Ccj0118

JANUARY 2018

CSA'S DATA TRAIL Are more inspections a good thing?

page 33

CCJ's FIVE FLASHIEST FLEETS

Check out this year's sharpest trucks & trailer graphics page 36

EXTENDED OIL DRAINS

Make sure you don't void your OEM's warranty

page 42

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

ELECTRIC DREAMS?

Will a batterypowered truck go the long haul? page 22

© 2018

, Inc. All rights reserved. All marks are trademarks of their respective owners.

* Based on averaging the third party testing results for fuel economy comparing the International LT with A26 engine against the (a) 2018 Freightliner Cascadia CA126SLP with DD13, (b) 2018 Kenworth T680 with Paccar MX-13 and (c) 2018 Volvo VNL670 with Volvo D13. Actual customer results for fuel economy may vary.

The “category” tested consisted of Class 8 trucks with North American 12-13L engines.

Independent tests prove International LT SERIES POWERED BY A26 BEATS THE COMPETITION BY OVER 4% ON average* ®

®

International Truck commissioned the PIT Group to conduct industry-recognized TMC Type IV fuel economy tests comparing the International LT Series powered by A26 with competitive 12-13L powered tractors of similar specifications. All vehicles were tested on a 300+ mile route with hills and flatlands. In the end, International beat all others in the test, proving that LT Series delivers tangible fuel savings over the competition.

VISIT INTERNATIONALTRUCKS.COM TO READ THE COMPLETE REPORT.

New Logging Method

MEANS

New Training Needed Your drivers need to know what to do to comply with ELD records management and roadside inspection requirements. Why? ELD violations are now being noted on roadside inspection reports.

Our NEW Hours Of Service Rules For PropertyCarrying Drivers training program will teach your drivers how to comply.

Do your drivers know ...

• How to transfer the data • What to do if the ELD malfunctions • When to use the “Personal Use” and “Yard Move” options

Rely on J. J. Keller to bring your drivers up to speed on ELD requirements.

AD-50070 Also available in Online Training, Pay Per View, and Video Training Book formats.

ORDER TODAY!

Call 800-327-6868 Visit JJKeller.com/123480

TM

PC 123480

JANUARY 2018 | VOL 175 | NO. 1

COVER STORY:

Less risk, more recognition

JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Fleets have many opportunities to use the data they already collect on drivers to create gamification programs that foster a healthy and productive competition among them and to recognize and reward them for their efforts.

Cover design by David Watson

FEATURES

33

9

News Indiana wants ELD

CSA's Data Trail: A silver lining

mandate delayed due to FMCSA registry

Increased inspections have returned to the Federal Motor Carrier Safety Administration's Compliance Safety Accountability regulatory regime, but reduced violations, more clean inspections and a focus on crashrelated behavior have added a measure of fairness.

concerns … OOIDA seeks ELD exemption for small businesses … Drivers rail against hours rule in House

36

hearing on regs …

CCJ's Five Flashiest Fleets

Sharply designed fleet graphics can say a lot about a trucking company. Whether they serve to promote a brand image or a specific product, truck and trailer wraps with bold colors and eye appeal help carriers stand out on crowded highways and surface streets. Check out this year's CCJ’s Five Flashiest Fleets, and get inspired to tell your message.

42

Bill would expand pilot program, allow 18-21-year-old truckers to drive interstate …

NTSB: Truck-involved highway fatalities rose in 2016 … Zonar IDs

Extending oil drain intervals

top 10 most dangerous highways for truck

With engine oil and filter changes running upward of $300 at some shops, extending drain intervals can be a big money-saver. However, fleets that don’t wade into these waters carefully can destroy an engine and literally grind their operations to a halt.

drivers … EPA takes comments on rule to protect gliders from emissions regulations

31

Innovators: Kenan Advantage Group

12 InBrief

The nation’s largest bulk hauler implements a new pay increase structure to recruit and retain drivers.

commercial carrier journal

| january 2018 3

DEPARTMENTS

ccjdigital.com

technology

facebook.com/CCJMagazine @CCJnow linkedin.com/ccjmagazine

Editorial

16 17 17 18 18

What’s Tesla’s place in trucking?

Tesla Semi starts at $150K, reservations $20K Embark testing semiautonomous trucks

24 26

California fleets use ELDs to satisfy wage, labor laws CarriersEdge helps drivers maneuver safely

26 InBrief

Daimler aims to tackle challenges of Mexican truck market Mercedes previews next-gen Sprinter

27

Study shows maturity of IoT in transportation

28 InFocus:

Electronic payment systems

19 InBrief 20

Mack discusses large fleet prospects, Western market push

21 Test Drive:

2018 Mack Pinnacle

22 InFocus: Electric trucks ALSO IN THIS ISSUE

51 4

Products

Drive tire, starter motor, light, more.

commercial carrier journal

| january 2018

6

Upfront

56

Preventable or Not?

55

Ad Index

Editor Jeff Crissey's column

Doubles driver John Doe was passing a pickup on a rainy divided highway when a speeding sports car pulled out in front of him, causing his rear trailer to break loose.

Was this a preventable accident?

Editor: Jeff Crissey Senior Editor: Aaron Huff Equipment Editor: Jason Cannon Managing Editor: Dean Smallwood News Editor: James Jaillet Associate Editor: Matt Cole Contributing Editor: Todd Dills editorial@ccjdigital.com

Design & Production

Art Director: David Watson Graphic Designer: Kenneth Stubbs Quality Assurance: Timothy Smith Advertising Production Manager: Leah Boyd production@ccjdigital.com

Corporate

Chairman Emeritus: Mike Reilly President/CEO: Brent Reilly Chief Operating Officer: Shane Elmore Chief Financial Officer: Kim Fieldbinder Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Acquisitions & Business Development: Robert Lake Senior Vice President, Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault

3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by Randall-Reilly Publishing Co. LLC on the representation that the advertiser and/ or advertising agency are authorized to publish the entire contents and subject matter thereof.

The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2017, Randall-Reilly Publishing Co. LLC All rights reserved.

Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

YOUR HEADQUARTERS FOR

H EAVY- D U T Y PARTS

LONG LIFE REDUCES COST PER MILE • Fleet and heavy-duty batteries available in 6, 8 and 12 volt • All Super Start batteries come with nationwide warranty assistance

BlueDEF Diesel Exhaust Fluid is a non-toxic solution engineered to help diesel-powered vehicles reduce emissions and improve fuel economy. Engineered for use in Selective Catalytic Reduction (SCR) systems on diesel engines, BlueDEF diesel exhaust fluid is comprised of a high-purity synthetic urea and deionized water mixture. When injected into the exhaust stream and passed over a catalyst, BlueDEF® helps convert NOx into nitrogen gas and water vapor — two harmless and natural components of the air we breathe.

FirstCallOnline.com ADV 1246

THE ENGINE OIL THAT WORKS AS HARD AS YOU.

CAN A SYNTHETIC HELP EXTEND OIL * CHANGE INTERVALS? THIS ONE CAN. Change what your oil change can do.

Visit rotella.shell.com/T6 for more information. *Always follow OEM recommendations and utilize oil analysis when extending drains.

IT’S CALLED THE WORK TRUCK SHOW

FOR A REASON

Why attend North The Work Truck Show 2018 crea America’s largest work truck event? ®

PRIMARY LOGO CONFIGURATIONS

Experience the latest information for fleets on:

Mitigating risk  Staying relevant  Improving fleetIndianapolis, productivity  March 6–9, 2018 IN

Sessions begin March 6 Exhibit hall open March 7– 9 and efficiency Leveraging your equipment  supply chain and peers

S

Note: The Green Truck Summit logo with tagline should only be used for print (not web), and only when the logo (in configuration or standalone) is 3 or more inches in length.

Visit worktruckshow.com/fleets for information on registration, educational sessions, exhibit hall and more.

March 6–9, 2018

Indiana Convention Center Indianapolis, IN WTS: NTEA 286, Black; GTS: NTEA 362, 356, 424, 368, Black; NTEA: 286, 40% B Sessions begin: March 6 Exhibit hall open: March 7–9

#worktrucks18 | info@ntea.com | 800-441-6832

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Indiana wants ELD mandate delayed due to FMCSA registry concerns

C

iting a bevy of concerns, Indiana’s attorney general in late November filed a request with the Federal Motor Carrier Safety Administration to delay the Dec. 18, 2017, compliance deadline of the agency’s electronic logging device mandate.

The agency did not respond Indiana AG Curtis Hill Jr. says FMCSA’s self-certified to requests from CCJ for comELD registry presents problems for fleets and drivers ment. The mandate’s complilooking for compliant devices. ance date has been set for nearly two years.

In a letter filed with FMCSA’s Chief Counsel Randi Hutchison on Nov. 29, Indiana AG Curtis Hill Jr. says the deadline “would place undue burdens on drivers and operators,” arguing for “an immediate delay in the implementation of the new requirements.” Hill did not propose a new date by which truckers should adopt an ELD. Chief among Hill’s concerns is the agency’s registry of ELD providers and units, which allows manufacturers to self-certify their products – with little vetting by FMCSA itself of the providers or their devices – as compliant with the rule’s ELD specifications. “Drivers and operators are left without any way of ascertaining which brands and models of devices ultimately will pass muster,” he writes in the letter. “They must ‘fly blindly’ into investing in products they are being required to purchase.”

Hill’s concerns about the self-certification process echo those of other industry stakeholders – including some ELD makers – who’ve also taken issue with the lack of vetting of the devices in the registry. Devices listed in the registry, despite being certified by manufacturers, may “not ultimately be compliant or conform to the required” specifications of the agency’s rule, he argues.

Hill also contends that the agency hasn’t given manufacturers or roadside enforcers the tools they need to test and deploy the data transfer methods required by the ELD rule. “At present, too many questions surround the mandates with which drivers and operators will be expected to comply,” he writes. “Even a cursory perusal of industry trade publications provides clear evidence that Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsmany drivers and operators letters to sign up for the CCJ Daily Report, are completely unprepared a daily e-mail newsletter filled with news, for the proposed changes.” analysis, blogs and market condition articles.

– James Jaillet

OOIDA seeks ELD exemption for small businesses

T

he Owner-Operator Independent Drivers

Association last month filed a request with the Federal Motor Carrier Safety Administration for a small-business exemption from the electronic logging device mandate.

If granted, the request would exempt carriers that fit the Small Business Administration’s definition of a small business in truck transportation, an entity with $27.5 million or less in gross annual receipts. It would include independent and leased owneroperators with safe driving histories, the exemption request states.

OOIDA cites a myriad of concerns in its request, from continued concerns about cybersecurity to a lack of government or independent thirdparty vetting of many of the nearly 200 self-certified ELDs on FMCSA’s registry.

OOIDA also noted that its own analyses have compared crash rates of large carriers known to have long used ELDs’ predecessor devices and carriers with mostly owner-operator drivers and fewer AOBRDs in use, the latter with lower crash rates.

commercial carrier journal

– Todd Dills

| january 2018 9

JOURNAL NEWS

Drivers rail against hours rule in House hearing on regulations

R

epresentatives from the owneroperator community and small fleet segment told lawmakers in Washington that federal regulations, particularly the inflexibility of current hours-of-service regulations, crimp their productivity and profitability.

The House Committee on Small Business on Nov. 29 heard about federal regulations, including the electronic logging device mandate, and their impact on small trucking businesses.

Truckers representing the OwnerOperator Independent Drivers Association and National Association of Small Trucking Companies voiced their concerns.

Monte Wiederhold, president of seven-truck fleet B.L. Reever Transport and OOIDA board member, told the House committee the negative attention the ELD mandate has received from owner-operators and small business truckers stems from the current rigidity of the HOS

regulations.

“These rules push drivers to drive farther and faster,” Wiederhold said.

“There is no flexibility in the hours of service right now. The clock never stops, and it penalizes drivers who are trying to be safe.”

Wiederhold said he’s not against the use of ELDs, but he is against the devices being mandated for all truckers. “For small businesses, it’s only a cost,” he said. “There are no savings as [the Federal Motor Carrier Safety Administration] has said.”

Marty DiGiacomo, owner-operator of True Blue Transportation and testifying on behalf of NASTC, told the committee he agrees with Wiederhold that ELDs shouldn’t be mandated.

“If it benefits my business and helps me be safer, I’ll buy it,” DiGiacomo said. “Give us the choice. At some point, I could see looking into it if it benefits me, but right now, it doesn’t, because the hours-of-service regulations are the biggest problem.”

No grease !

ETCOM’s “No Grease”

S-Cam Composite Bushing

The New ETCOM Bushing Line

• Eliminates grease in your brake system.

• Ends contamination of the brake shoes and drums from grease, which can cause serious braking and safety issues.

• Less likely of being ticketed or tagged by Law Enforcement.

• Lowers maintenance costs, increases “Up Time” and productivity.

• Reduces brake squeal and easy to install.

• Holds its original shape. Will not melt or cold flow from overheated brakes and will not “squeeze-out” over time.

Precision fit for your Tractor, Trailer, Truck or Bus

• Greatly prolongs the life of the brake system by maintaining a tighter tolerance in your brake system.

• Not affected by road grime, oils, fuels or contaminants.

For more information, visit our website at www.etcominc.com or call us at 610.325.4496.

10 commercial carrier journal etcomAd-4.5x3.5.indd 3 Untitled-33 1

| january 2018

OOIDA board member Monte Wiederhold testified about the challenges overregulation brings to small trucking businesses.

Rep. Brian Babin (R-Texas), who is not a member of the Small Business Committee, was in attendance for the hearing because of his proposed legislation to delay the ELD mandate. Babin told the committee he understands ELDs do work for some larger fleets, but the trucking industry doesn’t allow for a one-size-fits-all mandate.

“I’ve talked to constituents in my district and outside of my district that have grave concerns about the unknowns and the question marks about how safe the ELD mandate is,” he said. “I’m not trying to abolish ELDs. If it saves you money and makes you safer, keep using them. If you like your ELD, you can keep your ELD.” Babin said the purpose of his proposed legislation, which would delay ELD implementation for two years, is to give more time to “work out some questions on ELDs,” adding “it’s not unreasonable to ask [the U.S. Department of Transportation] for a waiver to get these questions answered.”

Committee Chairman Steve Chabot (R-Ohio) said it’s obvious there is disagreement between small and large trucking companies, and the committee would relay the concerns of small trucking businesses to their colleagues in Congress to consider easing the regulatory burden on the industry.

– Matt Cole

8/31/2016 10:33:10 AM 3/20/17 9:52 AM

Built like a Mack. ÂŽ

Hard work delivers.

