The Smith Five Keys program focuses on understanding driver behavior and teaching collision prevention techniques through hands-on and web-based training. Based on the easy-to-remember phrase ‘All Good Kids Like Milk’ the Smith Five Keys include: Aim high in steering by looking further ahead than other drivers; Get the big picture to see more around you than other drivers; Keep your eyes moving, so you are more aware of your surroundings; Leave yourself an out, by posi62 October 2013 | Fleet Equipment

tioning your vehicle in traffic effectively; and Make sure they see you. “The Smith System helps drivers see, think and increase time to react to driving challenges,” Cusick says. “Around each of the keys we develop policies that enhance risk prevention.” Operating safely can add up for Verst Group drivers. A quarterly bonus is paid for meeting objectives, and if all goals are met for the year an extra bonus is paid. After two years of success, the bonus is doubled. In addition, drawings are held quarterly and annually so drivers can win from $1,000 to as much as $10,000.

Good ideas The team approach also extends to monthly safety meetings, where a rotating group of drivers are encouraged to participate. “These meetings often produce good ideas,” Cusick says. “For example, one item brought to our attention by a driver is helping keep drivers away from trailer tandems.” Cusick goes on to explain that each tractor at Verst Group now carries a device called semi tandem axle-re-

lease assist tool (STA-RAT) that is designed to eliminate risk when sliding trailer tandems. Placed between the tandem locking pin release handle and trailer frame rail, the tool allows drivers to release the pins and keep them retracted until the slide is completed. “STA-RAT is visible through the rear view mirror so drivers can see what’s happening without leaving the cab,” Cusick explains further. “The tool eliminates back and shoulder injuries and keeps hands and feet out of danger.” Other specifications at Verst Group aimed at improving safety include back up alarms, hood-mounted convex mirrors and additional lights to assist during loading and unloading. On tractors, Verst Group is spec’ing the Holland fifth wheel air release system. The in-cab fifth wheel lock release features a dash-mounted air switch and a pneumatic cylinder on the fifth wheel that opens the locking mechanism when the vehicle’s parking brakes are engaged. “This system reduces the time drivers spend manually locking and unlocking the fifth wheel,” Cusick states. “Less manual interaction limits

potential injuries that can lead to expensive worker’s compensation claims.”

Fleet services Along with safety programs, Cusick oversees regional fleet, brokerage and dedicated fleet and logistics services offered by Verst Group for nearly 100 corporate customers. Verst Group Logistics provides integrated transportation, warehousing, logistics and packaging services. Its short haul and regional fleet services are concentrated in lanes covering the Midwest and Southeast. Customized contract carriage solutions are also offered by the company while its brokerage operation meets truckload, less than truckload, intermodal and flatbed needs. The fleet has of 80 tractors. For its last two purchases, the company has opted for Peterbilt Model 384 units. Its 250 trailers include new Vanguard dry vans and older Trailmobile models. “For all equipment choices we’re look-

ing for the best value over our planned life cycle, the highest residual value and the lowest maintenance costs,” Cusick says.

Cusick notes, works closely with outsourced maintenance providers, including an approach aimed at achieving low CSA scores for maintenance items. “Maintenance issues also impact productivity,” he adds, “which is a big concern today under new Hours of Service regulations. With our providers we are finding better ways to manage DVIRs and fix problems immediately.”

Better performance The SmartDrive interface.

The semi tandem axle-release assist tool (STA-RAT).

The company also uses Vigillo’s suite of CSA Scorecards to understand and address safety and compliance issues. “Vigillo takes raw data and turns it into reliable and useable information,” Cusick states. “With that at our fingertips we can develop programs and policies ahead of time so we stay below CSA thresholds, have better performance than our competitors, remain efficient and cost effective, and manage risk while maintaining a continual focus on driver safety, as well as that of the public.” /

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Truck Products Michelin Retread Technologies launches Michelin XDS 2 Pre-Mold retread Michelin Retread Technologies announced the launch of the Michelin XDS 2 PreMold retread designed for year-round drive axle traction. This next generation comes with a 10% improvement in tread life over the XDS Pre-Mold, according to the company. The XDS 2 Pre-Mold, at 25/32nd of depth, offers exceptional traction delivered using deep sipes with zig-zag groove walls, along with V-shaped transverse shoulder grooves. Michelin Retread Technologies www.michelintruck.com Rapid Response: 800-930-7204 ext. 55151 www.FERapidResponse.com

Digital Abex air disc brake catalog now available Rapid Response: 800-930-7204 ext. 55076

