CCJ0217 by dwatson

FEBRUARY 2017

CCJ's TECH TOOLBOX Ways to improve your fleet's productivity page 41

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

NOWHERE TO PARK? Apps, perks can ease layover anxieties page 56

A HELPING HAND

Let experts handle your maintenance page 59

Innovation that moves you.

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FEBRUARY 2017 | VOL 174 | NO. 2

JOURNAL

TRUCKING UNDER TRUMP

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

While the federal government’s electronic logging device mandate likely is shielded from interference by President Trump, Republican control in Washington gives the trucking industry hope for a loosened and more accountable regulatory environment, but not to the extent some may hope, say trucking trade associations and analysts. Cover art by Dmitriy Linchevskiy/Shutterstock, Inc.

FEATURES

11 News ELD mandate sees another court win, OOIDA plans Supreme Court appeal … EPA

to consider tighten-

CCJ ’s Technology Toolbox: Productivity

The trucking industry has been impacted by the breakneck development of new productivity tools that allow carriers to run more efficient, profitable operations. And thanks to the merging of office and in-cab technology and the latest real-time wireless links, fleet managers now have instant visibility of what’s happening on the highway.

ing NOx regs … Chao, Trump’s pick to head DOT, names top priorities … Report anticipates next three

decades of transporta-

Productive parking

tion, infrastructure …

The time that drivers waste searching for truck parking spots to spend their required breaks and for other reasons is not captured by electronic logging devices, telematics systems or other mobile technologies. Given this productivity loss, it’s no wonder why parking technologies and services have become a hot commodity.

Med examiner accused of bogus certifications pleads not guilty … Los Angeles County tops list of highest reported

cargo thefts … New

Help under the hood

The knowledge needed to service a wide, complex product mix, coupled with the expensive infrastructure needed to support it, has a growing number of fleets relying on third-party partners to manage truck maintenance, removing the financial burdens associated with staffing technicians and buying equipment.

Prime requests exemption for pre-CDL holders to drive team … Another fleet seeking split sleeper berth exemption for team drivers

Innovators: U.S. Xpress

The Chattanooga, Tenn.-based truckload hauler develops a system to increase equipment utilization while reducing expenses.

16 InBrief 20 MarketPulse COMMERCIAL CARRIER JOURNAL

| FEBRUARY 2017 3

DEPARTMENTS

ccjdigital.com

technology

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

Editorial

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

23 24 24

editorial@ccjdigital.com

The United States of Autonomy

Dana, Navistar ink driveline component supply deal Trailer efficiency benefits mandated by Phase 2 can be compounded

34 34

24 InBrief 26 26

Bridgestone participating in SuperTruck II project Sales of electrified powertrain trucks set to balloon

Detroit DD5 engine

TMW helping carriers, brokers automate bid requests TMW enhances Appian DirectRoute

34 InBrief

28 Test

Drive:

Automation takes hold for driver training

29 InFocus: Lightweighting

Omnitracs launches Virtual Load View Stay Metrics pins down early driver turnover

ALSO IN THIS ISSUE

6 68

Preventable or Not?

Ad Index

62 Products

Alternator, charger, fastener, more 4

COMMERCIAL CARRIER JOURNAL

| FEBRUARY 2017

Upfront

The end of a regulatory era?

John Doe was making a right turn when a sports car hidden from view behind him drove onto the intersection’s grassy corner to try and head him off, only to slam into Doe’s tractor. Was this a preventable accident?

Design & Production

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

Trucking Media

Vice President of Sales, Trucking Media: Brad Holthaus sales@truckingmedia.com

Corporate

Chairman: Mike Reilly President/CEO: Brent Reilly Chief Operating Officer: Shane Elmore Chief Financial Officer: Russell McEwen 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.

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

ELD mandate sees another court win, OOIDA plans Supreme Court appeal

three-judge panel for the U.S. 7th Circuit Court of Appeals last month denied the Owner-Operator Independent Drivers Association’s request for the court to rehear its case against the U.S. Department of Transportation’s electronic logging device mandate. OOIDA said it plans to appeal the decision to OOIDA argued the ELD rule violates truckers’ uphold the mandate to the U.S. Fourth Amendment rights to privacy and does not Supreme Court. meet Congress’ stipulations. The owner-operator advocacy and lobbying group sought a rehearing en banc — a rehearing by all 12 judges on the 7th Circuit. Three of the 12 judges initially heard OOIDA’s case last September and issued a ruling in late October upholding the ELD mandate, which takes effect later this year. OOIDA filed its motion for a rehearing in December. The denial by the 7th Circuit appellate court’s panel to rehear the case leaves OOIDA and the owner-operators involved in the lawsuit one remaining judicial option: An appeal to the U.S. Supreme Court. OOIDA has not said when it plans to file its appeal. For the case to reach the Supreme Court, four of its nine justices (currently eight, given the vacancy left by deceased Justice Antonin Scalia) must vote in favor of hearing the lawsuit. OOIDA originally filed the lawsuit against the mandate in March 2016 on behalf of two owner-operators, Mark Elrod and Richard Pingel. The trio asked the court to strike down the Federal Motor Carrier Safety Administration’s December 2015-issued rule requiring nearly all truck drivers to use ELDs instead of paper logs to track duty status. In the suit, OOIDA argued the rule violates truckers’ Fourth Amendment rights to privacy and does not meet Congress’ stipulations. The 7th Circuit judges that heard the case disagreed, however, dismissing all of OOIDA’s arguments and upholding the rule’s compliance date of Dec. 18, 2017. Scan the QR code with your In addition to its Supreme Court appeal, smartphone or OOIDA said it plans to work with Congress visit ccjdigital.com/ and the Trump administration to reevaluate news/subscribe-tothe rule. Congress called for the mandate in newsletters to sign up for the CCJ Daily Report, a daily e-mail newslet2012 with broad Republican support, howter filled with news, analysis, blogs ever. and market condition articles. – James Jaillet

EPA to consider tightening NOx regs

he U.S. Environmental Protection Agency in late

December responded to petitions filed by 20 state and local govern-

ment agencies and other organizations seeking tighter mandates in an effort to reduce nitrogen oxide emissions from commercial trucks. It has been 16 years since EPA last revised its NOx standards for heavy-duty highway engines. The petitioners, including the California Air Resources Board, claim technologies now exist to further reduce emissions. In its response, EPA says it recognizes “a need for additional NOx reductions from this category of vehicles and engines, particularly in areas of the country with elevated levels of air pollution. EPA believes that opportunity exists to develop, in close coordination with CARB and other stakeholders, a new harmonized and comprehensive national NOx reduction strategy for heavy-duty on-highway engines.” EPA intends to issue a Notice of Proposed Rulemaking for tighter standards aimed at model year 2024. “New model-year 2024 standards would coincide with both the latest timing stated in the petitions and also an important model year for implementing heavy-duty Phase 2 standards,” the response reads.

commercial carrier journal

– Jason Cannon It has been 16 years since EPA last revised its NOx standards for heavy-duty highway engines.

| february 2017 11

JOURNAL NEWS

Chao, Trump’s pick to head DOT, names top priorities if confirmed

n a Jan. 11 confirmation hearing, U.S. Transportation Secretary nominee Elaine Chao said the Department of Transportation under her leadership would seek to balance safety regulations, economic efficiency and transportation innovation with concerns over displaced jobs and public trust. The latter concerns referenced the inroads autonomous vehicles are making in the automotive and trucking sectors, as well as the rapid growth of drones and their delivery potential. Chao said if she is confirmed to lead DOT, she would seek to address public discomfort with automated vehicles and concerns of workers such as truck drivers who could be out of a job because of such technology, even if such a scenario is years off. “We are facing new technologies,

emerging technologies that will bring about great dislocations,” she said. “How we as a society deal with that [without] stifling or dampening innovation — that’s the balance [we want]. It’s not an issue that can be decided by one person or one department. It requires national attention and discussion.” Chao also told the Senate panel that while public safety will be the top priority for her DOT, she will seek a balance between restrictive regulations and the need for transportation efficiency and growth. “The role of the government is to foster an environment for jobs to grow,” she said. “I’m very much in support of government creating the environment through which job creation and economic growth can occur.”

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commercial carrier journal

| february 2017

Ken Shafer Director of Maintenance Superior Carriers

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Elaine Chao, nominee to head the U.S. DOT, appeared before the Senate’s Commerce, Science and Transportation Committee Jan 11.