The best are built tough. Just ask NFL defensive player of the year Khalil Mack.

The new Mack Anthem is a bold and efficient highway truck that will lead your team to success. Built tough for your business and designed for drivers, the Mack Anthem keeps you in the game, on the road, and always delivers. ÂŽ

See what makes a Mack at MackTrucks.com/52

Khalil Mack Defensive Player of the Year

JOURNAL NEWS

INBRIEF 1/18 • The Unified Carrier Registration planning board met Nov. 30 to discuss carrier registration fees. The board came under fire after a court ruled it had violated federal open meeting laws by holding a meeting Sept.

14 without notifying the public. During that meeting, the board voted to reduce carrier registration fees for 2018 and 2019. Because

of the court case, the carrier registration period, which usually begins Oct. 1, was delayed pending a Federal Register notice setting the 2018 registration period.

• Daseke (CCJ Top 250, No. 37) announced the addition of three carriers to its conglomerate of flatbed and specialized transportation fleets: Tennessee Steel Haulers & Co. (No. 144) of Nashville; The Roadmaster Group, a Peoria, Ariz.-based high-security

hauler; and glass-hauling specialist Moore Freight Service of Mascot, Tenn.

• UPS (CCJ Top 250, No. 1) announced that new technology is being developed to convert up to 1,500 of its New York City-based package delivery vehicles from diesel to electric by 2022. UPS also announced an agreement with Big Ox Energy to purchase 10 million gallon equivalents of renewable natural gas per year through 2024.

• Ryder System selected Clean Energy Fuels Corp. to open a liquefied natural gas station in Georgetown, Ky., to support the company’s fleet of trucks that provide service for Toyota’s largest North American manufacturing facility. The trucks are expected to consume about 380,000 gasoline gallon equivalents each year.

• Toyota Motor North America will build a megawatt-scale carbonate fuel cell power generation plant with a hydrogen fueling station to support its operations at the Port of Long Beach. When it comes online in 2020, the Tri-Gen power generation facility will be fully renewable, supplying Toyota Logistics Services’ operations at the port and making it the first Toyota facility in North America to use 100 percent renewable power.

• The Federal Motor Carrier Safety Administration renewed its Medical Review Board’s charter for two more years. MRB is composed of five members from medical institutions and private practice who are tasked with giving advice and recommendations to FMCSA on medical standards and guidelines for the physical qualifications of truckers and other commercial drivers.

• A bipartisan group of 20 U.S. senators last month expressed support for a congressional measure to give livestock and insect haulers an extra 10 months to comply with the electronic logging device mandate. The senators said the move would give FMCSA “time to make necessary adjustments to hours of service rules to address animal welfare concerns” that livestock haulers say are presented by the current HOS regulations.

• A bipartisan and bicameral group of U.S. lawmakers last month announced their intentions to introduce a bill in Congress that would require tractor-trailers to be equipped with side underride guards to help protect car occupants in crashes in which the car slides under the trailer. The bill also would require the U.S. Department of Transportation to bolster its standards for rear-impact underride guards.

12

commercial carrier journal

| january 2018

JOURNAL NEWS

Bill would expand pilot program, allow 18-21-year-old Drivers ages truckers to drive interstate 18-21 current-

A

New York congresswoman has introduced legislation that would expand a pilot program that allows some 18- to 21-year-olds to drive trucks across state lines.

U.S. Rep. Claudia Tenney (R-N.Y.) introduced the Waiving Hindrances to Economic Enterprise and Labor (WHEEL) Act, which would expand a pilot program approved under the FAST Act. As it stands now, this program requires participants to be veterans or active-duty military service members and between the ages of 18 and 21.

Tenney said the 18-21 military is a demographic that has been “challenging to recruit in statistically significant numbers for the purposes of this study.” The legislation would broaden the criteria for participation in the pilot program.

Individuals in this age group may obtain a commercial driver’s license in each of the 48 contiguous states; however, they are prohibited from operating trucks across state lines.

“We already allow qualified drivers between the ages of 18 and 21 to drive from Long Island to Buffalo without a problem, but prohibit them from crossing the George Washington Bridge from Fort Lee, New Jersey into New York City,” said Tenney.

“The WHEEL Act is a common-sense measure that would ease

ly may obtain a CDL in each of the 48 contiguous states, but they are prohibited from operating trucks across state lines.

the burden on these truck operators by expanding the interstate truck driving pilot program authorized by the FAST Act.” Chris Spear, president and chief executive officer of the American Trucking Associations, said Tenney’s bill “is a critical step toward addressing the trucking industry’s growing driver shortage. ATA supports this proposed change.”

To date, Tenney’s bill has seven cosponsors: Reps. Clay Higgins (R-Louisiana), Garret Graves (E-Iowa), Robert Latta (R-Ohio), Henry Cuellar (D-Texas), David Young (R-Iowa), Bruce Poliquin (R-Maine) and Rick Allen (R-Georgia).

The bill was referred to the House Committee on Transportation and Infrastructure’s Subcommittee on Highways and Transit.

– David Hollis

NTSB: Truck-involved highway fatalities rose in 2016

T

he number of people killed in crashes involving medium- and heavy-duty trucks in 2016 increased by 57 over the previous year, according to data from the National Transportation Safety Board.

NTSB determined total year-over-year Highway deaths accounted U.S. highway deaths increased by 1,976, for 95 percent of all transporwhich included 722 fatalities from crashes tation-related fatalities in involving medium- and heavy-duty trucks 2016. Year over year, highway compared to 665 in 2015. fatalities increased by 1,976.

“Unfortunately, we continue to see increases in transportation fatalities,” said NTSB Chairman Robert Sumwalt. “We can do more, we must do more, to eliminate the completely preventable accidents that claim so many lives each year.”

The highest increase in fatalities was seen with passenger cars, which increased from 12,761 fatalities in 2015 to 13,412 fatalities in 2016.

In addition to highway fatalities, which accounted for 95 percent of all transportation deaths in 2016, increases also were seen in the railroad and marine sectors. Aviation fatalities saw a slight year-overyear decrease.

– Matt Cole

Zonar IDs top 10 most dangerous highways for truck drivers

F

leet management company Zonar analyzed 2013-16 trucking accident data from the U.S. Department of Transportation to determine the 10 most dangerous roads for truck drivers: • Interstate 10 in Alabama • I-95 in Florida • State Route 75 in Idaho • I-40 in Arkansas • U.S. 1 in Florida • State Route 20 in Michigan • I-80 in Colorado • State Route 5 in Colorado • I-70 in Maryland • State Route 35 in South Carolina Although I-80 doesn’t go through Colorado, Zonar says the accidents were reported on an offramp at the ColoradoNebraska state line.

– CCJ Staff

commercial carrier journal

| january 2018 13

JOURNAL NEWS

EPA takes comments on rule to protect gliders from emissions regulations

T

ruckers and other industry stakeholders last month could file formal comments on the U.S. Environmental Protection Agency’s proposal to exempt glider kit vehicles from the Phase 2 trac-

tor-trailer emissions standards enacted in 2016 by the Obama administration.

EPA announced in November its plan to reclassify glider kits as nonnew vehicles, thereby restricting

the agency’s ability to regulate their exhaust emissions, and to repeal the glider kit-specific provisions of the Phase 2 emissions regulations.

The remainder of the Phase 2 standards will remain intact. The sweeping regulations call for a roughly 25 percent reduction in emissions of greenhouse gases of tractor-trailers by 2027, with phased-in benchmarks set to help manufacturers work toward EPA’s requirements.

The glider kit regulations set by the Phase 2 rule were slated to take effect in January. EPA likely will move quickly after the Jan. 5 end of the comment period to finalize the revised rule and exempt glider kit manufacturers from compliance. The regulations only applied to new glider kit vehicles, not those already in operation.

The initial Phase 2 standards offered a limited exemption for glider kit companies that build less than 300 kits a year. Manufacturers such as Fitzgerald’s and some truck OEMs can build thousands of glider kits a year, meaning they would have had to alter their operations to meet the Phase 2 rule’s standards.

EPA initially claimed that 10,000 glider kits, which is roughly the amount sold each year, produced nearly the same amount of emissions of greenhouse gases and NOx as 200,000 modern trucks and engines. Research from Tennessee Tech University refuted that claim, however, and EPA leaned on the new research in proposing to repeal the Phase 2 glider kit emissions regulations.

– Matt Cole

EPA’s move would exempt glider kits from restrictions required by the Phase 2 tractor-trailer emissions standards.

14

commercial carrier journal

| january 2018

"I added Diesel Treat to my fuel tank and have not had any issues on these frigid Maryland mornings."

Richard H.

t often I find a product that really s as advertised. After two tanks of with your product my diesel stopped ng and misfiring when first started."

Bill C.

"Last week the temperature in Bakken dropped to 31 below.

My truck survived and I Know it won’t leave me stranded because of fuel problems."

Robert P.

Nothing outperforms Diesel Treat.

"The last two days have been extremely cold with temps around -10°. We’ve not had one fuel issue throughout this winter season."

Jim C.

"I just wanted you to know that this product is spectacular.

It does everything you say on the bottle."

Chris R.

use it in our diesel ucks. We find the mance outstanding!"

James P.

"Thanks for a great product that solved my problem. I tried other products but nothing works like Howes Diesel Treat."

Alice T.

"I’ve been in the transportation industry for over three decades and since the beginning I have used Howes products – never failed me."

Richard S.

#1

Selling Anti-Gel in the U.S. and Canada

"I used a competitor’s product for years. But when it gelled up twice I switched to Howes. It was -38° and no problems. Never going back."

Kathleen K.

"I’ve done a comparison in fuel mileage and on the performance of my truck and found the using Howes makes all the difference."

Mike P.

My mileage went from 17.6 to 19.7.

My truck hasn’t run this good in years.

Dave R.

"I’ve been caught in my fair share of ridiculous winter storms and never once did my fuel lines gel thanks to Howes.

The stuff just works."

Marc H.

"Last year, a truly brutal winter, I gave rides to two drivers with frozen fuel lines. They didn’t use Howes but I did.

It was satisfying to know that I chose a winner in Howes Diesel Treat."

William B.

"I’ve used Howes Diesel Treat for over 14 years. My C-15 has over 1,368,000 miles on the original injectors. I start with ease at sub-zero temps. What else can you ask for?"

Lyle K.

"I’ve been using your product for the last 5 years and I won’t use anything else in my truck. I stand by Howes because you keep me running."

Paul H.

Just ask around.

And for even more cleaning power and lubrication, try Howes Meaner Power Kleaner.

"I finally found a product I can trust.

It’s nice to find something that really works!"

Wayne H.

"This product is amazing! The money saved on fuel mileage pays for itself."

Eddy J.

"Whatever is in that stuff, I would highly recommend it to any diesel user! It works like magic."

Doug H.

"When my fellow truckers ask why my truck runs so well, I recommend they go get some Howes. Thanks for making a great product."

Kevin B.

Howes Bluetooth Speaker 1-800 GET HOWES (438-4693) • www.howeslube.com

"I believe in Being from Mic winters are abou not only to dow So keep ma I’ll k

when you purchase any six bottles of Diesel Treat ½ gallons or Meaner Power Kleaner quarts. Visit www.howeslube.com or call 1-800 GET HOWES. Offer ends: 3/31/18, available while supplies last.

PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

What’s Tesla’s place in trucking?

Searching for answers while driving a Model S

I

f there was a polar opposite of a tractor-trailer, Tesla’s Model S just might be it. But as I made my way to Los Angeles in mid-November for the debut of Tesla’s electric Semi truck, I couldn’t turn down the opportunity to drive one of the cars that served as validation for many of the technologies found in the Semi prototype.

The Model S P100D looks like a car and acts like a car, but its un-car-like technology is on a different level. I’ve never thought of Tesla as a car company. They’re a technology company that makes cars, and I think that becomes evident from the moment you flop down into the driver’s seat and try to wrap your mind around the Model S controls.

The car is on from the moment it recognizes that you – more importantly, the key – is near it, but it’s not ready to drive until you put your foot on the brake. The gear shift is mounted to the console on the right, and you push up or down to select drive or reverse.

A button on the end of the stalk puts the car in park. After selecting your gear, you simply press the accelerator, and away you go. You just have to trust that the car is on, because it’s not making any noise.

It is equipped with a creep mode, which moves the car forward at idle speed once you lift off the brake, but there is no idle in

CAR COMPANY?: Tesla is more like a technology company that makes cars.

POLAR OPPOSITE: If a tractor-trailer has one, Tesla’s Model S just might be it.

AUTONOMOUS ‘THING’: AutoPilot isn’t designed for a driver to mentally 'check out.'

16

commercial carrier journal

| january 2018

Tesla’s Model S P100D has a zero-to-60 time of 2.5 seconds and is the top of the S Series performance heap.

the traditional sense. With an electric car, idling is much more black and white: It’s either moving and consuming energy, or it’s not, which also means there’s no fuel wasted. An hour of idling burns about one gallon of diesel fuel.

If your fleet spends as much time fighting traffic as it does delivering goods, electrification wipes out expensive The large center-mounted touchscreen waste, not to mention that display controls everything. idling increases wear on a truck’s engine.

A large center-mounted touchscreen display is overwhelming at first.

Like the world’s largest and most powerful mobile phone, it’s the brains of the car you’re driving. From the air conditioning to the sunroof to the

WANT MORE EQUIPMENT NEWS? Scan the barcode to sign up for the CCJ Equipment Weekly e-mail newsletter or go to www.goo.gl/Ph9JK.

radio to the navigation, the giant iPhone-like screen houses all the mission-critical stuff for the car, including programming and customizing its air suspension. Tesla’s Semi features two of these screens, one on each side of the steering wheel.

The all-wheel-drive car is powered by dual electric motors and equipped with a 100kWh battery pack, enabling a driving range just north of 300 miles on a single charge.

The Model S is rich with cameras to support its AutoPilot feature but uses only about half of them. The rest are included as architecture for fully autonomous driving. Whenever that becomes a “thing,” Tesla can flash updates to the car, activating the rest of the technologies that were included at build but lie mostly dormant.

It’s important to note that Tesla’s AutoPilot is a driver support feature and isn’t designed for a driver to mentally “check out.” The driver still has total control of the car and can deactivate auto-steer by turning the wheel or tapping the brake.

You can pump about 100 miles of range into the Model S in less than 30 minutes from one of Tesla’s Supercharger stations. Tesla says there are 1,043 Supercharger Stations equipped with 7,496 Supercharges across North America. A full hour is about the equivalent of a fill-up.