A new digital catalog featuring the expanded Abex line of replacement air disc brake pads for commercial vehicles is now available from Federal-Mogul. The catalog (No. AB803 at www.FMe-cat.com) covers the brand’s line of replacement brake pads and hardware kits for most OE air disc brake systems utilized in tractortrailer applications. Each brake pad listing includes a component photo and illustration to help select the correct product. The catalog also has an illustrated “Trouble Shooter Guide” to common brake wear issues and a competitive interchange. A “notes” feature can be used to attach reference notes to each page. Federal-Mogul www.federalmogul.com Rapid Response: 800-930-7204 ext. 55152 www.FERapidResponse.com

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SAF-HOLLAND aftermarket offers Gabriel shock absorbers The entire heavy-duty line of Gabriel shock absorbers is now available from SAF-HOLLAND through its North American aftermarket distributors and dealers. The product line includes 424 part numbers for heavy-duty truck and trailer suspensions. SAF-HOLLAND part numbers are the same as Gabriel part numbers with a “-SAF” post fix. SAF-HOLLAND www.safholland.us Rapid Response: 800-930-7204 ext. 55153 www.FERapidResponse.com

64 October 2013 | Fleet Equipment

Truck Products Ken-Tool releases Valve Breaker tool Ken-Tool said its latest tire service tool, the Valve Breaker, quickly removes valve stems from demounted wheels. The new tool uses a slide ram design to drive a heat-treated punch into the valve stem seat to easily pop the valve stem out of the rim after the wheel has been demounted, according to the company. This allows the service technician to quickly remove the stem with the wheel on the floor. The slide ram is made from solid round steel bar stock to drive more energy into the valve stem to knock it out of the wheel quickly and efficiently, Ken-Tool said. The tool protects the operator with a rubber safety-grip drive handle and a vibration absorbing rubber grip on the outer tube.

Hendrickson announces suspension training program The 13th session of the Hendrickson Vehicle Suspension Instituteâ&#x20AC;&#x2122;s (HVSI) technical suspension training for heavy-duty transportation service technicians and parts personnel has been announced. Two separate sessions, one Oct. 22-23 and a second Oct. 24-25, at Northwest Technical Institute Facility in Springdale, Ark. The training is conducted by Hendrickson regional field service managers for technicians from independent repair facilities, fleets and OE service dealerships. / Hendrickson Vehicle Suspension Institute www.hendrickson-intl.com Rapid Response: 800-930-7204 ext. 55155 www.FERapidResponse.com

Ken-Tool www.kentool.com

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Trailers

Bodies

Carrier Transicold Vector 8500 sheds pounds, beefs up performance

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Carrier Transicold’s new Vector 8500 single-temperature hybrid trailer refrigeration unit introduces the first fully-hermetic electric scroll compressor used in a North American trailer refrigeration unit, according to the company. The scroll compressor has 70% fewer moving parts and is 200 lbs. lighter than a traditional reciprocating compressor. The Vector 8500 unit incorporates Carrier Transicold’s ecoFORWARD technologies, which boost performance while providing compliance with 2013 Tier 4 emissions requirements from the U.S. Environmental Protection Agency. The Vector platform’s E-Drive all-electric refrigeration technology means refrigeration and heating operations are 100% electric, powered over the road by an on-board generator driven by the unit’s diesel engine. Additionally, electric standby capability is built-in, allowing haulers to tap into elec-

66 October 2013 | Fleet Equipment

tric power supplies to run the system when parked, providing quiet, emissions-free refrigeration performance that can reduce operating costs by up to 70% compared to diesel operations, while conserving fuel for the highway, the company explained. Carrier’s ecoFORWARD 2.2-liter engine has been made smarter through the use of sensors and an electronic control module that communicates with Carrier’s APX control system. The APX control system is now standard with Carrier’s 2013 models.Using 20% less engine power than previous Carrier Transicold models, the Vector 8500 unit’s engine is certified for “evergreen” compliance with the 2013 EPA Tier 4 standard for engines less than 25 HP. For fleets operating in California beyond seven years, the Vector platform’s standard electric

standby capability provides an in-use compliance option for the California Air Resource Board (CARB). / Carrier Transicold www.transicold.carrier.com Rapid Response: 800-930-7204 ext. 55173 www.FERapidResponse.com

Shop Equipment Stertil-Koni introduces heavy-duty mobile column lift series Stertil-Koni announced the introduction of the ST 1085, its mobile column vehicle lifts. This new model features a lifting capacity of 18,500 lbs. per column and is equipped with extra-long adjustable pick-up forks of 14 in.â&#x20AC;&#x201D;well suited to safely raise all types of vehicles, including those with super single tires, the company explained. In addition, the width between the lifting forks is adjustable, so that vehicles with variable wheel diameters can be lifted safely. The ST 1085 also features a Multi Master System, equipped with a control box on each individual column. In that way, lifting columns can be operated individually, in pairs or a complete set with the touch of a single button. Columns are interchangeable, so they can be used at multiple locations, according to the maker.