Chao’s husband, Senate Majority Leader Mitch McConnell, offered testimony on her behalf and introduced her to the Commerce, Science and Transportation Committee hearing, which was the first step in her confirmation. The committee will report to the full Senate either a favorable or unfavorable nod before a vote by the full chamber. “Transportation is the underpinning of the greatest economy in the world,” Chao said in her opening remarks. “But these gains are at risk because of aging infrastructure, fatalities on highways and failure to keep up with emerging technologies. I am honored for the chance to lead the department at such a pivotal historical time.” Chao’s most prominent role in her public career has been Secretary of Labor, a position she held during the entirety of George W. Bush’s presidency, 2001-09. But Chao also has deep DOT ties, having served a stint as its deputy secretary and maritime administrator under President George H.W. Bush. “If you imagine an ideal candidate [to lead DOT], it’s hard to come up with someone more qualified,” said Sen. John Thune, committee chairman. On infrastructure funding, Chao mostly walked President-elect Trump’s line: The federal government needs to spur private investment in U.S. infrastructure via tax breaks and other incentives such as toll revenue. “The government doesn’t have the resources to do it all,” she said. “All of us need to put our best thinking forward as to how to fund aging infrastructure.” – James Jaillet

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JOURNAL NEWS

Report anticipates next three decades of transportation, infrastructure

report released last month by outgoing U.S. Transportation Secretary Anthony Foxx looks at the next three decades of the nation’s transportation system and outlines the challenges lawmakers will face based on population growth, freight volume, climate change and new technologies, Trucking will lose $28 billion in 2017 in such as driverless cars. wasted time and fuel sitting in traffic, according to the Beyond Traffic 2045 report. The Beyond Traffic 2045 report, which is based on current trends and predictions for the next 30 years, presents discussions about the U.S. transportation system’s needs over that time and what will need to be prioritized. Foxx said the report was not meant to be a specific plan of action for lawmakers, but rather a starting point for discussions on how to improve U.S. infrastructure going forward. The analysis outlines six major trends that will influence transportation going forward – freight volume and movement, population growth, climate change, emerging technologies, growing opportunity for citizens and how to invest money into infrastructure – and identifies some policy changes that will need to be made. Some of the challenges are already here, Foxx says in the report, as trucking will lose $28 billion in 2017 alone in wasted time and fuel sitting in traffic. Foxx says that with freight volume projected to increase by more than 40 percent by 2045, driven in large part by eCommerce, some key policy options for lawmakers to discuss in the future include improving freight planning and coordination at national, regional and local levels; targeting policies and investments aimed at reducing freight congestion; and encouraging new strategies for first- and last-mile freight issues. On population growth, Foxx says it’s predicted that America’s population will grow by 70 million by 2045, and by 2050, 75 percent of Americans will live in “megaregions,” with rural populations continuing to drop. Foxx recommends increasing infrastructure capacity with new roads and bridges, and maintaining and using existing infrastructure more effectively. Congestion also could be reduced, he says, through land use, telework and more flexible work schedules. Designing and building better, more resilient infrastructure to withstand changes that are predicted to come along with climate change – such as rising sea levels and more frequent and intense storms – is another point Foxx lays out in the report. He says making it easier and more cost-effective to develop vehicles that will help reduce greenhouse gas emissions can help mitigate the effects of climate change. Foxx says that with more automation and robotics on the horizon, it will be important to address regulatory barriers slowing down new technologies while also improving infrastructure to support them and maintaining a focus on safety. To grow opportunity for more citizens, the report states the country needs to prioritize transportation investments in communities with the greatest needs and make sure local communities benefit from transportation investments. Finally, Foxx says lawmakers need to ensure there are adequate revenues to address critical infrastructure needs through existing taxes, new excise taxes, user fees, tolls and more, and to reduce spending to match the revenues. – Matt Cole 14

commercial carrier journal

| february 2017

Med examiner accused of bogus certifications pleads not guilty

Georgia-based medical examiner accused of issuing thousands of fraudulent medical certifications to truck drivers has been indicted and has pleaded not guilty. Dr. Anthony Lefteris, who operated out of an Atlanta-area Petro truckstop, entered a plea of not guilty on Dec. 28. He was indicted Dec. 20 by a grand jury on eight counts of fraud and false entry charges. Prosecutors claim Lefteris intentionally and regularly issued medical certificates to drivers without performing required tests, such as blood and urine sample testing, vision tests and more. The U.S. Department of Transportation sent three investigators acting undercover as truck operators to see Lefteris in September following a tip from a driver. All three officers said Lefteris failed to perform required tests, yet issued them medical certifications anyway. Lefteris allegedly uploaded madeup results to DOT for the three tests he did not perform. The Federal Motor Carrier Safety Administration said 6,000 truck operators who received certification from Lefteris will need to see a new doctor and receive fresh certifications. FMCSA gave affected truckers 30 days from the time of receipt of a notification in the mail to obtain their new certification. Those letters were sent in late December, FMCSA said. – James Jaillet

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JOURNAL NEWS

INBRIEF 2/17 • Final implementation of the Unified Registration System for existing carriers to use for their biannual updates, name changes and transfers of authority has been delayed again, this time indefinitely. The Federal Motor Carrier Safety Administration will issue a notice early this year to announce the revised implementation dates. It had

been set to take effect Jan. 14. The first phase of the URS – for new carriers only – was launched in December 2015. • The random drug test rate for truck operators will remain 25 percent this year, meaning carriers will be required to randomly test 25 percent of their drivers, including leased owner-operators. For 2016, FMCSA lowered the testing rate from 50 to 25 percent due to

three consecutive calendar years (2011-13) of drug testing data showing the positive rate for controlled substances was less than 1 percent. • American Trucking Associations President and CEO Chris Spear is a member of a new U.S. Department of Transportation committee aimed at guiding the emergence and deployment of autonomous vehicle technologies. The 25-person Committee on Automation is co-chaired by General Motors Chairman and CEO Mary Barra and Los Angeles Mayor Eric Garcetti. • Sen. Deb Fischer (R-Neb.) will chair the Commerce, Science and Transportation Committee’s subcommittee that focuses on surface transportation and infrastructure. Fischer introduced a bill in 2015 that required FMCSA to better justify new regulations before enacting them. She successfully attached the legislation to the 2015-passed FAST Act. • Heavy and tractor-trailer truck drivers had 745 fatal work injuries in 2015, the most workplace fatalities of all occupations, according to the Bureau of Labor Statistics’ annual Census of Fatal Occupational Injuries. Roadway work-related fatalities were up 9 percent in 2015 over 2014 to 1,264, and 629 of these fatalities involved a semi, tractortrailer or tanker truck. The total of 4,836 workplace fatalities in 2015 was the highest since 5,214 were recorded in 2008. • Schneider National (CCJ Top 250, No. 8), the nation’s largest privately owned carrier, filed an application in late December with the U.S. Securities and Exchange Commission for a proposed initial public offering to trade Class B common stock on the New York Stock Exchange. The Green Bay, Wis.-based company would trade under the ticker symbol SNDR. • Daseke Inc. (CCJ Top 250, No. 42) and Hennessy Capital Acquisition Corp. entered into a merger agreement to allow Daseke to become a Nasdaq-listed public company. The Addison, Texas-based opendeck transportation and logistics provider plans to add more companies to its family, provide stock ownership plans for all employees and support organic growth by acquiring new equipment. • Maverick USA (CCJ Top 250, No. 76) acquired Marine Transport Inc., an Au Gres, Mich.-based dedicated boat hauling company with 25 tractors and 80 trailers that services a manufacturer of luxury pontoon boats and runabouts.

commercial carrier journal

| february 2017

JOURNAL NEWS

Los Angeles County tops list of highest reported cargo thefts

os Angeles County is the top county in the United States when it comes to reported cargo thefts, according to cargo theft recording firm CargoNet. Between July 1, 2013, and July 1, 2016, 329 cargo thefts were reported there. California and Texas had the most counties in the top 10 with three each. The full top 10 list of counties: 1. Los Angeles County, Calif. – 329 2. Dallas County, Texas – 239 3. San Bernardino County, Calif. – 191 4. Cook County (Chicago), Ill. – 150 5. Miami-Dade County, Fla. – 114 6. Harris County (Houston), Texas – 107 7. Tarrant County (Arlington/Fort Worth), Texas – 78 8. Middlesex County (Edison), N.J. – 68 9. Will County (Bolingbrook), Ill. – 57 10. Riverside County, Calif. – 56 Thefts were most common in warehouses and distribution centers, with 329 thefts in those locations during the three-year period. Other locations, including truckstops, side of the road, carrier or terminal lots, drop lots and ports of entry, were the second-most targeted locations, with 295 thefts. Cargo theft incidents increased in 2015 over 2014 from 844 reported thefts to 881, accounting for more than $175 million in goods stolen. – CCJ Staff