None of this technology is conceptual or experimental. The Model S is a production vehicle, and its technologies are absolutely viable in trucking applications; the on-demand torque, the electrification, the automation, the customization. It works, it’s seamless, it’s comfortable, and it’s awesome.

There are many important players in this space for trucking, and Tesla is simply the newest entrant.

The work they are doing, combined with the work of Daimler, Navistar, Cummins and many others, will play a role in getting the trucking industry where I think it is slowly heading.

JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Tesla Semi starts at $150K, reservations $20K

T

esla in late November released a price guide for its Class 8 electric-powered Semi regional hauler. A 300-mile variant of the Semi will cost $150,000; the 500-mile model, $180,000; and a Founders Series, $200,000. A reservation cost for the truck also increased fourfold, jumping from $5,000 to $20,000 in less than 10 days. Those wanting to reserve the Founders Series model will have to shell out $200,000 upfront.

Tesla was not sharing pre-order numbers publicly, but reports indicated that as many as 1,200 Semi reservations had been placed, which would mean the company had raised between $600,000 and $2.4 million to aid in the vehicle’s development and production.

Walmart, J.B. Hunt, Schneider, PepsiCo and Anheuser-Busch all placed early reservations for the Semi. Production is set for 2019.

– Jason Cannon

Embark testing semi-autonomous trucks

I

n a partnership with Ryder and Embark said it hopes Frigidaire, autonto continue its partnership with Frigidaire omous retrofitter and Ryder to test its Embark conducted automated system. tests of its semi-autonomous system in four states in late October. Ryder tractors equipped with Embark’s Level 2 system operated in an autonomous mode in on-highway segments during trips of about 650 miles.

Drivers operated the rigs on surface streets.

Embark said several loads were hauled, during which one truck traveled as many as 306 consecutive miles in automated mode, with the driver only taking over control for a mandatory stop at a state border.

The tests were conducted in Texas, New Mexico, Arizona and California. – CCJ Staff

commercial carrier journal

|

january 2018

17

Daimler aims to tackle challenges of Mexican truck market

Mercedes-Benz Vans described the new Sprinter, scheduled to be introduced in February, as a shapeshifter, available in about 1,000 different configurations.

“I

really believe in the future of this country,” said Martin Daum, head of Daimler’s global trucks business, speaking to an audience of press and Mexican fleets at the 2017 Expo Transporte in Guadalajara, Mexico.

Daum kicked off the press conference in which key executives of DTNA and Daimler Trucks Mexico noted the challenges facing the Mexican truck market, as well as the potential for the continued development of the country’s infrastructure and transportation industry.

“I really believe Daimler plays a crucial role” in that development, Daum said, noting his company’s ambition to bring a lineup of tractors and trucks that fit the Mexican market’s unique needs.

“What we had nine or 10 years ago was not our aspiration. I said we could do better, and we did,” he said.

However, despite OEMs’ attempts to bring modern equipment to developing Latin American countries, a lack of regulations and capital has led to stagnation in modernizing the Mexican market and bringing it up to the emissions standards of trucks operating in the United States and Europe.

The country’s truck fleet “is very old,” said Flavio Rivera, president and CEO of Daimler Trucks Mexico. “When we talk about emissions, it is in the Euro 2 standard” that is more than 20 years old, having been enacted in the 1990s. “We are very far away from the (current) Euro 5 standards, so we are very concerned.

Our concern is not only to have the technology available in our trucks, but the Mexican market in fact has not made progress itself.”

Rivera said Daimler is trying to institute a project to allow older fleets to transition to new equipment “so we are able to scrap all these old vehicles.” He said 1,700 trucks have been updated this year as part of the initiative.

Daimler also is trying to sell fleets on the lower total cost of ownership of modern vehicles, such as reduced fuel consumption and lower maintenance costs.

– James Jaillet Flavio Rivera, head of Daimler Trucks Mexico, and Martin Daum, head of Daimler Trucks global trucks business, spoke about the challenges facing the Mexican truck market during a press event held at the Expo Transporte in Guadalajara, Mexico.

18

commercial carrier journal

| january 2018

Mercedes previews next-gen Sprinter

M

ercedes-Benz Vans last month offered a sneak preview of its next-generation Sprinter, a highly versatile van that the company said is positioned to take on emerging challenges facing transportation and logistics companies, including the growing final-mile segment.

The company described the new Sprinter, scheduled to be introduced by Mercedes in February, as a shapeshifter, available in about 1,000 different configurations, including four different body lengths, variable cargo space heights and variable tonnage capabilities, making the vehicle suited for a wide range of applications to address industry megatrends such as e-commerce, urbanization and globalization.

“The city is the living and working space of our vehicles,” said Volker Mornhinweg, head of Mercedes-Benz Vans, during a global media event held at MBV’s Innovation Campus in Stuttgart, Germany. “The things that make cities livable aren’t possible without vans. In a digitized world, they take hardware to cities and to our customers. Our vans also have to change as city life changes.”

While e-commerce already has revolutionized the world’s economy — and with it, freight transportation — it’s poised to continue to grow into new business segments such as the food industry, Mornhinweg said. Smart routing, connected freight management and electromobility also are featured in the new Sprinter, making it “the perfect answer to the challenges of the modern transportation industry,” he said.

Freight transportation companies and vehicle suppliers such as MBV will need “holistic vehicle solutions” to meet the demands and challenges of an ever-changing economy, Mornhinweg said.

“We’re starting with vans because of the enormous developments in cities, and these innovations create challenges for us and our customers,” he said.

– James Jaillet

INBRIEF • Exxon Mobil announced its new lineup of Mobil Delvac heavy-duty engine oils that meet the new-generation CK-4 and FA-4 specifications designed to boost fuel economy and increase oil drain intervals. The new lineup includes Mobile Delvac 1 ESP 5W-30, a CK-4 product; Delvac 1 Advanced Fuel Economy 5W-30, a FA-4 product; and Delvac 1 ESP 5W-40, a CK-4 product.

• Daimler Trucks North America will make its first delivery of plastic parts produced using 3D printing technologies to its customers as part of a pilot program with Technology House, a 3D printing service bureau, to print nameplates, map pockets and plastic covers on demand with shorter lead times while removing the need to hold physical inventory.

• Western Star and Daimler Truck Financial extended a program that offers discounts on new trucks to U.S. and Canadian military veterans. The Western Star VetStar Military Appreciation Program, available through 2018, offers U.S. military veterans up to a $2,000 match on a down payment on a new Western Star truck financed through DTF, while Canadian veterans are eligible for a $3,000 (C$) match. Glider kits and used trucks are not eligible.

• BorgWarner’s commercial vehicle thermal management technologies will be available through the independent aftermarket distribution network from those currently distributing Delco Remy Genuine Products in the United States and Canada. BorgWarner’s products include electronically actuated Visctronic variable speed fan drives, K series on/off fan drives and viscous fan drives.

• CIMC, an intermodal trailer manufacturer, established CIMC Commercial Tire, a subsidiary that will focus on upgrading options in the United States for intermodal chassis replacement tire retreading and supply.

Both trucks debuted earlier this year in the United States.

• DTNA named David Carson president of Western Star Trucks, succeeding Kelley Platt, who was promoted to president and CEO of Daimler’s truck joint venture Beijing Foton Daimler Automotive Co. Ltd. in China.

Carson previously served as president of Freightliner Custom Chassis Corp.

• Volvo Trucks introduced its updated VNL long-haul tractor and new VNR regional-haul tractor to the Mexican truck market.

N I E Z A V E DR AL

US PATENTED

R

• Nikola Motor Co. selected Nel ASA to create its hydrogen supply network that will cover more than 2,000 miles and include 16 stations. Nikola said it already has kicked off the first two stations that will use Nel ASA’s alkaline electrolysers and H2Station technology, with 14 more stations to follow.

• Alkane Truck Co. signed a memorandum of understanding with evLaboratory Inc. to integrate evLabs’ powertrain and battery management system with Alkane’s alternative fuel truck chassis. The first model to market will be a new Class 6 all-electric inner-city delivery truck with up to 26,000lbs. GVWR, 325 hp and 480 lb.-ft. of torque.

Subsequent launches of Class 4-7 all-electric models are planned.

• TP Commercial Solutions partnered with Dynamic Tire to distribute its commercial truck and fleet tires in Canada. Dynamic Tire, the largest wholesale distributor in Canada, has two warehouses in Toronto and Montreal.

L OI

NE&WED

V

V

IMPRO

REPLACES YOUR DRAIN PLUG TURN THE LEVER TO DRAIN OIL

REMOVABLE HOSE END

THE EASIEST OIL CHANGE Optional Hose Connections

STRAIGHT LEVER CLOSED

ATTACH THE REMOVABLE HOSE END

LEVER CLOSED

LEVER OPEN

CONNECT A HOSE

OPEN THE LEVER TO DRAIN OIL

L-SHAPED

Available at Participating NAPA Auto & Truck Parts stores nationwide and all Traction and Global Parts locations

www.EZoildrain.com

(425) 999-1200

commercial carrier journal EZ Oil_CCJ1217_PG.indd 1 Untitled-17 1

|

january 2018

19 10/27/17 9:00 AM AM 12/1/17 9:52

Mack discusses large fleet prospects, Western market push, e-mobility's future

W

ith total North American Class 8 truck orders expected to eclipse 235,000 units in 2017 and 260,000 in 2018, Mack Trucks is confident in its prospects to grow market share. Bolstered by the introduction of the new Anthem launched last fall, the truck maker believes it is better positioned than ever to earn business from mid- to large-size fleets in the long-haul and regional-haul markets not currently part of the company’s traditional customer base.

“We’ve been happy with volumes and general interest from customers not in our normal wheelhouse,” said Jonathan Randall, Mack’s senior vice president of North American sales, adding its core clientele historically has been owner-operators and small and mid-size fleets in linehaul applications. “The Anthem has opened doors for us, and you’ll see these trucks running in colors with badges on the side that you haven’t seen in a lot of years.”

Mack expects the long-haul segment of the total NAFTA Class 8 market to grow from 41 percent last year to 43 percent in 2018. With the growth in e-commerce and final-mile delivery affecting freight patterns, Randall expects the regional-haul total NAFTA Class 8 market to continue its gains.

Class 8 orders in the construction segment, currently 16 percent of total NAFTA Class 8 orders, are expected to remain consistent. “The construction segment, in general numbers, will remain fairly flat in a very good market, but as a percentage of the total market, it may come down a little.” Mack expects to maintain its construction segment market share with its Granite.

Mack also is emphasizing growth opportunities west of the Mississippi River. The company currently has a 5 20

commercial carrier journal

Bolstered by the introduction of the new Anthem launched last fall, Mack Trucks believes it is better positioned than ever to earn business from mid- to large-sized fleets in the long-haul and regional-haul markets.

percent market share in the Western region, and it plans to double that with its current product mix that it believes now provides an advantage by suiting a wider variety of applications across both flat and mountainous terrains.

“We are all about application expertise,” said Randall. “Our [Western market share] has fallen off a little bit. We will focus on this region as an opportunity, because we have the right trucks and right technology to drive growth.” Referring to the MP8 13-liter engine with 505 hp and up to 1,860 lb.-ft. of torque, “We can pull 80,000 pounds on any grade without a problem, and our 13-liter is a very good alternative to a 15-liter engine.”

Electrification on the horizon With the recent concept launches of the Nikola One and Tesla Semi electric and hybrid-electric tractors, as well as traditional truck makers beginning to roll out their own electric-drivetrain models, Mack also is investigating diesel alternatives.

“Electromobility is on the bubble and something everyone is looking at,”

| january 2018

said Roy Horton, Mack’s director of product strategy. “It definitely will be part of our future, but how that takes shape is the big question.”

Horton said e-mobility’s initial growth will be in segments with home-based charging and not dependent on infrastructure, citing current uses in the public transportation and refuse markets. He said from there, it will expand to applications with fixed routes where charging infrastructure is secure and range requirements are less, including local distribution and select regional-haul and vocational niches.

“Last to emerge will be long-distance applications in corridors with secured infrastructure,” said Horton.

“There will be pressure for alternative drivelines and fuels, but diesel is cleaner than it has ever been and is doing an incredible job across our industry and across the world. As these new technologies emerge, it will be an uphill battle and will take time to fill all the areas the diesel engine does today.”

– Jeff Crissey

TEST DRIVE: 2018 MACK PINNACLE

Refreshed and driver-focused New Pinnacle interior makes long hauls more comfortable

BY JASON CANNON

T

he debut of Mack’s new Anthem tractor in August meant some significant changes for the company’s Pinnacle model.

For the coming year, Pinnacle axle-forward models will get allnew interiors and LED headlights, along with a new grille that mirrors the Anthem’s look.

Mack surveyed thousands of drivers about their preferences and used that feedback to drive the development of a redesigned cockpit that includes a new gauge cluster and a dash layout that improves visibility and readability by putting frequently used controls at the driver’s fingertips.

Pinnacle axle-back models are being replaced by the Anthem tractor, so in the years ahead, Pinnacle axle-forward models will be known simply as Pinnacle.

From Allentown, Pa., to Atlanta is a long drive, but during a recent test drive, Pinnacle’s new driver-centric interior made segments of that haul more comfortable. Switches are repositioned higher on the dash, and the transmission shift pad for the truck’s 12-speed mDrive automated manual also was within easier reach.

The dash panel has room for up to 18 easy-to-read switches that feature laser-etched labeling that won’t rub off, even after repeated use over the truck’s life.

HVAC controls now include Automatic Temperature Control that maintains the temperature set by the driver. A new lower center console includes cup holders and storage bins that can be removed easily for cleaning. Multiple 12-volt and USB charging ports are available throughout the dash, and a new non-slip pad on top of the dash features two USB charging ports.

A racecar-inspired flat-bottomed steering wheel improves driver comfort and makes entering and exiting the vehicle easier.

It also allows the driver to raise the seat or move the seat further forward without the wheel scrubbing their thighs or belly.

The new steering wheel also gives the driver a better view of the dash and can be equipped with illuminated cruise control, Bluetooth and audio system buttons.

Behind the steering wheel on an updated right-hand steer-

For the coming year, the Mack Pinnacle axle-forward models will get all-new interiors and LED headlights, along with a new grille. The new Anthem replaces Pinnacle axle-back models.

A redesigned cockpit includes a new gauge cluster and a dash layout that improves visibility and readability by putting frequently used controls at the driver’s fingertips.

ing column stalk are the controls for Mack’s Co-Pilot 5-inch display. The full-color screen helps the driver monitor operating information such as engine temperature, oil temperature, trip odometers, aftertreatment status and tire pressures. Once you get the feel for all the information that is available, scrolling through the options is simple.