The ST 1085 is available in four control system options, including a wireless option, delivering maximum convenience and access to the vehicle. These lifts operate on 24 VDC, require no external power source to operate, communicate by ZigBee mesh protocol for high reliability and no cross channel interference and are pow-

ered by standard deep cycle batteries that typically last up to two weeks prior to recharging. Stertil-Koni www.stertil-koni.com

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Ranger Products releases QuickJack portable jack system

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Ranger Products, a division of BendPak, recently unveiled its new QuickJack portable jack system. The 3,500-lb. capacity, lightweight QuickJack allow users to position the jack frames under the vehicle, push the raise button on the remote handheld pendant control and in less than 10 seconds, the entire vehicle is almost 2 ft. off the ground ready for tire changes or other maintenance, according to the company. The QuickJack collapses to a low 3-in. profile and features open-center design, rugged safety lock bars, remote pendant control on a 20-ft. cord, quick-connect hoses and a built-in flow divider for precisely equalized lifting. The QuickJack comes complete with an eight piece set of rubber lift blocks, convenient positioning handles and a mini portable hydraulic power unit that runs off standard 110-volt current. An optional 12-volt DC unit also available the company said. / BendPak-Ranger www.quickjack.com

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WILL STOP TIRE CUPPING & INCREASE TIRE LIFE UP TO 50% OR MORE

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Easily installs on truck driveshafts, wheel assemblies & engines For Fleet Pricing Contact your local dealer or

Sun-Tech Innovations

www.BalanceMasters.com

Call now to order or to receive a free 2013 catalog 1-800-434-5141 www.autobodysupplies.com Rapid Response: 800-930-7204 ext. 55209 www.FERapidResponse.com

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Luber-Finer 26 Marangoni North America Cover 3 Maxion Wheels 11 NAPA Cover 2 NTEA 59 Old World Industries 5 Onspot of North America 65 Penske Truck Leasing 53 Peterbilt Motor Co Cover 4 PPG Industries 31 PPG Industries 45 ProDiesel 22 SAF-Holland, Inc. 24 Saf-Tee Siping/Grooving 71 Sata Spray Equipment 48 Sherwin-Williams Company 58 SKF 28 Thermo King Corp 33 Thieman Tailgates 66 Timken 63 TMW Systems 37 Truck-Lite Co 30 Wabash 57 WEBASTO 44 WIX Filters 16 WIX Filters 17

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November PostScript Coming in

Carol Birkland | Editor-in-ChiEf

Detroit On-board Tablet makes preand post-trip inspections a snap

• Equipment Technology Spec’ing sleepers & daycabs • Before & After(market) Update on GHG14 engines • IT for Asset Management Information technology updates and news Call Dean Martin at

(330) 670-1234 Ext. 225 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) October 2013, Volume 39, Number 10): 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. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2013 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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When Detroit Diesel Corp. (DDC) unveiled its new On-board Tablet—an advanced unit equipped with powerful apps and the latest commercial telematics technology to improve efficiency and driver performance—it demonstrated how foolproof the pre- and post-trip inspection process can be. It is not only quick and efficient, but also records and reports problems, as well as providing ways to get the information to the fleet manager quickly.

The tablet, which can be easily gripped with one hand, has an RFID reader that gathers information from various computer chips placed on key vehicle components on the vehicle.

Specific features found with the On-Board Tablet include: • Pre- and post-trip Inspections, streamlining the vehicle inspection process with quick scanning technology, resulting in faster and more accurate inspections; • Paperless hours of service tracking, which notifies drivers at risk or in violation of FMCSA regulations; The yellow dot is actually a computer-type • Two-way messaging allows for instant driver chip, which is attached under the hood, and fleet manager communication via free-form it contains data on the condition of comor pre-written messages and text-to-voice funcponents located in this section. tionality; and • Advanced navigation, which generates step-by-step directions, asset-specific routing, map-loading assignments and real-time traffic information, saving drivers’ time. The tablet will be available for Freightliner trucks as a factory-installed option beginning Q1 2014 on new truck orders. Retrofit kits will also be available. Availability in Western Star trucks will be announced at a later date. Developed in collaboration with Zonar, the tablet works seamlessly with Detroit Virtual Technician and Visibility fleet software—and it is certified compliant with the United States Department of Transportation—Federal Motor Carrier Safety Administration (FMCSA) Hours There are two chips located on the rear frame of Service regulations. / of this tractor, which also contain data related to area components that can be read by the tablet.

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