California and Texas both had three counties in the top 10 nationally for reported cargo thefts from July 1, 2013, to July 1, 2016. commercial carrier journal Untitled-35 1

| february 2017 17 1/17/17 2:10 PM

JOURNAL NEWS

New Prime requests exemption for pre-CDL holders to drive team

ew Prime, part of Prime Inc. (CCJ Top 250, No. 15), is requesting an exemption to allow drivers with a commercial learner’s permit who have passed the CDL

skills test to drive with a CDL holder in the truck, but not necessarily in the front seat, as current regulations require. Prime says that under cur-

rent Federal Motor Carrier Safety Administration regulations, it can either send the learner’s permit holder back to his or her home state through public transportation, or route the driver back to his or her home state, “often against the natural flow of the freight network.” Prime also argues that if a learner’s permit holder is forced to wait for their CDL without driving, the drivers “will experience a material diminishment in their driving skills,” adding that continued experience is necessary for new drivers. The company says if the drivers had taken the CDL skills test in or near their home state, they could go to a licensing agency and get their CDL to begin driving without supervision immediately. Under terms of the exemption request, a CDL holder always would be in the truck with the learner’s permit holder – just not in the front seat at all times. “Allowing CLP holders who have passed the skills test to function as a team driver on the trip home enables these new operators to continue to sharpen their driving skills under the mentoring observation of a more experienced driver, and they immediately earn income,” Prime says in its exemption request. Other carriers, including C.R. England (No. 19) and CRST Expedited (No. 23), have been granted similar exemptions in the last two years. – Matt Cole New Prime is requesting an exemption to allow drivers with a CLP who have passed the CDL skills test to drive with a CDL holder in the truck.

commercial carrier journal

Radiator Works_CCJ0416_PG.indd 1

| february 2017 3/18/16 2:12 PM

JOURNAL NEWS

Another fleet seeking split sleeper berth exemption for team drivers

illon Transportation, a 103-truck fleet that runs mostly team operations, has asked for an exemption allowing its drivers to split their required sleeper berth time into two segments of at least three hours each instead of the required 10 consecutive hours or the 8/2 split. In an exemption request to the Federal Motor Carrier Safety Administration, the Mount Juliet, Tenn.-based fleet proposes allowing its team drivers to split sleeper berth time into two periods totaling 10 hours – either 5/5, 4/6 or 3/7. Dillon says it will reduce drive time from 11 hours to 10 hours before a driver is required to take his sleeper berth time. Dillon says all of its trucks are equipped with telematics and electronic logging devices, as well as speed limiters, to ensure hoursof-service compliance. Go to Regulations.gov Dillon Transportation is seeking and search FMCSA-2016- an exemption to allow its team drivers to split sleeper berth time. 0443. – Matt Cole

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| february 2017 19

MARKETPULSE

he following information is obtained from the December 2016 CCJ MarketPulse Report, a survey of more than 200 senior executives at trucking companies who have agreed to participate monthly. The December 2016 CCJ MarketPulse Report received 81 completed responses from carrier executives. If you would like to participate in the CCJ MarketPulse survey, please email Jeff Crissey at jcrissey@randallreilly.com.

Optimism continues to grow 59.3 percent of the December 2016 CCJ MarketPulse survey respondents believe business conditions will be better over the next six months, up considerably compared to the 41.3 percent of respondents who expected business conditions to improve in the October 2016 survey before the presidential election. On a month-over-month basis, respondents from fleets with more than 100 power units are far more optimistic, with 61 percent saying business will be better, compared to only 44.6 percent in the November 2016 survey. Overall, 35.8 percent of respondents said December was better than November, compared to 18.5 percent who said it was worse. Compared to the same month last year, 35.8 percent of all respondents said December was better, while 30.9 percent said it was worse.

Business forecast for the next 6 months Much worse

“Freight is strong. I’m cautiously optimistic for the future. We’ll see what a Trump presidency does for optimism as we move into 2017.” – December 2016 CCJ MarketPulse respondent

1 0 9 T MONTH EV E S

5.68

2 MONTH EV

1 = WORST 10 = BEST W

in December

Worse

Overall

Same

Up to 100 power units

Better

More than 100 power units

Much better

10%

20%

30%

ER 3

SOURCE: CCJ MARKETPULSE REPORT

50%

60%

70%

Buying intentions unchanged One in three respondents indicated plans to increase fleet size in the next six months, relatively unchanged from 33.8 percent reported in the November 2016 survey. Less than 5 percent plan to decrease fleet size, while 61.8 percent plan to keep fleet size the same by either replacing aging equipment or not making any changes.

IN THE NEXT 6 MONTHS, WE PLAN TO:

UP TO 100 MORE THAN 100 POWER UNITS POWER UNITS 31.8% 33.9%

OVERALL 33.3%

Increase the size of our fleet Replace aging equipment but keep fleet size the same Decrease the size of our fleet Make no change in our fleet

45.8% 4.9% 16.0%

36.4% 4.5% 27.3%

49.2% 5.0% 11.9%

Top concerns remain consistent Driver availability ranks as the biggest worry for 50.7 percent of all survey respondents, up from 44.8 percent in the November 2016 survey. Freight pricing (25.9 percent) and freight volume (17.4 percent) remain the No. 2 and No. 3 concerns overall.

Carrier sentiment holding steady The Carrier Sentiment Index for December was 5.68, down slightly from the 5.71 reported in the November 2016 survey. The index assesses the month on a scale of 1 to 10, with 1 being the carrier’s worst month and 10 being the best. Respondents from fleets with more than 100 power units were more optimistic (5.85) than those from fleets with up to 100 power units (5.23).

40%

Carrier top concerns

80% 70% 60% 50%

Driver availability

40% 30%

Freight volume

20% Freight pricing

10% 0%

CCJ MarketPulse is brought to you by Shell Rotella. 20

commercial carrier journal | february 2017

Regulation

Jan.

2016

Feb.

March

Political climate in Washington

April

May

June

July

Aug.

Sept.

Oct.

Nov.

Dec.

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS, AND EQUIPMENT MANAGEMENT TRENDS BY JASON CANNON

The United States of Autonomy From driverless vehicles to connected highways

POPULAR TOPIC: In the last four years, more than 30 states have tackled autonomous vehicle legislation.

MIXED RESULTS: Last year, more than a dozen states introduced successful and failed bills on autonomy. FOCUSED FUTURE: Let’s hope that a nationally derived autonomous strategy happens sooner and not later.

xpect 2017 to be a big year for autonomous technology in trucking, as a growing number of states pile on tive charging. A truck running 65 mph more of what this segment to-date has down a Colorado highway while simultalacked the most: regulation. neously receiving a charge is likely many Until there is a nationwide standard years away; RoadX’s initial focus will be of what is and what is not allowable to charge a smaller electric passenger car across the different levels of autonowhile parked at roadside. Currently, 10 states and Washington D.C. have my, the kind of testing needed for this CDOT said that by 2018, the RoadX some form of autonomous regulation on the technology to take off will be held back. books, and that number is poised to grow. program is slated to deploy technology Without universal regulations, laws are that will reduce the cost of transporting left open to the wide interpretations of various state agencies – a risky proposition for goods by 25 percent, turn a rural state multimillion-dollar pilot programs. highway into a zero-death road and imCurrently, 10 states plus Washington D.C. have some form of autonomous regulaprove congestion on critical corridors. tions on the books, and that number is poised to grow. The National Conference of The Pennsylvania Department of Transportation rang in 2017 by applying State Legislatures says that in the last four years, more than 30 states have considered for a U.S. Department of Transportaautonomous vehicle legislation. Last year, more than a dozen states introduced bills on tion solicitation to be designated as an autonomy. Some succeeded, others failed, and more are pending. As 2016 closed its books, Michigan OK’d a bill to allow companies to test self-drivAutomated Vehicle Proving Ground Pilot. ing cars on public state roads and make the Motor City among the most autonoPennsylvania was the first state to host mous-friendly in the country. Kirk Steudle, Michigan Department of Transportation Uber’s self-driving car pilot program. The application also includes the director, plans for his state to become the place that helps define mobility for the future. possible use of Penn State University’s With much of the restrictions lifted from Michigan’s roadways, the metro Detroit closed track, where commercial trucks, area will serve as General Motors’ primary cold weather and winter testing grounds for autonomous technology. Mary Barra, GM chairman and chief executive officer, said transit buses and other vehicles can be the company will begin autonomous vehicle testing on the state’s public roads tested at low speeds and with immediately. GM also is testing more than 40 autonomous vehicles in the controlled incidents. somewhat warmer climates of San Francisco and Scottsdale, Ariz. While states are embracing Colorado, which last fall hosted what was touted as the first autonomous the possibilities of autonodelivery of a commercial load, isn’t willing to cede the autonomous crown mous transportation, let’s to Michigan without a fight. The Colorado Department of Transportation is hope that a nationally derived investing $20 million this year in its RoadX project to combat congestion and strategy down this path hapimprove safety through the use of technology. Atkins, a design, engineering pens sooner and not later. and project management consultancy, is working with CDOT on RoadX. The program’s initiatives include testing a stretch of highway embedded JASON CANNON is Equipment Editor of Commercial Carrier Journal. with an electric coil that will feed power to electric-powered trucks via induc- E-mail jcannon@randallreilly.com or call (205) 248-1175. commercial carrier journal