On the left-mounted stalk are the controls for the truck’s lights. New LED headlamps are 66 percent brighter, almost doubling low-beam lumens while providing a wider, whiter light with lower electrical draw and longer service life.

A Pre-Trip Assistant guides drivers through inspection points and includes a single-person exterior light inspection mode. This was a handy feature, especially when it came to inspecting brake lights with no one available to help.

A new information and entertainment option features a 7-inch touchscreen display that provides fingertip access to Apple Car Play, satellite radio, weather band radio and TomTom truck navigation. The display also is compatible with third-party backup camera systems.

My 70-inch standup sleeper had ample headroom from the driver seat to the back wall of the bunk. The integrated Mack powertrain – MP8 engine (505 hp and up to 1,860 lb.-ft. torque), mDrive transmission and Mack axles – doesn’t get any changes for 2018 but still offers great power and efficiency.

The Pinnacle is the quintessential on-highway Mack Truck, a brand built on the idea of ruggedness. With a new ergonomic interior, Mack adds some comfortable finesse without sacrificing Pinnacle’s legacy of toughness and reliability. commercial carrier journal

|

january 2018

21

in focus: ELECTRIC TRUCKS

A long way to go before long-haul batteries?

BY JASON CANNON

E

lectrification has hit trucking like a tidal wave, with notable debuts last year of tractors from the likes of Cummins, Mitsubishi Fuso and Tesla.

But just like their diesel counterparts, electric trucks don’t make the same sense to all concerned transportation segments.

To date, electric truck manufacturers have targeted local routes. Julie Furber, executive director of Cummins’ electrification business development, said the near-term battery-powered outlook for long-haul applications isn’t rosy.

“For a line-haul truck application, we think a fully electric vehicle does not make sense economically because of the weight needed to supply battery power,” Furber said.

Cummins’ 100-mile range Class 7 Aeos tractor was designed to serve as a demonstrator vehicle for vocational applications, urban delivery, port drayage and terminal container handling.

“To get significant range extension and reduce the charging time, you actually need chemistry that probably hasn’t been developed yet,” Furber said. “Even if we give a lot of credence to improvements in energy density, if you take the current level of energy – the current battery chemistry that we have available today – to get 600 miles on a single charge would take about 20,000 pounds of battery.”

Other experts have their own doubts.

“I’m not sure I buy the model of no distribution, no service centers, none of that to make it work,” said Rusty Rush, head of the nation’s largest truck dealership network, Rush Truck Centers. “It may work on the consumer side of cars, but I don’t think on the commercial side it fits.”

Hybrids and infrastructure The jump to truck electrification isn’t likely 22

commercial carrier journal

to be a fast one, and Furber predicts hybrids will offer a method to test the waters. “If you want a cost-effective solution, I think it’d be a hybrid with a smaller engine, and when it gets into a zero-emissions zone, a no-idling situation or a stop-and-start situation, it can run fully electric,” she said.

This past November, a Mack Pinnacle prototype equipped with a proprietary and fully integrated plug-in hybrid-electric driveline participated in a zero-emissions eHighway demonstration near the ports of Los Angeles and Long Beach.

“It’s probably not going to be in the truckload space anytime soon,” said Michael McRoberts, chief operating officer of Rush Truck Centers. “It’s going to be lastmile stuff, and even then, it’s going to be a (small) share.”

Nikola Motor Co. will deploy hybrid technology on the fuel cell-powered tractor the company expects to debut in 2019.

Company founder Trevor Milton said combining the electric powertrain with a hydrogen power supply relieves range anxiety associated with most electric models, offers drivers a way to refuel quickly versus recharging and allows for zero emissions.

“I have a hard time in the next 10 or 15 years really seeing it on the truckload, the over-the-road, because there’s just a lot of things on my mind, whether it’s infrastructure, whether it’s payload,” Rush said.

“There are a lot of things involved that I think are headwinds, but at the same time, it will be a part of offerings that we will learn how to deal with as dealers.”

Nikola and Toyota both are in the pro-

| january 2018

cess of developing a hydrogen infrastructure, and Furber said similar work will have to be done for electricity.

“No matter how fast you can charge, you have to be able to stop somewhere and charge,” she said. “That charging infrastructure does not exist, and it’s not clear to me whose responsibility it is to put in all those charging stations.”

New faces, new ideas One of the positives of innovation is that it brings many nontraditional players and outsiders into the market, and that has happened with electrification in trucking.

Furber said many universities have ongoing battery chemistry and density programs in place, while some companies not otherwise associated with trucking have applicable technologies to bring to market.

Many fleets have embraced the shift toward electric trucks, with Tesla having secured roughly 200 orders since its November debut and orders for the Nikola One tractor piling up by the thousands – each customer attracted to the trucks’ zero-emissions possibilities and their perceived reduced cost of ownership.

Tesla said it will be among its own first customers for the company’s electric Semi, using it to shuttle freight from Hawthorne, Calif., to its Nevada Gigafactory.

“Theoretically, maintenance costs should be lower,” Furber said. “There’s fewer moving parts and fewer things to go wrong. There’s no doubt we expect the maintenance costs to be lower, but we don’t know how much lower yet.”

The Mandate is here. with Available ly Fees No Month

www.vdoroadlog.com

We’ve got you covered.

VDO, RoadLog, and RoadLog Office – Trademarks of the Continental Corporation

VDO RoadLog™ offers simple, affordable solutions for 100% FMCSA ELD mandate compliance.

• VDO certified and FMCSA registered.

• Free software updates to maintain compliance in the future.

• Works with VDO RoadLog Office™ – the online compliance reporting and fleet management tool.

• Built-in printer to get through inspections faster – no data transfer hassles.

• 24/7 US-based phone support.

You’ve got the driving covered.

Leave the mandate to us. www.vdoroadlog.com (855)-ROADLOG roadlog-sales@vdo.com

FMCSA RTIFIED VDO CE NIC ELECTRO G IN LOGG DEVICE

technology

MAKING THE LATEST TECHNOLOGY DEVELOPMENTS WORK FOR YOUR FLEET

BY AARON HUFF

ELDs on double duty California carriers use them to satisfy wage, labor laws

O

n Nov. 30, Paul Hamilton held a meeting at CalFreight to discuss how data from electronic logging devices could be used to ensure wage and labor compliance.

ELDs capture detailed driver-certified records of the workday. The primary purpose of the data record is for complying with federal hours-of-service regulations, but the technology meets a secondary and perhaps just as important need for California fleets to comply with state wage and labor laws.

California-based trucking companies can use the data to verify that drivers are compensated for all time they spend on duty.

Nondriving activities such as inspecting equipment, fueling or waiting on dispatch have to be considered in driver pay.

State laws also require that companies relieve employees from work-related duties for meal breaks (30 minutes every five hours) and rest breaks (10 minutes every four hours) or compensate them if they do not use the breaks. In California, fleets have to verify that drivers are compensated for all their time spent on duty and are paid $10.50 per hour, NOT JUST HOURS: ELDs the current minimum capture detailed driver-certified records of the workday. wage in the state.

As director of transWESTERN RULES: portation for Ripon, California-based fleets use ELD data to verify drivers are paid.

Calif.-based CalFreight, Hamilton has overseen NONDRIVING WORK: Equipment inspections and the conversion from fueling must be documented. paper to electronic logs.

The process began in March, and today 90 percent of its drivers are set up.

CalFreight’s business divisions include food-grade tanker, port drayage and rail intermodal. The food-grade tanker division mostly transports milk products in linehauls from dairies to plants inside and outside of California.

Before last March, CalFreight was using Fleet Complete’s asset management and vehicle tracking telematics platform.

When Fleet Complete purchased electronic logging provider BigRoad last March to expand its platform to include 24

commercial carrier journal

|

january 2018

CalFreight deployed the BigRoad ELD app on Fleet Complete tablets and uses the BigRoad compliance dashboard as part of its web-based system.

compliance, CalFreight followed suit.

The integrated Fleet Complete BigRoad platform is offered through AT&T. CalFreight deployed the BigRoad ELD app on Fleet Complete tablets and uses the BigRoad compliance dashboard as part of its web-based system.

By monitoring the real-time dashboard, fleet managers see the time remaining on drivers’ hours-of-service clocks. “We can tell (drivers) what they can and can’t do, as opposed to them telling us,” Hamilton said. “This also helps us become more efficient in scheduling and planning.”

The tanker division has the most pressing need to use ELD data to comply with state wage and labor laws, he said.

CalFreight recently changed its driver compensation from a per-mile rate to a “hybrid” plan that pays a flat hourly rate of $12 with a per-mile bonus. The combined pay equals $20 per hour on average.

With this new pay structure, the company has to track every minute and mile that drivers work to spell out the pay calculation on their paychecks.

“This is a great time for ELDs to come into play,” Hamilton said. “It would be a nightmare keeping track of all the information on handwritten paper logs.”

AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call 385-225-9472.

INTERESTED IN TRUCKING TECHNOLOGY?

Scan the barcode or go to www.goo.gl/Ph9JK to subscribe to the CCJ Technology Weekly e-mail newsletter.

technology

INBRIEF • Instructional Technologies Inc.’s Pro-Tread training platform now is accessible via a mobile app through the Apple App store and Google Play for Android, allowing carriers to give drivers options for when, where and how to complete custom, compulsory and company-specific training. The app is included free with Pro-Tread accounts that use ITI’s Sentix learning management system for scheduling, tracking, verifying and managing training.

• Geotab, a provider of telematics technology, announced that its Geotab Marketplace now offers TMW Systems’ TMT Fleet Maintenance as a software add-in, allowing fleets using TMT Fleet Maintenance to leverage Geotab’s telematics data such as miles driven and hours in operation, as well as accurate vehicle position, to schedule ongoing and emergency repairs.

• Geotab announced Geotab Roadside, a product designed to help its fleet customers reduce vehicle downtime with convenient, comprehensive roadside assistance management from initial request to completion. Combining Geotab’s GPS data with a large North American service vehicle network, Geotab Roadside allows fleet managers and drivers to request assistance through MyGeotab or the Geotab Drive app and provides them with estimated arrival times and service vehicle locations.

• Kuebix, which provides a transportation management software system engineered to enhance freight intelligence, introduced Kuebix Carrier Relationship Manager, an add-on designed to help shippers hold carriers more accountable for their performance and build stronger carrier relationships that are efficient across transportation operations. Backed by data from the Kuebix TMS, shippers can create detailed carrier scorecards that analyze key performance metrics.

• Metrogistics, a provider of vehicle shipping technologies, acquired Metro Title Services, a provider of title and registration services to fleets and automobile dealers.

MetroGistics said the acquisition – along with its purchase last year of AmeriFleet, a provider of fleet logistics and services – expands its reach, market share, processing power and technology products for fleet management companies and other clients, positioning the company as a one-stop shop for vehicle lifecycle services from OEM manufacture through service to remarketing and disposal.

26

commercial carrier journal

|

january 2018

CarriersEdge course helps drivers maneuver safely

C

arriersEdge, a provider of online training for the trucking industry, introduced “Trip Planning, Parking and Deliveries,” a course to help drivers maneuver safely in tight, congested conditions and make deliveries without incident.

“Trip Planning, Parking and Deliveries” “Driving safely on roads and is a CarriersEdge course designed to help drivers maneuver safely in tight, highways is a major concern for the congested conditions. trucking industry, but some of the more frequent events occur when traveling at slower speeds,” said Jane Jazrawy, co-founder and chief executive officer of CarriersEdge. “Vehicle and property damage arising from parkinglot collisions and fixed-object strikes are common occurrences, but there are preventive actions that drivers can take to minimize them.”

The course uses CarriersEdge’s mixture of text, graphics and photos, real-life illustrations, interactivity and short quizzes to deliver material in a clear, understandable fashion that helps drivers retain the information.

The course is available any time and any place drivers have access to a computer or mobile device and an internet connection, allowing them to keep up to date with training while traveling or at home. Fleet managers can track driver training.

“Trip Planning, Parking and Deliveries” features segments that help drivers: • Prepare themselves, their cargo and their vehicle for a delivery; • Understand how distraction and complacency contribute to collisions; • Prevent collisions in truck stops and parking areas; • Use safe parking and backing procedures, including the use a spotter; • Properly inspect, couple and uncouple a trailer; and • Avoid personal injury.

The 70-minute course can be taken at once or in three smaller modules. The trip planning segment teaches drivers how to research new delivery locations and identify potential pitfalls along the way, such as busy intersections or low bridges. Trip planning also can help drivers avoid risky maneuvers such as Uturns and backing into traffic. The module also covers mirror check stations and the pros and cons of GPS systems.

In the module covering the trip itself and parking, drivers will learn the hazards of distraction and complacency that grow as they become more familiar with routes and destinations, as well as trailer inspection procedures, avoiding collisions in parking areas and fuel stops, turning methods and keeping pedestrians safe.

The third module covers hazards at the delivery site and how successful professional drivers can stay safe and project a positive image when on a customer’s property. Drivers will learn about common hazards at loading docks so they can reduce the chances of “slip, trip and fall” injuries to themselves or others as they unhook and prepare to unload.

– Aaron Huff

technology

Study shows maturity of IoT in transportation

B

square, a provider of industrial Internet of Things systems, shared findings from its first IoT Maturity Study that explores current IoT adoption progress among businesses in transportation, manufacturing and oil and gas.

Responses to the study were evaluated using a IoT Maturity Index that outlines the stages commonly associated with IoT technology adoption.

Those stages are: • Device connectivity: onboard logic to collect data and transmit to cloud databases; • Data monitoring: dashboard and visualization tools to monitor real-time data; • Data analytics: machine learning and analytics to develop Bsquare’s study shows that most IoT investments are focused on connectivity device models and insight; and data visualization.

• Automation: development and execution of logic rules that automate business activities; and • Edge computing: distribution of analytics and orchestration to the device level.

According to the 2017 study, 86 percent of industrial organizations currently are adopting IoT solutions, and 84 percent believe those solutions are very or extremely effective. In addition, 95 percent believe that IoT has a significant or tremendous impact on their industry.

However, the study shows that most IoT investments are focused on connectivity (78 percent) and data visualization (83 percent). In addition, only 48 percent are doing advanced analytics on that data, and only a small number (28 percent) are automating the application of insights derived from analytics.

“Our study shows that while industrial organizations have enthusiastically adopted IoT, a majority have not yet moved to more advanced analyticsdriven orchestration of data insights,” said Kevin Walsh, vice president of marketing at Bsquare.

The later stages of IoT maturity “tend to be where most of the ROI is realized,” Walsh said. “This is especially important because, according to our study, the number-one reason cited for IoT adoption is cost reduction.”

The study was conducted in the United States in August 2017 and reached more than 300 respondents at companies with annual revenues surpassing $250 million. Among the report’s key highlights: • The vast majority (86 percent) of organizations are deploying IoT solutions, led by construction/transportation (93 percent) and followed by O&G (89 percent) and manufacturing (77 percent).

• Nearly three-fourths (73 percent) of all businesses plan to increase their IoT investments over the next 12 months.

• Nine out of 10 decision-makers feel it is very or somewhat important for their organization to adopt IoT solutions, and 95 percent perceive IoT as having either a significant or tremendous impact on their industry at a global level.

– Aaron Huff

INBRIEF • Descartes Systems Group, which specializes in uniting logistics-intensive businesses in commerce, announced that it has integrated air and ocean transportation freight messaging and customs declaration filing with SAP Transportation Management to help customers using the SAP TM application streamline the international shipment of goods, better collaborate with their transportation partners and comply with import and export filing requirements.

• Wex Inc., a provider of corporate payment solutions, announced a three-year fleet card contract with Verizon for its private vehicle fleet. Wex will provide the telecommunications company with more than 25,000 fleet cards and added insight of fleet operations through its proprietary ClearView analytics platform.

• Project44 announced that third-party logistics provider Evans Transportation Services selected its Software-as-a-Service technologies to fully automate the end-toend management of a less-than-truckload shipment lifecycle from quote to invoice.

Evans is integrating Project 44’s SaaS capabilities through a single application program interface-based integration point with its MercuryGate transportation management software system.

• Mitchell 1 completed model-year 2017 updates to its labor-estimating diagnostics trouble code procedures and repair information products designed for all makes of mediumand heavy-duty trucks. The TruckSeries truck repair software suite is designed to provide technicians with fast, complete and accurate guidance for every stage of the repair process in a single online application.

• SmartDrive Systems announced that Decker Truck Line Inc. (CCJ Top 250, No. 122) is implementing its video-based safety program across its entire fleet of 800 flatbed and refrigerated trucks. The Fort Dodge, Iowa-based fleet cited SmartDrive’s fully managed service as a factor in its evaluation and selection process.

• SmartDrive Systems announced that Griffith, Ind.-based dry bulk carrier Bulkmatic Transport (CCJ Top 250, No. 196) renewed its SmartDrive video-based safety platform contract through 2020. Bulkmatic, which has 500 vehicles that haul bulk food grade, plastic and dry chemical products, implemented the SmartDrive program in 2014 and has reduced its DOT-recordable accidents by 50 percent. commercial carrier journal

|

january 2018

27

technology

in focus: ELECTRONIC PAYMENT SYSTEMS

Peer payments Digital wallets change how transportation funds move

BY AARON HUFF

P

ayment systems in the transportation industry are beginning to resemble “digital wallet” technologies used by consumers.

Fleets may welcome this trend, since traditional card-based systems and money transfers require more oversight to manage.

Full-service logistics provider Choptank Transport uses a traditional money transfer system to send cash advances for fuel expenses to owner-operators and small carriers. The Preston, Md.-based company occasionally receives fraudulent phone calls from people claiming to work for motor carriers, said Marcia Wood, chief financial officer.

The callers ask for a cash advance on a load, and they might be using apps to switch their actual phone number to a legitimate carrier’s number. Choptank employees are told to hang up the phone and call the number listed for the motor carrier in the Federal Motor Carrier Safety Administration’s Safety and Fitness Electronic Records database.

“We verify the carrier and go through questions about the load,” Wood said.

P2P networks In the consumer space, “peer-to-peer” payment systems are growing rapidly.

These cloud-based systems store a user’s bank account or credit card information to draw funds and use an app that serves as a digital wallet to execute transactions.

Popular P2P systems include PayPal, Venmo, Apple Pay and Android Pay. Similar platforms are coming to the trucking industry and have the potential to create more efficient

28

commercial carrier journal

|

and secure payment processes.

U.S. Bank’s Voyager Network is planning an app for release this year that will allow drivers to generate virtual single-use accounts to pay for fuel and maintenance if their fleet managers grant them access.

“These virtual card accounts will have the same pre-established purchasing limits as drivers would have on their Voyager card,” said Marie LeMoine, the company’s senior vice president.

Fleet managers also will be able to use the new app to pay monthly invoices to U.S. Bank from their mobile device and to order cards, close cards, reset PINS and change spending limits.

LeMoine believes the new app is a logical step toward allowing drivers to store permanent card numbers and pay at the pump via their phones.

“This capability will likely coincide with the 2020 date by when all automated fuel dispensers need to make the switch to EMV chip technology,” she said.

Easy freight payments In April 2017, Comdata announced Comchek Mobile, a P2P system that includes an app and expands on the capabilities of its Comchek Express money transfer system.

Once drivers or other parties sign up and are registered to use the app, they receive a unique Comchek Mobile ID number and a Comdata debit card.

Fleets can transfer funds to drivers or vendors electronically by using the unique IDs of each party. Drivers also

january 2018

can transfer funds to third parties such as lumpers or merchants using their Comchek Mobile IDs. Drivers also are able to use Comchek Mobile to transfer funds to their personal bank account or to their Comdata debit card to make purchases at fuel stations, hotels and other over-the-road locations.

Another application for Comchek Mobile is to issue payments for freight transactions. The technology eliminates the need for a freight broker or shipper to collect payment information from the carrier. The only information needed to issue payment is the carrier’s Comchek Mobile ID number.

In April 2017, Comdata announced a partnership with FR8Star, a web-based freight operations platform specializing in oversize, overweight and open-deck loads. Carriers that book open-deck loads from brokers using FR8Star can receive payment through Comchek Mobile. Carriers that haul loads booked on FR8Star.com are able to receive fuel advances at the moment of pickup, as well as full payment quickly after proof of delivery is received.

These latest developments in payment processes give fleets and drivers new options to increase flexibility, convenience and security.

COMPLY NOW J. J. KELLER® ELOGs

THE EASIER WAY TO COMPLY WITH THE ELD MANDATE

SIMPLE • FLEXIBLE • AFFORDABLE

Quick ELD install • Your smart device • Minimal up-front cost

Talk with an ELD Specialist today!

Call 855.693.5338 or visit JJKeller.com/ELDspecialist TM

PC 123482

INNOVATORS

KENAN ADVANTAGE GROUP North Canton, Ohio to quickly and easily verify shipment status anywhere from pickup to delivery. It also provides ETA updates and 24-hour email notifications and also allows customers to place new orders and back up documents directly through the portal.

No matter how good it has become at servicing its customers, KAG understands it is meaningless without its team of safe, professional drivers the company relies on to fulfill its mission statement: Take every load, deliver it on time, without incident.

Tanker hauler KAG announces guaranteed three-year driver pay increase program

BY JEFF CRISSEY

W

hen Carl Young and Dennis Nash shook hands and established Advantage Tank Lines in 1991, neither man likely could have predicted what the partnership would become 27 years later.

Young brought with him a small trucking company, North Canton Transfer. Nash lent his expertise from a career in the trucking industry in operations and sales.

Through organic growth and a series of for-hire carrier acquisitions and private fleet conversions, the pair would grow the business to become Kenan Advantage Group (CCJ Top 250, No. 21), now North America’s largest tanker and bulk hauler with more than 6,000 power units and 10,000 trailers.

Today, KAG operates five business units – Fuels Delivery, Logistics, KAG Canada, Merchant Gas and Specialty Products – and delivers more than 26 billion gallons of petroleum products annually to North American customers from fixed-base and satellite terminal locations in 40 states and five Canadian provinces.

With that rapid growth came changes in the ways KAG positioned itself in the market, and management knew its customer base would demand best-in-class service.

In the late 2000s, the company developed KAG Horizon, a proprietary portfolio of technology solutions that integrates real-time data from trucks’ onboard computer systems, dispatch information and driver safety and compliance monitoring data into a single platform.

KAG Connect is KAG Horizon’s customer-facing web portal that allows users

An incentive for success KAG shares an employee benefits package similar to other large carriers, including broad coverage options for medical, dental and vision insurance, a 401(k) program, a merit-based rewards program, life insurance and other employee assistance programs.

KAG separates itself from many of its competitors with its Employer of Choice culture initiative that leverages these offerings along with new equipment, advanced technology, safety support and respect and appreciation from management to help create a highly attractive work experience.

Despite the best efforts by KAG and other industry-leading companies, the worsening driver shortage and tightening capacity have made it more difficult to service customers.

“Even with all those initiatives and a low turnover rate, we weren’t seeing the

The nation’s largest bulk hauler implements a new pay increase structure to recruit and retain drivers.

commercial carrier journal | january 2018

31

traction and growth in driver counts needed to continue to meet the needs of our customers,” said Bruce Blaise, KAG president and chief executive officer.

Many carriers again are implementing sign-on bonuses and upfront incentives to entice drivers to work for their fleets.

Too often, however, these measures only increase turnover rates as drivers look to cash in on new opportunities by jumping from carrier to carrier.

“The perfect storm is upon us,” said Blaise. “Developing factors include the coming industry-wide driver capacity impacts of the ELD mandate, an economy near full employment and an aging workforce. Estimates indicate that as many as 20 percent to 25 percent of current drivers will be retiring over the next five years. We simply have to make the adjustments needed to attract new drivers to our company and industry.

“It’s time to make some gains on the pay side for our drivers,” he added. “If you look at driver pay levels and factor out inflation, they haven’t moved much in 10 years.”

Rather than contributing to the inevitable “churn” associated with sign-on bonuses, KAG is taking a different approach to attract new drivers and ensure it will continue to meet the demands of its “blue-chip” customers. In September 2017, the company announced a new pay increase strategy that will provide drivers with guaranteed pay increases each year for the next three years.

“As the flagship carrier in the tank truck segment, it is important that we boldly assume the responsibility of protecting our customers from the painful impacts of the driver shortages,” said

Each of Kenan Advantage Group’s five business units will be responsible for refining and implementing the three-year driver pay increase initiative to best suit its needs.

Nash, KAG executive chairman.

The annual pay increases took effect January 1, with subsequent pay increases planned in January 2019 and January 2020. Each of KAG’s five business units are responsible for refining and implementing the driver pay initiative to best suit its needs.

“We want to be strategic in the way we do it with each group,” said Blaise, noting the market dynamics for merchant gas may be different than those for food, chemical and petroleum hauling.

“Ultimately, everyone will see an increase in compensation moving forward, with the end goal to provide a better life for our people.”

Shortly after the pay increase announcement, KAG approached its customers to secure funding for the program. Blaise said those conversations are not always easy, but the company was successful in getting customer buy-in.

“It hasn’t been a budget-breaker for our customers,” said Blaise. “We are try-

“You can announce a bold move that is significant and disrupts budgets for customers, or you can start the process of creating clarity for what drivers can expect the next few years.”

– Bruce Blaise, Kenan Advantage Group president and CEO 32

commercial carrier journal | january 2018

ing to educate them about how we solve these problems, or they are going to have a hard time getting products delivered.

You can announce a bold move that is significant and disrupts budgets for customers, or you can start the process of creating clarity for what drivers can expect the next few years.”

Although KAG did not announce an annual fixed rate increase, it does guarantee a rate increase based on market conditions as the ELD mandate takes effect, the economy continues to gain momentum and drivers retire from the trucking industry.

“The beauty of the three-year commitment is we’ll see how acute are the effects of all those headwinds we are facing,” said Blaise. “[The pay increase] could be a step up even larger next year.”

Blaise said he’s already seen a positive impact from the three-year pay increase initiative before the program even took effect. “Just since the announcement, our net driver count has moved more positively than it has in two years,” he said.

“That tells me they want some clarity and understanding that life is going to get better.”

CCJ INNOVATORS profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953.

Increasing inspections are back, but reduced violations, more clean inspections and a focus on crash-related behavior add measure of fairness to CSA

BY TODD DILLS

I

n CCJ’s annual CSA’s Data Trail update, after a few years of decline in the totals overall, RigDig’s count of inspections associated with a U.S. Department of Transportation number increased by more than 4 percent.

Fortunately for fleets and drivers, those additional thousands of inspections can be attributed in part to an influx of inspections that contained no violation.

All but eight of the 48 continental United States showed small to marked increases in the percentage of inspections that were clean, which helps a carrier’s Compliance Safety Accountability scores.

2016 was the first full year to pass since those scores were pulled behind the curtain from the public by Congress, after lawmakers got an earful from fleets over issues of data quality, scoring fairness and more.

States finally appear to be responding to a long push from both fleets and drivers and, in some senses, regulators and lawmakers to get more jurisdictions to “finish the job” on clean inspections. That means inspectors go through the steps to file a Level 3 driver-credentials inspection, at least, with any quick check that otherwise might not rise to the status of a full Level 1 truck and driver inspection.

“There is a concerted effort among the states to complete inspection reports when no violations are found,” says Colin Mooney, executive director of the Commercial Vehicle Safety Alliance. The coalition of law enforcement and trucking concerns oversees the national inspection program’s levels, out-of-service criteria and more.

“That can be a little subjective in terms – it’s not always the case that a report should be generated” after every stop at the roadside or quick glance through a logbook at a weigh station. All steps required by CVSA’s inspection-level definitions must be completed to file an official inspection.

In 2016, nearly 46 percent of all inspections recorded in the states were totally clean inspections. That number has been growing slowly since 2010, the first year for which CCJ tracked statistics in its CSA’s Data Trail series, when the number was just 38 percent. The trend accelerated in 2015 and 2016. If that rate continued through 2017, the next update could well show an overall majority of inspections resulting in no violations.

Trucking’s longtime call for law enforcement to follow through and complete reports for clean inspections seems to be getting through.

Another reason for the rise in clean inspections also could be fleets' and drivers’ increased attention to ticky-tacky compliance points regarding the vehicle, hours of service and other issues.

California Highway Patrol Lt. Robert Nance nods to his state’s in-use diesel emissions rules as another factor in this trend. “A lot of what we’re seeing are newer trucks out there,” some bought to comply with the state’s tight emissions rules and, being newer, less likely to have maintenance-related violations.

What he calls “voluntary compliance” also is becoming more common as carriers seek out Level 1 inspections, the most comprehensive truck and driver inspection. California, unlike some other states, often is happy to oblige.