february 2017

INBRIEF • Volvo Trucks is cutting roughly 500 more workers this month at its truck manufacturing plant in Dublin, Va., as the Class 8 long-haul segment continues “to manage through a period of excess inventory and reduced demand,” said company spokesman John Mies. The cuts follow two rounds of layoffs last year at the plant, which currently employs about 2,168 people. • Cummins Inc. resolved its turbocharger patent infringement claims against Rotomaster, which agreed to cease producing infringing products in the United States and overseas countries where Cummins has valid patent rights and to cease infringing activities in the United States. Rotomaster also acknowledged that Cummins’ patents are valid and enforceable and that it had infringed the patents. • Dexter Axle, engineers of trailer running gear, chassis assemblies and related components, purchased the heavy-duty axle and suspension manufacturing assets of Ingersoll Axles from IMT Group, including manufacturing locations in Ingersoll, Ontario; Calgary, Alberta; and Indianapolis. • Kenworth’s T680 52-inch mid-roof sleeper Advantage Package, suited for regional haul and less-than-truckload operations, is now available for order. The configuration features an optimized powertrain with either the Paccar MX-13 or MX-11 engine, the Eaton Fuller Advantage series 10-speed automated transmission and the Paccar tandem drive axle. Aerodynamic elements including a front air dam, flared-out fairings, lower sleeper fairing extenders and FlowBelow wheel covers. • Bendix’s Wingman Advanced system now is an available option on Kenworth’s T270 and T370 medium-duty trucks. The radar-based collision mitigation system provides adaptive cruise control with braking, along with autonomous emergency braking technology, to help drivers mitigate rear-end collisions. • Navistar relocated its Used Truck Reconditioning Center from Indianapolis to Melrose Park, Ill., where the company also plans to relocate its nearby International Used Truck Sales Center. The reconditioning center examines International’s certified used truck reconditioning process to ensure that a consistent product is available to all International dealers and Navistar’s 15 Used Truck Sales Centers.

EquipDept.indd 24

commercial carrier journal

Dana, Navistar ink driveline component supply deal

Dana’s technologies for engine downana Inc. entered into a multiyear speeding – including the Spicer AdvanTek agreement with Navistar to sup40 tandem axle – are available on select linehaul trucks from Navistar. ply driveline components for the truck maker’s on-highway, city-delivery, bus and vocational vehicles. Under the terms of the agreement, Navistar will have access to Dana’s full range of driveline product offerings, and Dana will remain the standard-position driveshaft supplier across all Navistar truck models. Dana said the arrangement also will serve as a platform for collaboration on new technologies under development. Navistar and Dana also concurrently launched several extended warranty packages for the International DuraStar medium-duty truck program. Spicer S140 Series and Spicer 060 Series axles, Spicer E-Series steer axles and Spicer driveshafts all are available components covered under the International DuraStar Powertrain Warranty program. Dana also is offering additional extended warranties on medium-duty truck and bus applications through the Dana Productivity and Dana Assurance packages. Additionally, Dana’s technologies for engine downspeeding – including the Spicer AdvanTek 40 tandem axle and SPL 350 driveshaft – are available on select linehaul trucks from Navistar. – Jason Cannon

Trailer efficiency benefits mandated by Phase 2 can be compounded

ommercial trucks are no strangers to U.S. EnvironTire pressure monimental Protection Agency regulation, but with Phase 2 toring systems notify heavy-duty vehicle fuel-efficiency and greenhouse gas standrivers when a pressure adjustment is needed. dards going into effect next year, trailers for the first time are being scrutinized for their contributions to freight efficiency. Phase 2 rules target primarily box van trailers and require reductions of 3 to 8 percent in fuel consumption and carbon dioxide emissions, depending on the trailer type. Many technologies – low-rolling-resistance tires, automatic tire inflation systems, tire pressure monitoring systems and aerodynamic skirts and kits – can be used in the march toward 8 percent, and they can compound their benefits when used together. Benefits from tires and associated monitoring systems can be added together, said Al Cohn, director of new market development and engineering support for Pressure Systems International. Since automatic tire inflation systems monitor and adjust pressures automatically when tires drop below a programmed setting, that benefit would be aggregated when using low-rolling-resistance tires, Cohn said. “If you spec ATIS with LRR as a combination, you get an additional 1.2 percent credit,” he said. “With TPMS, you get a lower credit but still get a 1 percent credit.” Cohn said the credit for TPMS is lower because, unlike ATIS, TPMS doesn’t make the pressure adjustment as needed; it simply notifies the driver that one should be made. “Human intervention is required (with TPMS) to input air,” he said. The new standards apply to all trailers sold in the United States regardless of where they are produced. – Jason Cannon

| february 2017

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INBRIEF • East Manufacturing now offers Hendrickson’s MAXX22T Trailer Air Disc Brake with Dura-Light Hub as the preferred air disc brake package on all of its trailers. • Dana will supply the axles and driveshafts for the 2018 Isuzu Class 6 FTR, which will begin production later this year. The FTR, suited for city delivery applications, will be assembled with a Spicer single-reduction drive axle, Spicer E-Series steer axles and a Spicer Life Series driveshaft. • Allison Transmission transitioned its Doc diagnostic software offering for technicians to a yearly subscription service with the release of Premium V2017.1.0, available for purchase through Noregon or the Allison Web Store. The shift to the subscription software was made to simplify the deployment, upgrade and renewal processes and to future-proof the product offering. • Ridewell Suspensions approved Bendix’s ADB22X-LT disc brake for use with its 5- and 5.75-inch axles. The ADB22X-LT features a 20,000-pound brake rating and offers a weight savings of 20 pounds per axle from the original ADB22X design. • ARI’s new Vendor Locator feature is designed to allow users to search the company’s service vendor database by name, type, profile and services offered. Vendor Locator is available to all of ARI’s current Insights and Driver Insights clients. • Eaton’s Flex Reman transmission lineup is now available in Canada, allowing Canadian OEM dealers to offer two tiers of Eaton Factory Reman products – standard reman transmissions with clutch housings and Flex Reman transmissions with no clutch housings. The Flex line also includes a shipping cover and gasket that allows dealers to reuse their existing housings to enhance inventory flexibility. • The W.W. Williams Co. acquired Desert Fleet-Serv Inc., a Phoenix-based mobile provider of onsite maintenance and repair services for diesel trucks and trailers with more than 200 customers. • Triple E Canada Ltd., a Canadian trailer manufacturer, is expanding its U.S. dealer network under a new brand, LK Trailers, that will offer both steel and aluminum hopper trailers and a range of aluminum, steel and combo flatbeds and dropdecks. LK also will market specialized and heavyhaul trailers.

commercial carrier journal

Bridgestone participating in SuperTruck II project

ridgestone Americas announced it is joining forces with Cummins and Peterbilt to develop new tire technologies as part of the SuperTruck II program. The tire maker said the U.S. Department of Energy will match its investment “to create Bridgestone Americas is joining prototype tires in all three axle positions (steer, forces with Cummins and Peterbilt drive and trailer).” and will receive federal funding as Bridgestone said the prototype tires are part of the group. expected to increase fuel efficiency by up to 6 percent through a 30 percent decrease in rolling resistance compared to a model-year 2009 baseline tire. Six tire technologies – sizing, curing, casing construction, casing compounds, tread patterns and tread compounding – will be used to help the company meet its goals. “This project is closely aligned with our internal goal to produce best-in-class products that contribute to reducing global CO2 emissions by 50 percent or greater by the year 2050,” said Steve Charles, vice president of product development for Bridgestone Americas Tire Operations. “We are honored to be a part of the SuperTruck II program, working together with our partners to drive the industry forward and ensure a sustainable environment for current and future generations.” The goal of the SuperTruck II program is to improve heavy-truck freight efficiency by 100 percent with an emphasis on technology, cost-effectiveness and performance. – Matt Cole