Arizona Department of Public Safety Capt. Brian Preston commercial carrier journal

|

january 2018

33

BUSINESS | CSA

MOST INTENSE ENFORCEMENT *

INSPECTIONS PER LANE-MILE

Maryland 16 California 16 Texas 10 New Mexico 10 2 Arizona 8 1 Washington 8 1 Kentucky 6 Indiana 6 8 Mississippi 6 1 Missouri 6 7

LEAST INTENSE ENFORCEMENT

1 North Dakota 1 Idaho 2 Wyoming 2 Virginia 2 Oklahoma 2 Massachusetts 3 Wisconsin 3 Minnesota 3 Michigan 3 Vermont

*Arrows indicate the number of places the state’s truck enforcement unit moved up or down the rankings in 2016.

More than 60 percent of inspections conducted at roadside.

More than 60 percent of inspections conducted at a fixed location.

In 2016, total inspections counted by CCJ sister company RigDig Business Intelligence (RigDigBI.com) rose by more than 130,000 to 3,264,342 inspections, a 4.4 percent rise over 2015 levels. As the list illustrates, there was considerable variation at the state level. RigDig mines data from all inspections of trucks and drivers for carriers with an associated U.S. Department of Transportation number.

reports similar dynamics in his state, which like California Mooney says. In 2014, 2015 and 2016, total HOS violations is also in the inspection-intensity top 10. That’s particularly fell in raw numbers and as a share of all violations. true during all-hands-on-deck events such as the annual “Violations declining across the board makes sense,” he Roadcheck inspection blitz. says. That’s another reality unearthed in 2016 numbers.

“Especially during Roadcheck, if someone volunteers for While overall inspections rose, total violations fell in CCJ’s a Level 1 inspection, we’ll do it if we can accommodate you,” analysis by 5.6 percent. says Preston, who cites the benefit many fleets offer drivers Preston concurs with that notion, particularly relative to for getting a clean Level 1 (often $100 or more) as fueling Level 3 inspections within Arizona, which are likely only this trend. to unearth HOS or credentials Nance says within CHP, the violations (like an invalid/ Go online to CCJDigital.com/CSA to see state-bycommercial motor vehicle outdated medical card) if not state variations in inspection intensity, violation enforcement unit also mainoccurring alongside a stop for a priorities and other metrics in both mapped views and a download report that ranks all 48 continental tains an outreach program: the moving-type violation such as states by intensity of focus on various violation catCommercial Industry Education speeding. egories, violations per inspection, clean inspections Program. “We go out to the “We’ve seen a big drop in and more. All inspection and violation data was carriers and do education at the Level 3 inspection violations,” he mined from the federal system by RigDig Business terminals” on “what they can says. That’s partly a result of so Intelligence, RigDigBI.com. do to improve and make sure many carriers’ turn to e-logs and they’re working with us.” the virtual elimination in such With the advent of the CSA program in late 2010, “every operations of so-called “form and manner” HOS violations, the violation … on an inspection report” was newly given largest category of hours violation. weight toward carrier safety scores, Mooney says. Carriers HOS violations in 2016 broadly were down by 15 percent of all sizes turned more focus to reducing inspection violacompared to 2014 when they reached a recent-years peak. tions. “An increased focus on mechanical fitness and driver Unless a driver using e-logs obviously is over hours or certification” resulted, he says. has disconnected his ELD in the past eight days, there isn’t HOS compliance seems to have made that turn, too, as a lot roadside can argue with other than finding evidence more carriers have begun using electronic logging devices, to prove inaccurate accounting of nondriving time – a 34

commercial carrier journal

| january 2018

BUSINESS | CSA

cumbersome process. Most drivers with fleets using e-logs, Preston argues, have become less concerned with roadside officers inspecting logs than with “some safety manager’s phone going off ” to report that the driver is over his hours.

In short, Preston and Mooney believe ELDs will continue to lead a falloff in HOS violations. With vehicle-related violations also falling off – the 2016 vehicle violation total was 8 percentage points less than that recorded in 2014 – and with increasing focus on improving the data well for CSA to score carriers, expect attention to continue to focus on moving violations.

Those violations had been rising as a share of the total for years, even though the number of the violations kept dropping, and 2016 was no exception. But for the first time in the last few years, the raw numbers of moving violations recorded increased in 2016 by 2 percent.

Mooney says a lot of ticket-writing activity at roadside isn’t captured in these numbers today because many state jurisdictions employ people who are outside the CMV-enforcement umbrella. A citation for speeding from a trooper who is not CVSA-certified won’t be accompanied by any inspection and thus “does not make its way to CSA.” Not so for CVSA-certified inspectors, but depending on the time available, they may not complete an inspection report themselves.

The congressionally mandated National Academy of Sciences report on CSA, issued last year, recommended identification and use of new sources of data for the system

that underpins carrier scores. One of those sources, says Mooney, could well be local court systems’ records of adjudicated citations, perhaps to contribute to the Unsafe Driving category in CSA post-adjudication. This could mean the carrier and/or driver will be held accountable in scoring for the infraction only if a conviction occurs.

It’s “something we’re actively trying to troubleshoot and work on with the court systems,” Mooney says, calling it a “long-term strategy with FMCSA and state partners. It’s one thing to know the ticket is written, and quite another to know that it’s been adjudicated.”

He believes including post-adjudication citations in CSA would be a significant “enhancement of the program – you’re capturing more data in a category that’s incredibly important. If you do it on the post-adjudication side,” then the cumbersome DataQs process to deal with adjudicated citations in the CSA system is “irrelevant.”

Difficult though it may be to make the change, Mooney notes that it’s human behavior, not mechanical fitness or driver credentials, that contributes most clearly to the cause and severity of most crashes.

“The biggest thing we’ve seen a change in over the few years is distracted driving as a result of the introduction of smartphones – it’s clearly a health hazard for all of us,” he says. With more enforcement of such moving violations committed by both drivers and the motoring public, “we hope we’ll see the crash rates decline over time. But right now, they’re increasing.”

More clean inspections: Is it changing enforcement or improved compliance?

The growth in clean inspections shows “a trend toward inspectors starting to complete the violation report” when it shows no violations, says Colin Mooney, executive director of the Commercial Vehicle Safety Alliance.

Mooney and no doubt many drivers view that trend, somewhat reflective of a change in enforcement practices, as certainly “something that we want to continue to encourage” since clean inspections help a carrier’s Compliance Safety Accountability scores.

From the perspective of an active enforcement department, however, it’s not that black and white. Arizona Capt.

Brian Preston says incentivizing clean inspections as a general rule isn’t something he wants to actively encourage among his state’s Department of Public Safety officers. While he also doesn’t want to encourage officers to not turn in inspections where they don’t find a violation, he views his department’s priority to be finding problems that need correction.

He makes an analogy to driving-under-the-influence enforcement. “Send a guy out on a Friday night and tell him

to go out there and look for DUIs, and he doesn’t come up with any – I’m only really concerned if there were in fact DUIs happening somewhere, and we didn’t find them.”

The same concept applies to truck enforcement, he says. “If you did 20 inspections and didn’t find a violation, maybe we need you to work different locations or go through some new training.”

Targeted, effective enforcement are the watchwords there, and Arizona’s no slouch. It ranks No. 4 in violations per inspection found, and its clean inspections percentage is the 14th lowest in the nation. However, that percentage is moving higher at a rate that beats most states.

The prevalence of clean inspections in Arizona increased by almost 20 percent in 2016 over the previous year. Preston says the national nature of that rise in prevalence across many jurisdictions may well indicate more about drivers’ practices than about the nature of enforcement.

Attitudes toward compliance are changing fast, he suggests, as more businesses large and small are buttoning up their operations. commercial carrier journal

|

january 2018

35

CCJ’s Five Flashiest Fleets winners tell their stories at a glance

S

BY DEAN SMALLWOOD

harply designed fleet graphics can say a lot about a trucking company. Whether they serve to promote a brand image or a specific product, truck and trailer wraps with bold colors and eye appeal help carriers stand out on crowded highways and surface streets.

Besides telling everyone more about your company, the products you haul and the services you supply, smart and sophisticated truck graphics also can send a message of professionalism to shippers and receivers while impressing the motoring public who are accustomed to steering away from dirty and dated rigs.

Since 1978, Commercial Carrier Journal has recognized

Sporty inside and out

excellence in fleet graphics design and execution. The judges for this year’s CCJ’s Five Flashiest Fleets competition included editorial and art design staffs from CCJ and fellow Randall-Reilly publications Truck Parts & Service, Successful Dealer and Overdrive.

Each judge ranked their top five out of all submitted entries, and scores were weighted to determine a final ranking. The five winning submissions this year successfully relate the company’s purpose, tell a story or promote a strong corporate brand image.

Check out this year’s CCJ’s Five Flashiest Fleets, and get inspired to pass along your company’s message.

“We proudly pull these trailers across North America and take

CARRIER: Mackie Transportation Inc.,

pride in our commitment to treat our customers’ units with care

Whitby, Ontario

and the white-glove treatment any lover of cars would show,”

GRAPHICS DESIGNER: Sign Design &

said Ryan Blackwood, manager of fleet services.

Graphics Ltd. MACKIE TRANSPORTATION is Canada’s largest over-the-road

WHY WE LIKED IT: “What I found most interesting about

enclosed vehicle transporting company. Having pioneered the

Mackie Transportation’s design is how it reveals the inner struc-

enclosed transport of family and classic vehicles in the early

ture of a covered auto-hauling trailer. I imagine motorists would

1950s, Mackie refined its dedication to meet its changing client

be drawn to this design to satisfy their curiosity about how many

needs to include ultra-modern exotic rides, antique vehicles,

vehicles are able to fit inside, as well as how they are secured

sports cars, manufacturers’ prototypes and museum pieces.

and protected during transit. The design also shows a variety

The company’s trailers proudly showcase its market expertise in

of vehicles to showcase the custom auto-hauling solutions the

these areas.

company offers.” – Aaron Huff, CCJ senior editor

36

commercial carrier journal

| january 2018

Just look at the flowers CARRIER: Delaware Valley Floral Group,

end consumers in an effort to drive business to retailers,” said John

Sewell, N.J.

Burk, project manager. “Our trailers provide the perfect marketing

GRAPHICS DESIGNER: Delaware Valley

component to get people thinking about purchasing flowers.”

Floral Group DELAWARE VALLEY FLORAL GROUP is a B2B wholesale floral

WHY WE LIKED IT: “The colors are vibrant, and the contrast

company, and its 100 DV Flora delivery trucks are spread across the

with the white cabover and white wheels really makes the whole

northeastern United States. Early on, the company realized an op-

truck pop. The design itself is straightforward. If you’ve never

portunity to spread the message that flowers are always a great gift

heard of this company, you know they’re a florist the moment you

no matter the occasion, and it uses its trucks to promote its custom-

see their truck. It’s a clean and simple package that makes for an

ers’ businesses – and also its own in the process.

“We feel it’s part of our responsibility to help promote flowers to

On the prowl

CARRIER: Carrier One Inc., Alsip, Ill.

GRAPHICS DESIGNER: Carrier One Inc.

effective extension of DV Flora’s branding.” – Jason Cannon, CCJ equipment editor

tractors featuring tough four-legged hunters of the wild.

“We want people to see that we are more than just green

CARRIER ONE is a privately-owned flatbed

trucks,” said Lane Williams, recruiting director. “Our contractors’

hauler founded in 2003 and purchased in 2012

personalities show through more than people realize.”

by the company’s current ownership, who began operations with just one truck. Carrier One since has grown to 225 trac-

WHY WE LIKED IT: “The black-and-white designs depicting

tors operating primarily east of the Rocky Mountains. The

wolves and tigers really caught my eye. The diamond-plate

company is recognized most frequently for its trademark

design on the steps and covering the tanks looks great blended

green tractors, but select models are designed to proudly

with the other art on the truck. All of it together gives the rig an

illustrate its’ contractors’ unique charismas – hence these

aggressive look.” – Matt Cole, CCJ associate editor commercial carrier journal

| january 2018 37

SPECIAL REPORT | CCJ’S FIVE FLASHIEST FLEETS

Clean look for truck cleaners CARRIER: Power-Vac Inc., Salina, Kan.

GRAPHICS DESIGNER: Blue Beacon International

POWER-VAC’S trucks serve as rolling billboards for its parent company, Blue Beacon Truck Wash. The trucks serve in dedicated service to Blue Beacon Truck Wash facilities across the nation, visiting every location in the lower 48 states at least once every month to deliver cleaning solutions, parts and supplies. While doing so, Power-Vac spreads the message that a pristine truck is an eye-catching and eyebrow-raising advertisement for a fleet’s services.

“We paint these rigs in our own paint shop,” said Greg Soldan, vice president and general manager.

WHY WE LIKED IT: “These colorful eye-catching tractor-trailers are pretty much a dictionary example of what our annual Five Flashiest Fleets is all about. Blue Beacon’s job is to promote the fact that clean-looking trucks are great advertising tools, and in a twist, that’s the same thing CCJ does every year with this recognition contest.

Great marketing to both Power-Vac’s customers and the general public.” – Dean Smallwood, CCJ managing editor

38

commercial carrier journal

| january 2018

SPECIAL REPORT | CCJ’S FIVE FLASHIEST FLEETS

Nearly 60, still looking good CARRIER: Osborne Trucking Co., Fairfield, Ohio GRAPHICS DESIGNER: Osborne Trucking Co.

OSBORNE TRUCKING CO. has a tremendous amount of pride in its history and accomplishments, and that pride manifests itself in its equipment. The dry van truckload company started in 1959 with Orville Osborne’s vision and a $600 loan, and it gives Osborne Trucking a tremendous amount of satisfaction to see the company’s name shining on the side of its fleet as it approaches its 60th anniversary. Its sleek, professional tractors and trailers have become a symbol across Ohio and beyond the Buckeye State’s borders.

“It is amazing how many folks recognize us by those designs,” says Brant Osborne, chief operating officer. “With our customized red and black tractors and our trailers, we try to convey the sense that we do things a little differently here at Osborne.”

WHY WE LIKED IT: “The all-black trailers stand out in a sea of bland white trailers on the highways, but what really caught my eye was the tractor’s two-tone black-on-red paint scheme with sharp, clean lines. The graphics tie in nicely to the trailer, and the chrome bumper, grille and accent pieces add a real pop and are a real contrast to the red background.” – Jeff Crissey, CCJ editor commercial carrier journal

| january 2018 39

Fleets that don’t do their homework before extending oil drain intervals can damage an engine and void a warranty.

Consider engine model, oil analysis, PMs, application

BY JASON CANNON

W

ith engine oil and filter changes running upward of $300 at some shops, extending drain intervals can be a big money-saver.

However, fleets that don’t wade into these waters carefully can destroy an engine and literally grind their operations to a halt.

Shawn Whitacre, senior staff engineer at Chevron, says when evaluating whether a fleet is a candidate for extended oil drain intervals, it’s important to ensure current OEM recommendations already are being met. He says smaller fleets tend to be more conservative with existing drain intervals, while larger fleets typically are the ones pushing the limits of oil life.

“A lot of times, I find that fleets don’t even realize that the recommendation is actually much longer than their common practice,” Whitacre says. “In a lot of cases, they can comfortably, and with OEM endorsement, extend drain intervals without any special action.”

Stede Granger, OEM technical services manager for Shell Lubricants, also believes many fleets play it conservative when it comes to drain intervals.

“Maybe they just weren’t aware of what the new recommendations are,” he says. “The first place I would start if I was a fleet is just making sure what the recommendations are for that particular engine, and making sure I’m running that according to the fuel economy I’m getting.”

Whitacre says it’s also important to understand what determines the OEM recommendation and the roles that a fleet’s application and idle time play in setting interval limits.

“That drives the fact that sometimes an engine may not be accumulating miles or hours but is still aging the oil to some extent,” Whitacre says.

Granger says fleets should work with their OEM and oil supplier when identifying a new mileage target, especially if the engine remains under warranty.

“Most OEMs do agree there is room

to extend an oil drain, but they want it done correctly, which includes looking at the oil analysis,” he says.

Brand specifics John Moore, Volvo Trucks North America’s powertrain product manager, says fleets that wish to exceed the OEM’s recommended 60,000-mile drain intervals using Volvo-branded VDS4.5 should begin by submitting a request to Volvo Powertrain.

If conditions are met, an extension would be allowed following a required oil sample analysis with the extension’s length determined by Volvo fluids experts. Moore says exceeding the oil change interval without consent from Volvo constitutes a violation of the warranty agreement.

Detroit offers a new “Efficient LongHaul” interval for its DD13 and DD15 engines that applies only to over-theroad duty cycles that exceed 7 mpg. For the DD13, this means that a tractor can travel up to 65,000 miles between oil

EDITOR’S NOTE: THIS STORY IS PART 1 OF A THREE-PART SERIES ON “OUT-OF-WARRANTY TRUCKS.” FEBRUARY’S INSTALLMENT WILL FOCUS ON DIAGNOSTICS. MARCH’S STORY WILL ADDRESS AFTERMARKET WARRANTIES. 42

commercial carrier journal

| january 2018

EQUIPMENT: DRAIN INTERVALS and filter changes, and for the DD15, up to 75,000 miles.

Paccar’s MX-11 and MX-13 engines come with a 75,000-mile interval, up significantly from the initial 40,000-mile interval for the MX lineup when it was introduced in North America in 2010.

International’s A26 engine offers a standard drain interval of 50,000 miles for customers with fuel economy greater than 6.5 mpg. An extended drain program can allow for up to 70,000 miles if OEM approval is granted through oil sample analysis and review.

Cummins’ OilGuard program offers free oil analysis. Cummins personnel will analyze the oil and make recommendations on drain intervals, which the company says can be pushed upward of 80,000 miles on newer engines depending on the application.

Analyzing oil Oil analysis is a helpful tool in determining the quality of an engine’s oil and how much additional service life it can offer. A number of OEMs partner with customers on analysis programs to help evaluate qualifications for extended drain intervals.

“You evaluate wear metals and other things that characterize the condition of the oil at that extended service interval, and then you make a determination if it’s doable long-term,” Whitacre says.

Brian Humphrey, OEM technical liaison for Petro-Canada Lubricants, says that in addition to providing the opportunity to optimize oil change intervals, a good oil analysis program also can help reduce unscheduled downtime, improve equipment reliability, extend equipment life and reduce maintenance costs.

“By evaluating the condition of your lubricant and equipment on a routine basis, minor mechanical problems are discovered before they become serious and expensive to fix,” Humphrey says.

Whitacre says if analysis determines that a fleet is a candidate for an extended interval, it’s important to build some margin into the target mileage to allow for instances where the truck can’t make it back to the shop for service.

“You can’t just make a recommendation for 50,000 miles if the actual unit doesn’t have some ability to go beyond that, because it’s not always practical for an end user to hit that exactly on the number,” he says. “If your target is 50,000 miles but for whatever reason trucks can’t come in reliably and hit that mark, then that needs to be factored into it.”

While drain intervals depend on equipment usage and type, most OEMrecommended drain intervals often have a similar built-in margin since some applications are less taxing on engine oil than others.

“When they do the extended drains, you’ve got to make sure you don’t miss them, because it gets more critical,” Granger says.

Preventive maintenance When extending drain intervals, fleets must evaluate their preventive maintenance schedules to avoid skipping other PMs performed on the

same cycle, Granger says.

“If you’re draining oil at the 75,000mile mark, a lot of chassis parts that require grease can’t go that far,” he says.

“There might be some other inspections on that interval, and fleets might want to coordinate with that.”

There’s also the oil filter to consider.

Whitacre says in most cases, approaching 100,000 miles isn’t a challenge for the filter’s ability to handle the fluid.

However, the filter’s extended period mounted to the engine can cause issues.

“These things are designed to withstand a certain amount of time shaking around on an engine,” he says.

Whitacre says that fleets with rigorous maintenance schedules that ensure preventive maintenance happens on time are often the best candidates for extended intervals. Since other systems on the truck often are serviced during oil changes, the overall mileage target will include various elements of a fleet’s overall PM program.

“The fleet doesn’t always get a lot of benefit from a small incremental increase, because they may have other PMs to do on the vehicle at a different cycle,” he says.

In most cases, unless a fleet can double its drain interval – or push it

Oil analysis helps determine the quality of an engine’s oil and how much additional service life it can offer.

commercial carrier journal

| january 2018 43

EQUIPMENT: DRAIN INTERVALS Fleets with rigorous maintenance schedules that ensure PMs happen on time are good candidates for extended intervals.

to where the oil is changed every other time the truck is scheduled for service – extending it may not make sense.

“There isn’t a one-size-fits-all answer to that,” Whitacre says.

Application matters Fleets achieving fuel economy of at least 8 mpg are among the best candidates for extending drain intervals.

“Fuel is an indicator of the work that’s done by the engine,” Granger says. “If the engine has consumed less fuel, it’s done less work, and fewer contaminants can be found in the crankcase.”

Drain intervals often are proportional to fuel consumption, with higher-mpg trucks offering more flexibility for them.

“There’s a strong correlation between how fast the oil degrades and how hard the engine is working, and fuel economy is a very good indicator for that,” Whitacre says. “The more fuel you burn, the faster the oil degrades.”

Humphrey says stop-and-go driving causes oil to break down more rapidly than fewer stops, so oil changes for these vehicles need to be more frequent.

“For vehicles making long-distance trips where optimum road and engine 44

commercial carrier journal

speeds can be maintained for long periods, there is generally less stress on the oil, and longer drain intervals can be achieved,” he says.

Both Granger and Whitacre recommend any transition for outof-warranty trucks to be done in consultation with someone who understands how to interpret oil analysis data. “Make sure they’re not saving money in the short term but compromising the integrity of their product longer-term,” Whitacre says.

Granger says on older trucks or trucks no longer under warranty, an oil distributor likely will become a primary resource for helping evaluate candidates for extended drain intervals.

However, that process will mirror the plan recommended by an OEM expert.

“We’re going to recommend right off the bat that they do oil analysis,” he says. “You always have to have a reference point. You’ve got to know what is happening in your crankcase.”

A step-by-step oil analysis guide Engine oil drains should be extended gradually, driven by the results of oil samples taken at regular intervals. Brian Humphrey, OEM technical liaison for Petro-Canada Lubricants, says this leads to an identifiable trend that is used to track and improve the equipment’s performance and efficiency.

Oil analysis programs typically involve three basic steps, Humphrey says. “The last stage, interpreting oil analysis results, is when technical advisers take stock, evaluate the results and provide recommendations on whether it is possible to extend oil drain intervals,” he says.

STEP 1: Take a representative sample. Humphrey says this is the most important step in the process. “A clean, dry container suitable for holding used oil should be used,” he says. A label must be affixed to the container with all the necessary information for the lab to put into its database, including fluid name, equipment type, hours and miles of operation. Improper sampling can lead to inaccurate interpretation of the results, which can lead to potential equipment damage or failure.

Humphrey says when taking a sample, the sampling point should be wiped clean, and a small amount of oil should be flushed first to ensure no foreign contamination makes its way into the bottle.

STEP 2: Send the sample to a qualified used oil analysis laboratory. Once the sample has been taken, it should be sent to a certified oil analysis lab as soon as possible. Humphrey says in some cases, delays can mean the difference between being able to diagnose and correct a condition and losing a piece of equipment due to failure.

“The lab will test the oil using standard test regimes, providing accurate results and diagnosis in a report that can be sent by email or viewed online,” he says.

STEP 3: Interpret the used oil analysis results. Humphrey says while results often will be sent by email if requested, many oil analysis labs also supply online software for storing and assisting in interpreting ongoing oil sample results and identifying any trends.

“To interpret the results, it is necessary to have guidelines on what levels are normal for the particular machinery being tested and how it operates,” he says. “Looking at the trends over time for each parameter can offer more information than absolute single values.”

| january 2018

Gamification rewards drivers for safety, efficiency, compliance

BY AARON HUFF

F

our years ago, Paper Transport (CCJ Top 250, No. 136) introduced a plan to engage drivers with a performance scorecard tied to cash incentives and recognition.

The first version of the scorecard was printed out periodically and handed to drivers. In 2016, the De Pere, Wis.based fleet created a mobile version of the scorecard for the Samsung Galaxy tablets in its trucks.

Over time, the scorecard and rewards program have “become embedded in who we are,” says Ben Schill, vice president.

Paper Transport’s Red Rewards incentive program and app are introduced to drivers during orientation meetings. New drivers are assigned mentors during onboarding to help them get up to speed.

The fleet currently has 650 drivers in the Red Rewards program. With the app, they can review their daily performance to see where they rank and track their progress toward the monthly reward. The top 10 percent receive a cash payout.

Schill sees an opportunity to further increase engagement by rewarding more than the top 10 percent and implementing a performance-based pay scale. “We all become addicted to collecting rewards and points,” he says. “We will still recognize the top performers, but we want to try to get more drivers to engage.”

46

commercial carrier journal

De Pere, Wis.-based Paper Transport’s Red Rewards incentive program and app allows drivers to review their daily performance and track their progress toward a monthly reward.

Fleets have many opportunities to use the data they already collect on drivers to create gamification programs that foster a healthy and productive competition among them and to recognize and reward them for their efforts. To sustain the momentum of new programs, consider the following strategies.

overall driver scores.

The app is refreshed daily to show drivers their results from the previous day. When using the mobile app, drivers can touch one of the four categories on the screen to drill down into the details of their scores.

Within safety, drivers see eight metrics. One shows drivers a speed score

Objectivity counts To create a successful incentive program, Schill emphasizes the importance of using objective metrics that can be distributed to drivers quickly.

Paper Transport’s program uses 20 metrics divided into four categories: safety, production, equipment and administrative. The safety category is weighted the heaviest in the fleet’s

| january 2018

The SpeedGauge cloud-based application highlights on a map where speeding events occurred for drivers to evaluate their performance.

COVER STORY: DRIVER GAMIFICATION that measures their compliance with posted speed limits. The metric comes from SpeedGauge, a cloud-based application that allows both a fleet manager and a driver to view the same information when coaching sessions take place.

The driver app and the SpeedGauge application are linked to highlight on a map where speeding events occurred.

“When you have a driver manager and driver looking at the same thing at the same time, it’s a different discussion versus ‘You have to watch your speed from last month,’ ” Schill says.

Other safety metrics in the scorecard include hard braking, complaints and accidents. The production category scores drivers for mileage, route compliance and on-time service. The equipment category is focused on fuel efficiency, and the administrative category scores drivers for scanning trip documents in a timely manner.

The company also rewards drivers for tenure, which ends up being a “tiebreaker” in some situations for drivers to qualify for the cash incentive, Schill says.

Instant driver feedback Mobile fleet management systems typically come with driver scorecard features that make it easy to score and rank drivers using the data these systems automatically collect from the vehicle. Some systems also have the option for drivers to deploy a mobile app on their personal devices to provide them with the same real-time access to scores as their managers to evaluate their own performance.

MiX Telematics offers the myMiX gamification app as an option for its mobile fleet management system. Fleet managers can create a driver scorecard called Red, Amber, Green; this “RAG” report is designed to make it easy to separate drivers into the three different areas based on how fleets decide to weigh different behaviors.

Fleets that use the MiX system with the optional MiX Vision event recorder can

MiX Telematics offers the myMiX gamification app as an option for its mobile fleet management system.

incorporate scores with visual evidence of behaviors such as distracted driving, says Pete Allen, chief client officer.

The report ranks the events in each category – speeding, hard braking, logbook compliance and more – on a scale of 1 to 5. With the myMix app, drivers can see the same real-time updated information. Besides viewing their score, drivers can see where they rank within their peer groups and have a detailed breakdown of their fuel economy behaviors and safety metrics.

Normalizing fuel metrics Incentive programs for fuel performance are difficult to sustain unless drivers feel

empowered to reach attainable targets, says Ed McCarthy, vice president of operations and customer success for Vnomics.

To feel empowered, drivers have to know that the goals being measured are completely within their control.

Incentive plans that rely on mpg may cause drivers to lose motivation, as some variables such as topography, traffic conditions and heavier loads are out of their hands.

Vnomics’ True Fuel is an automated system for scoring driver fuel efficiency that uses machine learning algorithms to determine the fuel potential — the optimal amount of fuel the vehicle requires to do the work at any given time — and the actual fuel used.

The difference is the total fuel loss. A True Fuel score shows how the driver performed relative to the vehicle’s potential and “takes things that the driver can’t control out of the equation,” McCarthy says.

Programs that require administrative support also can lose momentum, as trucking companies run lean and have a lot of things competing for management’s time, he says.

Vnomics measures the amount of fuel loss due to speeding, idling and engine control (rpms). The system’s in-vehicle hardware scores drivers and provides automated feedback using audible tones the instant they exceed thresholds for fuel-efficient behaviors.

Terpening Trucking, a Syracuse,

Syracuse, N.Y.-based petroleum and fuel hauler Terpening Trucking uses Vnomics’ True Fuel system to score drivers and provide automated feedback. commercial carrier journal

|

january 2018

47

COVER STORY: DRIVER GAMIFICATION

Vnomics’ True Fuel automated system scores drivers using machine learning algorithms to determine a vehicle’s fuel potential and the actual fuel used.