Electrified powertrain trucks set to balloon

report from Navigant Research forecasts sales of electrified powertrain medium- and heavy-duty New suppliers such as Nikola trucks are expected to grow from about 31,000 vehiMotor Co. are starting to offer cles in 2016 to nearly 332,000 by 2026. alternative powertrains. “New and established suppliers are starting to offer alternative powertrains as well as complete electric vehicles for niche applications,” said David Alexander, senior research analyst for Navigant. “Limited daily range and a drive cycle featuring a lot of stopping and starting are applications that benefit most from electric drive capabilities, and delivery and refuse collection vehicles are expected to be the primary targets in the short term.” Compound annual growth rates are expected to range from 22 percent for hybrid vehicles to 35 percent for plug-in hybrids. Battery-powered electric vehicles are expected to see a CAGR of about 33 percent. Growth for fuel cell vehicles is expected to be about 19 percent annually. Much of the technology advances and production experience in the bus market can be transferred readily to trucks, Alexander said. The growing demand for electric cars has stimulated investment in battery manufacturing that has resulted in falling costs for battery packs, according to the report. However, even with these positive factors, electric-drive trucks still are expected to remain a niche market, at around 5 percent of global sales in 2026. – Jason Cannon

| february 2017

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TEST DRIVE: DETROIT DD5 ENGINE

Dropping pistons, saving dough Detroit’s DD5 makes a strong case for four-cylinder power BY JASON CANNON

riving through California wine country late last year, you’d have seen a melting pot of automotive ingenuity: Teslas sharing the road with six-figure Porsches and Bugatti super cars – and yours truly motoring alongside in a Freightliner M2 106. Daimler Trucks North America recently announced plans to make its new 5.1-liter Detroit DD5 available as an option for pickup-and-delivery customers ordering the M2 106. A full rollout for the engine is set for 2018. While the M2 106 and its 20-foot box didn’t stack up in all areas to the Teslas and Maseratis that whizzed past me, those cars weren’t loaded to a 24,000-pound GVW. As the drive kicked off from the staging area and we headed into the heart of Napa, I took quick notice of the truck’s amazing 50-plus-degree turning radius. That’s a large truck to sport that kind of maneuverability. Our first challenge came early: Merging a four-cylinder Class 6 truck loaded to near capacity uphill onto a highway. With the gas pedal pinned firmly to the floor, the climb up the ramp was fluid and uneventful, as was the merge. There was a lot more power available on demand going through the Allison 6-speed transmission than I expected. A dash-mounted two-stage engine-brake toggle switch – high and low setting – provided impressive support to the service brakes when needed. On the high setting, it provided ample power at highway speeds. Cabin noise was minimal. You might expect such from a four-cylinder, but attributing the quietness only to the size of displacement would dismiss all of the Detroit ingenuity that went into ensuring a low-volume ride. There is a slight uptick while idling at stoplights, but that is expected. However, you still easily could have a conversation in a normal voice. 28

commercial carrier journal

| february 2017

A full rollout for the 5.1-liter Detroit DD5 four-cylinder engine is set for 2018.

The DD5 initially will be an available option for P&D customers ordering Freightliner’s M2 106.

On the crowded roads and highway, I felt the DD5 powertrain provided me with everything needed for a stop-and-go job such as pickup and delivery – ample and nimble power for passing, sufficient braking and great urban maneuverability for a large truck. Kary Schaefer, DTNA’s general manager of marketing and strategy, is confident that once the four-cylinder engine hits the highway, customers will be won over by its fuel economy, coupled with the availability of 230 horsepower and 660 pound-feet of torque. The DD5 makes a strong case for dropping a couple of pistons under the hood and saving a couple of bucks at the pump. Customers initially put off at the prospect of driving a “four-banger” likely will be won over following a test drive – even if it’s not through 45,000 acres of Napa grapes.

in focus: LIGHTWEIGHTING

Fleets avoid heavy specs to counter EPA-driven add-ons BY JASON CANNON

n the last 13 years as the U.S. Environmental Protection Agency has piled on new regulations and more fleets are spec’ing for driver comfort and retention, tractors have gotten increasingly heavier. An unladen EPA 2004-compliant Freightliner Columbia tips the scales at 18,530 pounds – 1,400 pounds less than a similarly equipped EPA 2010-compliant Cascadia. In six years, the front axle picked up about 1,000 pounds, while the rear axles gained 400. David Hutto, product marketing manager for Freightliner on-highway, said that extra 7/10ths of a ton forced some fleets and drivers to find other ways to stay under 80,000 pounds gross weight while maximizing payload. Ways to save pounds Customers are spec’ing shorter fifth-wheel slides, “12-inch sliders down from 24-inch,” Hutto said. Wheelbases frequently found in the 230-inch-plus range now are down to 224 inches, while 13,200-pound front steer axles are favored over 12,000-pound axles to accommodate 72-inch raised-roof sleeper cabs. Since 2010, OEMs have worked hard to address weight increases by cutting pounds from the factory or offering weight-sensitive options. A single-canister aftertreatment system for 2017 engines shaves about 20 pounds from the previous design. “Aluminum frame rails and crossmembers, lighter-weight steering and drive axles, and shifting to horizontal exhaust from single- and dual-vertical exhaust,” said Hutto. Lightweight brake drums and wide-base tires also are more common, he said. Some fleets are migrating from large-liter engines to smaller, lighter designs. Jason Skoog, Kenworth assistant general manager for sales and marketing, said Paccar’s MX-11 engine offers a weight savings of 400 pounds versus the company’s 13-liter model. But truck makers aren’t the only ones trying to lighten up. Aftermarket and OEM suppliers also are integrating lighter-weight offerings into their product suites. An aluminum wheel can offer a weight savings of up to 20 pounds per wheel – 360 pounds on the truck and trailer combined, said Timothy Weir, Accuride’s director of public affairs, communications and marketing.

This chart from Daimler Trucks North America highlights how EPA-driven add-ons actually have added pounds to the truck maker’s models over the years.

Does one size fit all? Lightweighting has become an increasingly popular spec’ing practice for fleets chasing mpgs or looking to pack on more freight. But the premium add-ons may not make sense in all cases. “Bulk tankers, about 4 to 5 percent of the market, care a lot about lightweighting,” said Mike Roeth, executive director of the North American Council for Freight Efficiency. A NACFE report indicates bulk haulers will pay $8 to $10 per pound for weight savings. “They’ll just add more payload,” Roeth said. “Unless you’re bulk hauling and grossing out a lot, [lightweighting] is still a hard case to make.” General freight haulers remain lukewarm on paying more for lightweight specs because they struggle to consistently route those configurations where they can maximize payback. “They just don’t know where their routes are going to be and who their drivers will be for individual freight trips,” Roeth said. “They tend to buy a truck that is sort of a do-all, and I think lightweighting suffers because of that.” The tendency to spec a one-size-fits-all truck also piles on unnecessary pounds, he said. “We should be looking at sleeper size. We went 13 feet (and) 6 inches high, and I wonder if we need all that in all these trucks.” Lightweight slowdown Since the introduction of selective catalytic reduction in 2010, there hasn’t been a significant weight change on the truck despite the fairings and add-ons designed to improve airflow, Hutto said. “The industry has increased the amount of aerodynamic features on the vehicles, which has increased the weight slightly, but not to the magnitude of EPA 2010,” he said. Roeth said many fleets sacrifice weight savings for other things because customers aren’t asking for it. “They’re demanding better quality, functionality and lower costs," he said.

commercial carrier journal

february 2017

ExxonMobil celebrates the outstanding careers of past and MARCH 2016

ECONOMIC OUTLOOK

What's the business environment for fleets? page 61

QUICK COMPLIANCE

Technology makes it easier, faster to run legal page 69

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

EXTENDING TIRE LIFE

Inflate, rotate, watch them roll

page 28

REALTIME WEIGHTS, TOLLS

What's next for bypass systems page 44

CCJ_0316_Cover.indd 1

2016

2/23/16 3:51 PM

Kevin Tomlinson South Shore Transportation

2002

Joe Fleming Falcon Transport

1988

Hugh Watts

Carolina Freight Lines

2015

Doug White Dunbar Armored

2001

Sid Gooch FedEx Express

1987

Kenneth Brooks Watkins Motor Lines

ExxonMobil discusses impact of API PC-11 specification and process of creating Volvo T-13 test

2014

Jerry Thrift Ryder System

2000

John Sullivan

Ryder Transportation Services

1986

Gary Thompson Kraft

2013

Marc Clark FedEx Express

1999

Bill Wolterstorff Sather Trucking

1985

David Rupert Anheuser-Busch

2012

Joe Stianche

J.M. Stianche Services

1998

Duke Drinkard

Cumberland Farms

1984

Drinkard Southeastern Freight Lines

J.C. Charlesworth

P.A.M. Transport

1997

Darry Stuart

Associated Grocers

2011

Carl Tapp

1983

James Dermody Interstate Brands

2010

Mike Jeffress

Maverick Transportation

1996

Howard Stirk

Puget Sound Truck Lines

1982

Odell Whittington, Jr. Holly Farms

ast December, the API’s PC-11 specification became the first new diesel engine oil category change in more than a decade. For Michael Alessi, a senior research engineer at ExxonMobil, it marked the culmination of a long journey. That’s because Alessi served as the chairman of the development task force that created the new Volvo T-13 oxidation test. Alessi provides answers to questions surrounding PC-11 compliant oils and the importance of the Volvo T-13 test:

temperature conditions. In fact, PC-11 is the first diesel engine oil specification that includes a dedicated diesel oxidation test. It is much more intensive and severe test than the predecessor Mack T-12 test and is designed to replicate the severity that new CK-4 and FA-4 oils will be put through in modern engines, specifically running oils under extremely high temperatures over long oil drains. In fact, some CJ-4 oils designed to pass the Mack T-12 test wouldn’t be able to finish the T-13 test.

Q: Why is the Volvo T-13 test so critical to the PC-11 category? Alessi: The Volvo T-13 diesel engine oil test was designed specifically for the PC-11 category to measure oxidation under severe high-

Q: What were some of the challenges the task force needed to overcome in creating the test? Alessi: The task force consisted of more than 20 industry leaders with extensive experience, including

present leaders in the trucking maintenance community.

2009

Ron Szapacs

Air Products & Chemicals

1995

Bob Flesher AGA Gas

1981

Harry Fink

Arkansas Best Freight

2008

2007

Peggy Fisher

Lew Flowers

TireStamp

1994

Blaine Johnson Ryder Truck Rental

1980

Charles Ratliff Frito-Lay

U.S. Postal Service

1993

J.W. Robertson ABF Freight Systems

1979

Ken McKibben

researchers, oil marketers and testing laboratories. We started working together in late 2012 and quickly aligned everyone on what the goals should be. The creation of the test was not as easy. Normally it would take miles and miles and thousands of hours to produce these conditions in a normal engine operating in the field, but we only had a fraction of that time. So, it was a difficult balancing act. Q: What do the results show about the new diesel engine oils? Alessi: The oils that passed the Volvo T--13 test showed significant improvements in oxidation stability compared to the predecessor CJ-4 oils. Being able to pass the Volvo T-13 test indicates that an oil is capable of reducing the formation

Hertz-Penske

2006

Thomas Newby

Old Dominion Freight Line

1992

Charlie Jaynes Central Freight Lines

1978

Nolan O’Byrn Sea-Land Services

2005

C. Oren Summer FleetNet America

1991

Donald Dawson Roadway Express

2004

David Foster

Southeastern Freight Lines

1990

Christopher Roach Armellini Express Lines

2003

Robert Deal Deal & Associates

1989

Paul Manwiller Air Products & Chemicals

1977

E.Clair Hill Safeway Stores

of sludge in engines while allowing them to perform at high levels. Q: Will the Volvo T-13 test be used in the future as well? Alessi: Going forward, it’s projected that the Volvo T-13 engine test will become the industry standard oxidation test for diesel oils. When the engine manufacturers originally requested the PC-11 category be put in place, one asset they called for was improved oxidation stability. With the Volvo T-13, they got the right test for that. Q: Finally, what steps should fleets take as they switch to the new CK-4 and/or FA-4 oils? Alessi: It’s important for fleets to know the API’s PC-11 specification will not change many of the best

practices that help drive success. In fact, the only change that most fleets will see is how advanced CK-4 or FA-4 oils can deliver better performance than their previous CJ-4 counterpart. As they transition to CK-4 or FA-4 oils, fleets should work closely with their lubricant suppliers to ensure they choose the right lubricant based on the specific engines they use and the common operating conditions in which their vehicles operate. Also, they should follow OEMrecommended oil drain guidelines and conduct ongoing oil analysis to evaluate the performance benefits of the new engine oil.

IT’S CALLED THE WORK TRUCK SHOW

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technology Taking care of risk Automation takes hold for driver training

MAKING THE LATEST TECHNOLOGY DEVELOPMENTS WORK FOR YOUR FLEET BY AARON HUFF

The automation of driver risk management gives drivers real-time in-cab feedback and coaching to correct behaviors that are risky or wasteful.

hile the information reported by driver safety and compliance technologies may have a short shelf life, the automation of driver risk management gives drivers real-time in-cab feedback and coaching to correct risky or wasteful behaviors. Platforms for video-based safety, driver training and telematics can automate the next step in the process. Systems automatically can assign training modules to complete. Technology can continue to monitor driver skills and behaviors for improvement. If the problem persists, management can be alerted. By automating these steps, technology is lightening the workload so that fleet management can focus their time and resources on other areas. Video safety SmartDrive, provider of a video-based driver safety intelligence platform, has an optional feature in its web-based SmartIQ Suite portal that fleets can use to assign training modules to drivers for the most AUTOMATIC ASSIGNMENT: common types of Training modules can be sent to risk observations, drivers after a risk observation. such as texting, ONE SIZE DOESN’T FIT ALL: speeding and unsafe Fleets can develop their own cusfollowing distances. tomized training modules. Fleets that use REAL-TIME COACHING: Fleets Pro-Tread’s driver have options when automating training modules driver risk management. from Instructional Technologies Inc. typically have them stored on in-cab computing devices. SmartDrive has assigned 10 different Pro-Tread modules for its most common risk observations. Each takes between two and five minutes for drivers to complete. Online training Luma has partnered with StayMetrics to develop a suite of online driver training modules for safety, health and wellness. Fleets that use StayMetrics’ online driver loyalty and rewards

program typically give their drivers points for completing the training modules voluntarily. Luma also works directly with fleets to develop custom training modules and is seeing more demand from fleets that want to integrate the modules with their driver performance and risk management systems. The training modules use a combination of animated video, text, audio and interactive game elements. The training platform captures both feedback from drivers and data that Luma uses to update and improve the learning experience for users. Predictive coaching Geotab’s telematics platform comes with the company’s GO7 device that installs in trucks and sends real-time vehicle, engine and driver performance data to a web-based fleet management portal. The platform integrates with more than 200 products from third-party software developers. A real-time driver coaching application, Go Talk, can be used by fleets to reinforce their safety and compliance policies. The app lets fleets create custom audible alerts for risky behaviors such as speeding, harsh braking and more. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call 385-225-9472.

INTERESTED IN TRUCKING TECHNOLOGY?