N.Y.-based petroleum and fuel hauler, implemented the Vnomics system in 2012. Every month, drivers who score 98 percent or higher receive a $25 gas card for personal use. About 10 percent of the 89-truck fleet’s drivers qualify each month to receive the gas cards.

Brian Brundige, Terpening’s operations and safety manager, calls the True Fuel score a “shift score” because it encourages drivers to shift progressively in the optimal rpm range. Drivers get a visual readout of their True Fuel score at every “ignition off” stop through an in-cab display.

Since Terpening began using Vnomics, the fleet has increased its average mpg from 5.1 overall to 5.8 in the summer and 5.3 in the winter.

Automating rewards While many fleets likely already have the data they need to measure and evaluate driver performance, they may lack the resources to administer a full-blown gamification program that includes points and rewards.

Stay Metrics administers an online rewards and recognition program for carriers using metrics from virtually any type of telematics or driver management system. Once Stay Metrics clients set up a custom rewards program, they are able to award points automatically to drivers for their achievements.

The rewards platform sends email notifications to drivers when points are awarded, prompting them to login regularly and monitor their progress.

Drivers can redeem their points toward a selection of more than 40,000 items from an online catalog.

Liquid Trucking has been using a privately branded version of the Stay Metrics rewards program since 2013.

The company, which has terminals in Plattsmouth, Neb., and South Sioux City, Iowa, also uses Stay Metrics’ surveys to gain feedback from drivers on areas that impact job satisfaction and engagement.

Liquid Trucking pays drivers by the hour for all on-duty and driving time. Since using Stay Metrics’ rewards program, one visible impact is having drivers “begging me for safety training” to earn points, says Jason Eisenman, human resources manager. “I used to have to literally beg them. The whole role is reversed. They want to do it faster than I can give it to them.”

Besides earning points for completing safety training online, drivers also can benefit from a number of other rewards categories such as violation-free logbooks and having no accidents.

Drivers can redeem their points for cash through payroll or buy items online.

At Liquid Trucking, about 50 percent of

Liquid Trucking, which has terminals in Plattsmouth, Neb., and South Sioux City, Iowa, uses a privately branded version of Stay Metrics’ online rewards program.

48

commercial carrier journal

| january 2018

Stay Metrics administers an online rewards and recognition program for carriers using metrics from virtually any type of telematics or driver management system.

the points are redeemed for cash, while drivers who are married with kids tend to redeem them for items from the catalog, as their families often become involved in the rewards program, Eisenman says.

In the past four years, Liquid Trucking’s turnover rate has dropped from 68 percent to 24 percent, a trend he credits to the rewards program and driver surveys that provide management with the information needed to make changes.

This year, data from surveys indicated that increasing home time for drivers would further improve the company’s retention rate.

“That’s a tough one to fulfill as a trucking company, but we will see what we can do,” Eisenman says.

With the volume of information available on driver performance and the endless opportunities to use gamification strategies to engage drivers with rewards and recognition, the process never stops.

Four years after starting the Red Rewards program at Paper Transport, Schill is not finished yet. “We are just getting started,” he says.

Great product means great service. That’s why Fitzgerald Glider Kits is building the largest network of shops across the U.S. If you have an issue, we want to get you back on the road as fast as possible.

Over 1,000 approved warranty centers across the U.S.

PETERBILT | KENWORTH | FREIGHTLINER | WESTERN STAR

877.213.3301 FOR THE BEST PRICE ON FULLY BUILT CORES & PARTS VISIT FITZGERALDTRUCKPARTS.COM

Register at TMCAnnual.trucking.org Early Bird Deadline: January 28 MARCH 5–8, 2018

LAST

MILE DELIVERY

Last Mile Delivery

Is Transforming Fleet Maintenance...

IS YOUR OPERATION READY? A PREMIER SPONSOR OF TMC18

Last mile delivery focuses on the transport of goods and services from a transportation hub to its final destination – commercial or residential. Carriers are having to rethink how they approach last mile delivery and the diverse options.

During this technical session at TMC’s 2018 Annual Meeting, we’ll explore how new modes of transportation such as all-electric, drones, three-wheeled bikes, and autonomous pods will be maintained and what new employee skills will be required. Our panel of experts will discuss emerging last mile delivery solutions that are transforming fleet maintenance management today.

Long-haul drive tire

Yokohama’s TY577 MC2 fuel-efficient long-haul drive tire combines an ultra-deep tread pattern with the company’s MC2 technology that minimizes the effects of heat on the casing and tread, facilitating low rolling resistance. A 30/32-inch deep groove depth is engineered to deliver a firm and stable road grip while enhancing run-out mileage, while a closed shoulder rib leads to more rubber-to-road contact for longer and more even wear. A stress wear control groove is designed to redistribute more load to the outside rib, helping to reduce the chance of shoulder step-down wear. The company’s Stem-2 technology redirects casing flex for added durability and retreadability, while a funnel-shaped groove helps reduce stone retention and increase block rigidity for added traction and wear rate. The tire comes in sizes 295/75R22.5, 11R22.5, 285/75R24.5 and 11R24.5 and also is offered in 16-ply construction.

Yokohama Tire Corp., www.yokohamatruck.com, 800-722-9888

Starter motor

Prestolite Electric’s PowerPro 7.5 inline gear-reduction starter motor is designed for diesel engines up to 16 liters and to provide consistent high-output power from a small 29-pound package. The 24-volt 7.5-kilowatt starter motor has an operating temperature range from -40 to 248 degrees Fahrenheit and includes the company’s Integral Mag Switch technology that helps eliminate voltage drop issues by minimizing wiring between the relay and the solenoid.

Other features include an electrical soft-start system designed to prevent ring gear damage, a rotatable flange for added versatility and a sealed noseless design for wet clutch applications to help protect against dust, oil, water and other contaminants. An optional Overcrank Protection feature is available.

Leece-Neville Heavy Duty Systems, www.prestolite.com, 866-288-9853

Dump trailer charging system

Super-single fenders

Minimizer’s Super Single Fenders are designed for wide-base tires. Four models – 2221, 9021, 4021 and TR4021 – each measure 19½ inches wide and are available in standard company colors with specialized finishes, with the exception of the 9021, which is not available in green.

Minimizer, www.minimizer.com, 800-248-3855

Purkeys’ Boss Dump Trailer Charging System is designed to keep a dump trailer’s battery charged by connecting it to the truck’s battery to feed it constant voltage while the engine is turned on. The system connects via a seven-way trailer harness and includes an LED indicator light.

Purkeys, www.purkeys.net, 800-219-1269 commercial carrier journal | january 2018

51

PRODUCTS

Bifunctional LED headlight

Grote’s Combination High-/Low-Beam 4-by-6-inch LED Headlight is suited for replacing halogen and/ or HID lamps. The lamp is designed to project a light source that is close to natural sunlight and brighter to the human eye than traditional lamps to help reduce driver eye fatigue and provide a clear view in all driving conditions, increasing safety.

The durable light has a hard-coated UV-protected high-impact-resistant lens and is engineered to resist cracking and yellowing.

Grote Industries, www.grote.com, 800-628-0809

Tractor-trailer gap aero device

Commercial estimating system

PPG’s AdjustRite Commercial Estimating Program is designed for heavy-duty truck repairs and to allow users to make immediate comparisons on the pricing and availability of parts to improve efficiency, accuracy and consistency by expediting claims and minimizing downtime. The system considers the overall repair process and produces detailed estimates based on a database of truck parts, repair information and logic. The database includes more than 100 heavy- and medium-duty truck makes and models and is monitored and updated continuously as parts costs and availability change. The program also can facilitate fast parts procurement and assist in resolving subrogation matters.

PPG Commercial Coatings, www.ppgcommercialcoatings.com, 800-647-6050

XStream Trucking’s TruckWings is an active-aerodynamic device that covers the tractor-trailer gap and helps eliminate turbulence caused by movement and high winds, leading to streamlined aerodynamics, fuel savings, lower carbon emissions and smoother rides due to less lane drift. As the gap is needed for low-speed maneuverability, TruckWings is designed to work at highway speeds, automatically deploying large panels to cover the gap’s sides and top. The panels, made of high-impact glass-reinforced composites, create a continuous connection between the truck and trailer that allows the air to flow smoothly over the truck’s entire length. When the truck slows down, the panels retract without driver intervention, providing clearance for turns at any angle.

XStream Trucking, www.xstreamtrucking.com, 415-857-0263

52

commercial carrier journal | january 2018

Spiral wrap assemblies

Phillips’ Spiral Wrap products are suited for replacing old or making new combination air and electrical assemblies for the company’s 3-In-1 and 4-In-1 packages that combine straight air and electrical cables to keep them organized and shielded from damage. For onetime do-it-yourself installations, Phillips offers a spiral wrap with a 13/8-inch inner diameter in pre-cut lengths of eight and 10 feet, and mini pre-cut spiral wraps also are available to provide an alternative to cable ties that can damage rubber air lines as they contract and expand during braking.

Phillips Industries, www.phillipsind.com, 800-423-4512

PRODUCTS

Ultra-wide-base tires

Bridgestone Americas’ latest ultra-widebase tires, the Greatec M835A Ecopia tire for the drive position and the Greatec R197 Ecopia tire for the trailer position, are designed for tandem-axle applications in long-haul service. The tires have a high-rigidity tread pattern to help enhance tread life, overall even wear and low rolling resistance; an optimized shoulder design for even wear balance across the tire footprint; Bridgestone America’s proprietary NanoPro-Tech compound to help limit energy loss for improved rolling resistance; the company’s Fuel Saver Sidewall technology to help absorb excess energy and conserve fuel, both when new and retreaded; a patented Waved Belt design to help reduce casing growth and maintain a stable footprint; a patented Turn-In Ply design that addresses ply-end stress; and stone

rejector platforms that combat capture and retention of casing-damaging stones.

The tires are compatible with Bandag FuelTech retreads and are available in size 445/50R22.5.

Bridgestone Americas, www.commercial.bridgestone.com, 844-858-4737

Trailer beam rack

Ancra’s Beam Rack is designed to allow for quick and easy storage of beams in a trailer. The beam rack is engineered to fit into existing logistics posts to provide a secure, easy and efficient method of raising beams up and out of the way when not in use, ensuring that no beam is left behind during unloading. It is designed for easy installation and to lock up to six beams per set horizontally.

Ancra International, www.ancracargo.com, 800-233-5138 commercial carrier journal | january 2018

53

DirectEquip_CCJ0909_Pg.indd 1

TOTAL FLEET SHOPPER

Join the conversation.

No Spill_CCJ0917_PG.indd 1

8/14/17 1:22 PM

10/28/09 11:31 AM

CommercialPro_TruckFridge_OVD0413_PG092.indd 1 54 COMMERCIAL CARRIER JOURNAL

Follow @CCJNow

Subscribe /CCJDigital

Because you could lose more than a wheel! loose and unsafe

888.829.1556

wheel-check.com /wheelcheck /+wheel-check

|

JANUARY 2018

3/27/13 10:01 AM WheelCheck_CCJ0215_PG.indd 1

1/26/15 11:48 AM

AD INDEX ATA’s TMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmc .trucking .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 CCJ Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 CCJ Spring Symposium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Commercial Pro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckfridge .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Direct Equipment Supply Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-992-1478 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Eberspacher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . eberspaecher-na .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Etcom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . etcominc .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 EZ Oil Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ezoildrain .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Fitzgerald Glider Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fitzgeraldgliderkits .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 GoNMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844-763-7250 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . howeslube .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Instructional Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . instructiontech .net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . internationaltrucks .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . jjkeller .com/123480 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . jjkeller .com/eldspecialist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . macktrucks .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 National Carrier Exchange Partner Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40-41 No Spill Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . nospillsystems .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 NTEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . worktruckshow .com/fleets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 O’Reilly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firstcallonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BC Petro TA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ta-petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rotella .com/t6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 SKF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . skf .com/us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Total Specialties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . totalspecialties .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IBC VDO RoadLog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vdoroadlog .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Wheel-Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wheel-check .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 commercial carrier journal | january 2018

55

PREVENTABLE or NOT?

Doubles dilemma for Doe

S

oftly humming the “Backhaul Blues,” doubles driver John Doe peered intently through a veil of rain that somewhat limited his view of Pennington Parkway, a four-lane highway with a grassy median, posted at 65 mph. Due to the inclement weather, Doe was cruising at 45 mph in the far right lane. Traffic was light. The time was 1 p.m. Reaching for his Thermos, Doe took a swig of the cocoa and coffee mix and … what the heck?

Dead ahead, looming out of the mist, was a battered GMC straight truck – laden with a towering tarped load of Heaven knows what – crawling Doubles driver John Doe was along at 35 mph. After skillfully passing a pickup on a rainy executing a passing maneuver, Doe divided highway when a was working his way back to the speeding sports car pulled out in front of him, causing his outside lane when … Holy Monica! rear trailer to break loose. Was What this darn fool doing? Rocketing this a preventable accident? wildly across the median from a side street, a 1971 Mercedes sedan driven at full throttle by beer-crazed teenager Billy “Burpy” Clydesdale was poised to merge with the left fender of Doe’s tractor!

Armed with the reflexes of a cobra, Doe spun the wheel to the right, averting a collision but … Yikes! CRASH!!! Alas, Doe’s rear trailer had succumbed to a crack-the-whip scenario, and now rested on its side in the ditch! Unscathed, Clydesdale’s Benz disappeared into the distance, trailing gray smoke.

Since Doe contested the preventable-accident warning letter from his safety director, the National Safety Council’s Accident Review Committee was asked to render a final decision. NSC promptly ruled in Doe’s favor, noting that he’d avoided being sideswiped and couldn’t have anticipated Clydesdale’s attack.

56

commercial carrier journal | january 2018

TOTAL RUBIA OPTIMA CK-4 & FA-4 Optimizing performance to take you further every day.

Witness the performance of TOTAL Heavy-Duty Engine Oils in extreme conditions on icy Canadian terrain in the TOTAL Northern Expedition video.

Watch the video on the TOTAL Facebook page or YouTube channel.

TOTAL RUBIA OPTIMA is formulated to provide your fleet with improved performance, reduced fuel costs, and oils that meet or exceed all OEM requirements. Designed for newer, more efficient engines, TOTAL RUBIA OPTIMA pushes heavy-duty engine oils to a higher standard unmatched by API CJ-4.

TOTALUSA

youtube.com/user/TOTAL

Take your engine farther today with one of our three heavy-duty engine oils. Visit www.TotalSpecialties.com or call 1-800-323-3198.

Energizing performance. Every day.