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february 2017

technology

INBRIEF • Vusion, a provider of data analytics and full-service fuel tax reporting, entered into a strategic alliance with tax firm Ryan. Vusion consolidates data from GPS coordinates, odometer readings and fuel purchase data to create fuel tax returns and manage compliance. Existing Vusion clients will be able to work with Ryan’s fuel tax consultants to identify possible additional refund opportunities. • Descartes Systems Group, a provider of on-demand Software-as-a-Service logistics solutions, acquired Datamyne, a provider of web-based solutions and business intelligence tools for customers to analyze import and export trade activity. Datamyne collects, cleanses and commercializes logistics trade data to help augment, speed up and simplify trade data research. • Help Inc. announced that PrePass-approved trucks now are eligible for weigh station pre-clearance and bypass at locations near Mt. Pass, Calif.; Superior, Wis.; and Sundance, Wyo. It also recently installed weigh-in-motion scales at two PrePass locations near Cheyenne, Wyo. • Drivewyze’s bypass service now is available at two Ohio weigh stations: Guernsey on Interstate 70 westbound near mile marker 173; and Clinton on I-71 northbound near mile marker 49. • Noregon released an updated training video series with installments that focus on a particular feature or function within JPro Professional and provide viewers with simple-to-follow instructions. Each free video is less than 10 minutes long and is available at JProFleetProducts.com. • ERoad, an integrated technology and services provider, announced that its Electronic Tax Management solution now features IFTA Easy File designed for carriers in certain jurisdictions to reduce the time and complexity of filing quarterly International Fuel Tax Agreement returns. Carriers in California, Connecticut, Delaware, Kentucky, Maine, Maryland, Michigan, Minnesota, New Hampshire and South Dakota can file a quarterly return by logging into their jurisdiction’s online system and sending reports generated by ERoad. • Triumph Business Capital, a provider of factoring and payment processing services for transportation companies,

commercial carrier journal

TMW helping carriers, brokers automate bid requests

MW Systems’ Engage.Bid is a data warehouse tool with an online interface designed for carriers and brokers to automate many of the steps of bid response. When logging in, users see a dashboard view of their current bids and the status of each. A calendar view shows upcoming deadlines TMW Systems’ Engage.Bid is a data warehouse tool with an online interface and the remaining steps for each bid. designed for carriers and brokers to autoUsers import a bid file, or select a bid mate many of the steps of bid response. template, and then go through a series of checklists to customize a bid for a specific customer. Users can import files, add and delete columns, upload company lane-rate matrixes and more. Easy-click options are used to create fuel surcharge and accessorial programs, specify equipment types and automatically verify mileages for rates. When creating a bid package, all of the fields for lane and equipment data are mapped to the pricing data of TMW’s Market Rate Index that is refreshed monthly from data sharing agreements between the software company and carriers that use its enterprise software systems. Users can compare current and historical lane rate data for different customers in one place to understand what their rates have done and what they will do in the future. “You can price with conviction that you are getting the right number,” said Damon Langley, director of solution delivery and decision support. – Aaron Huff

TMW enhances Appian DirectRoute

MW Systems introduced the latest version of its Appian DirectRoute routing and scheduling solution designed to provide seamless end-to-end planning capabilities and deep integration with extensive new mileage and mapping information. TMW said the new version streamlines each step in The new version the planning process – from territory building to scheduling of Appian Directand routing – and offers optional access to historical traffic and Route streamlines each step in the travel time data. planning process and Rather than require the user to toggle between multiple offers optional access applications, DirectRoute now provides a seamless workflow to historical traffic designed to save time and enable users to optimize daily execu- and travel time data. tion while offering access to real-time reporting and analytics. The solution now includes ALK PC Miler Version 30 maps updated to include bridges and tunnels, border crossings, highway exits, truckstops, state weigh stations, Cat Scale weigh stations, all five-digit U.S. ZIP codes, U.S. Department of Defense military installations, highway junctions, commercial truck restrictions and more. Also available is an integrated traffic data mileage and travel time calculator that leverages historical commercial travel time estimates and real-time traffic data to increase route-planning accuracy. Other enhancements are additional route selection options within the embedded optimization tool, new map displays, support for more file types and the ability to reset route start times for a range of routes. – Aaron Huff

february 2017

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technology

INBRIEF

Omnitracs launches Virtual Load View app

implemented HubTran to further automate its back-office operations. HubTran streamlines back-office work for factors and freight brokers with a cloud-based platform that applies sophisticated optical character recognition, machine-learning algorithms and intuitive workflows to help improve productivity and accuracy. • Aljex Software, a provider of web-based transportation management software, announced a partnership with Bam Worldwide, a provider of cash management solutions, for an integrated cash management solution designed for brokers, carriers and third-party logistics providers. Shipment information can be sent automatically from Aljex to Bam, which then handles all invoicing, accounts receivables and accounts payables. • Wex Inc., a provider of corporate payment solutions, signed an agreement with Enterprise Fleet Management in Canada. Wex said the partnership leverages the Canadian fueling locations now available through its acquisition of EFS to deliver its products to EFM’s customers.

mnitracs, a provider of fleet management solutions for transportation and logistics companies, announced an additional mobile application for its Virtual Load View product, a solution that replaces manual tracking of shipments by providing access to real-time Virtual Load View position data data, including the ability to improve tracking and is shared from the Omnitracs Inidentify when loads are falling behind schedule. telligent Vehicle Gateway, from Omnitracs’ Virtual Load View is designed to help the Mobile Computing Platform brokers, shippers and carriers track loads through their unit or through the VLV app. own back-office systems, eliminating manual tracking while identifying problem loads and reducing overhead. Brokers and shippers have the data sent to their back-office system via integration. Position data about the load is shared from the Omnitracs Intelligent Vehicle Gateway, from the Mobile Computing Platform unit or, if no Omnitracs unit is available, through the VLV app that the driver can download from the iOS and Android app stores. “Companies that use Omnitracs’ Virtual Load View can reduce the required resources for real-time load tracking and realize significant ROI by replacing manual tracking of loads with Omnitracs’ VLV solution,” said Jeff Champa, vice president of product management for Omnitracs. – Aaron Huff technology

INBRIEF

Omnitracs launches Virtual Load View app

• FourKites announced that AFN, a third-party logistics provider serving retailers and manufacturers, selected its shipment tracking and visibility solution and will work with key carriers to provide shippers with real-time location updates and estimated arrival times. • Orbcomm, a provider of machine-tomachine and Internet of Things technologies, announced that Chattanooga, Tenn.-based Covenant Transportation Group (CCJ Top 250, No. 41) selected its cold chain telematics system to track, monitor and control its refrigerated trailers with cellular connectivity, wireless fuel and door sensors and a web-based reporting platform to provide customers with temperature, fuel management and maintenance data. • 10-4 Systems, a provider of automated visibility solutions for tracking freight and receiving delivery notifications, announced that Green Bay, Wis.-based Paper Transport Inc. (CCJ Top 250, No. 162) selected its portal to allow shippers, carriers and brokers to access their shipments in real time. Paper Transport will receive alerts and provide updated ETAs via mobile, web and desktop notifications for shipments that are on time, running late, in jeopardy or late.

commercial carrier journal

Stay Metrics pins down early driver turnover • FourKites announced that AFN, a third-party logistics provider serving retailers and manufacturers, selected its shipment tracking and visibility solution and will work with key carriers to provide shippers with real-time location updates and estimated arrival times. • Orbcomm, a provider of machine-tomachine and Internet of Things technologies, announced that Chattanooga, Tenn.-based Covenant Transportation Group (CCJ Top 250, No. 41) selected its cold chain telematics system to track, monitor and control its refrigerated trailers with cellular connectivity, wireless fuel and door sensors and a web-based reporting platform to provide customers with temperature, fuel management and maintenance data.

• 10-4 Systems, a provider of automated visibility solutions for tracking freight and receiving delivery notifications, announced that Green Bay, Wis.-based Paper Transport Inc. (CCJ Top 250, No. 162) selected its portal to allow shippers, carriers and brokers to access their shipments in real time. Paper Transport will receive alerts and provide updated ETAs via mobile, web and desktop notifications for shipments that are on time, running late, in jeopardy or late.

TechDept.indd 36

commercial carrier journal

Stay Metrics pins down early driver turnover

ithin the first 90 days of starting a job, 33 percent of drivers will leave their carriers, and an additional 22 percent will quit within 180 days. The main reasons why drivers leave in the To better manage driver expectafirst 90 days are a lack of industry experience, tions and turnover, Stay Metrics mismatched job expectations – particularly with recommends carriers have a single, respect to home time – and relationships with consistent recruiting message. dispatchers. These and other findings come from Stay Metrics’ recent analysis of more than 24,000 active drivers and 80 motor carrier clients that contribute data to its driver engagement and analytics platform. Research by Stay Metrics shows drivers who quit in 90 days have one or more of the following traits: • Inexperience: 77.3 percent. • Low recruiter satisfaction: 56.4 percent. An even greater percentage of drivers dissatisfied with their carrier’s recruitment process (64.3) left after one year. • High degree of work-family conflict: 60.2 percent. • Home time less than expected: 93.4 percent. • Low dispatcher satisfaction: 72.3 percent. Turnover among drivers dissatisfied with their dispatchers is even higher among those with little industry experience. To better manage driver expectations, Stay Metrics recommends carriers have a single, consistent recruiting message that is repeated during orientation and onboarding and includes specifics for what drivers can expect for earnings and home time, among other areas. – Aaron Huff

february 2017

1/25/17 10:11 AM

february 2017

JOIN US IN

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Sponsors Dana Holding Corporation | Eaton Omnitracs LLC | Shell Lubricants

MAY 2224 | 2017 A

EVENT

INNOVATORS

U.S. Xpress drives fleet maintenance to the next level with business intelligence BY AARON HUFF

erry Mead can monitor the key performance metrics of his job at any time, inside or outside the office. He pays especially close attention to the number of trucks in the shop that are beyond their promised due dates. This type of information was not available to Mead when he came to U.S. Xpress almost four years ago. At the time, the Chattanooga, Tenn.-based truckload carrier (CCJ Top 250, No. 14) had plenty of information, he says, but “you had to go to people and ask for it.” In 2014, U.S. Xpress began to apply Lean and Six Sigma management practices throughout the organization. Mead, senior vice president of fleet maintenance, joined a steering committee of executives responsible for selecting projects and providing direction for continuous improvement initiatives. The Continuous Improvement steering committee wanted to eliminate the “time wasters” and “lag points” that kept trucks on the sidelines. However, the time and effort it took to identify which trucks were in the shop on any given day, and how long they had been sitting, was “beyond enormous,” he says. This and other shortfalls in reporting information were a result of having disparate IT systems and databases. Another problem: The information being shared among departments lacked standard definitions. A report might show the number of “dispatched” and “not dispatched” trucks. The same terms had different meanings to people in operations and maintenance, and it wasn’t always clear who was responsible to get “not dispatched” trucks moving. “Everyone had their own things going on,” says Mead. Getting the CIO involved In 2015, Mead began working with Jeff Seibenhener, U.S. Xpress’ chief information officer, as part of the continuous improvement efforts. With other resources and

U.S. XPRESS Chattanooga, Tenn. brainpower, they initiated a project to consolidate and centralize the reporting of real-time metrics to determine the true lifecycle cost of the fleet’s assets. By late 2015, the team had laid the groundwork for a new business intelligence system with next-level capabilities. The project’s scope was more complex than accounting for the acquisition, depreciation and disposal costs of tractors and trailers. It had to include all of the pertinent metrics for asset availability, utilization, velocity, throughput and more, Mead says. To develop the system, Seibenhener and his IT department used the Microsoft BI stack to create a data warehouse, data cubes and analytical processes that take transactional data from various sources and transform it to smart, fast and consumable information. In addition to developing the new software, Seibenhener and Mead also had to get the stakeholders in operations and maintenance to agree on standard definitions for data. Once the definitions were settled and all of the necessary information was in one place, the company began to drive new efficiencies “by not continuing to operate in silos,” he says. Business intelligence The new BI application’s user interface consists of a portal with various reports. The interface was developed using a Microsoft Sharepoint dashboard and report center, Seibenhener says.

The truckload hauler develops a system to increase equipment utilization while reducing expenses.

commercial carrier journal | february 2017

All of the reports in the BI portal came from Rapid Improvement Events in the Lean Six Sigma structure and were facilitated by a “black belt” who brought together cross-functional resources from different departments, says Paula Logan, vice president of continuous improvement for U.S. Xpress. Hover boxes are used in all reports to show users the formula and definitions of the values in each row and column. By doing this, there is never any guessing about what each value means or how it is derived, Seibenhener says. A Tractor Velocity Report shows the number of “Dispatched” and “Available” trucks, among many other metrics. The report is used in a number of ways to increase asset utilization. Mead used the live report on Jan. 11 as an example. “I see that our dedicated division has 55 trucks available, unseated, for an average of 136 hours,” he says. “When (operations) are hollering for trucks, I can say ‘Timeout. You already have trucks. You just need to go get these trucks.’ ” As with other portal reports, the Tractor Velocity Report separates metrics into different sections or buckets. Each section uses a different color to represent the person who is responsible for the metrics. All of the reports have a button in the top-right corner that says: “USAGE last 7 days.” Clicking on this shows how frequently employees have used the report to drive accountability. One section in the Tractor Velocity Report is “Unseated Trucks—Shop.” Two of the metrics here show the number of trucks in U.S. Xpress’ dedicated and overthe-road divisions that have been in the

Gerry Mead, left, senior vice president of maintenance for U.S. Xpress, and Jeff Seibenhener, chief information officer, worked together to create a true lifecycle costing system for assets.

shop for more than 24 hours. Users can find out why the trucks are in the shop and take actions to improve efficiency. Another report, Standard Repair Times, shows how efficiently the shops are completing repairs. Each type of repair is represented by an icon that is colored green, yellow or red depending on how the average repair time is trending in relation to the fleet’s SRT. By clicking on the icon for battery repair, a user could see the technicians who exceeded the SRT, along with their location and other details. The report also shows trends that need to be addressed. Changing PMs One of the most important reports for Mead shows failures that occur between preventive maintenance events. The company currently is 92 percent efficient, meaning only 8 percent of its trucks return to shops between PMs. Mead and others have used this report to make 24 adjustments to its PM services to reduce downtime and maximize efficiencies. One report automatically notifies fleet managers when their trucks are 5,000 miles away from a scheduled PM. The report color-codes trucks in yellow when they are due for service in 2,500 miles.

U.S. Xpress’ operations and maintenance departments use BI tools to improve asset utilization. One report, Standard Repair Times, shows how efficiently the shops are completing repairs.

commercial carrier journal | february 2017

Trucks grouped in red are overdue, and managers are expected to get them to a shop within 24 hours. The maintenance department also uses a BI report that identifies failure trends based on mileages, driver longevity and vehicle specification. The report helps to determine which parts should be replaced during a PM service before they fail. U.S. Xpress recently began replacing a shock on a certain vehicle spec, Mead says. Other benefits Benefits of the BI system have been widespread. One result is a dramatic increase in response time by fleet maintenance during the last 18 months. When drivers and vendors call to report a breakdown or discuss a purchase order, transactions happen quickly to keep trucks moving. Overall, the average number of days that trucks are in the shop following an accident has dropped from 30 days to under seven. The time that trucks are in shops for repairs has decreased from more than seven days to less than four, Mead says. With a fleet of 7,000 trucks, the number of trucks with overdue PMs is in the single digits. These and other improvements have increased asset utilization and generated millions in extra revenue. “We are seeing more of that collaboration, relationship-building and teaching of others throughout the organization,” Seibenhener says. 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.

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Monitor safety, enhance productivity OnCommand™ Connection and ADAS systems help fleets operate safely

nCommand™ Connection is part of the OnCommand™ family of fleet management services designed to keep your vehicles moving and your profits rising. Through a single portal, you can monitor your fleet in real time, identify equipment maintenance issues and evaluate how safely your drivers operate. Charles Chilton, product development executive for International Truck answers your questions about how OnCommand Connection integrates best safety practices into your fleet. Chilton has 25+ years of progressive leadership experience spanning product development, engineering, customer and business relationships and problem solving.

What OnCommand Connection preventative maintenance diagnostics are available to help fleets identify possible issues before they turn into safety hazards?

Any mechanical problem with a commercial truck can turn into a safety issue if the problem causes the vehicle to be stopped on the side of the road. Stopped trucks and their drivers are a hazard to other drivers and also put the driver and truck at risk for accidents. But with OnCommand Connection (OCC), fleet managers, technicians and drivers are alerted to any fault generated by the truck’s systems so the issue can be addressed

immediately, before it becomes a catastrophe and a safety hazard.

How can OCC help promote safety and encourage drivers to engage in safe driving practices?

An important element of safe driving is maintaining a safe vehicle. A vehicle is safe if all of its systems and components are in good working order. OCC helps by notifying a driver or a fleet of a Stop Now or Service Immediately condition and a safe driver knows to pay attention to this important advice. Because OCC provides vehicle health information and trouble codes in simple language, valuable time isn’t

Charles Chilton

wasted trying to translate a cryptic code from the J1939 bus into the steps the driver and his or her fleet manager need to take right away to avoid vehicledisabling conditions and protect the safety of the driver.

What future OCC product features can we expect to help create a safer work environment for drivers?

OCC can report any data made available on the vehicles communication network (the J1939 CAN bus). As truck and bus technology evolves, the amount of data communicated on the vehicle network will grow exponentially. OCC will adapt many

features of the new technologies and analyze the “big data” created. Some of the benefits will include higher resolution and frequency of data reported in OCC, as well as integration with back-end systems. For example, right now OCC’s mapping feature shows the location of the vehicle, the weather conditions, and the dealerships, repair shops, tire stores, truck stops and other services in the vicinity of a vehicle. In the future OCC can integrate with Dealer Management Systems that can automatically create – in response to a problem report from OCC – a repair estimate that can help the driver choose the closest, most economical option for a vehicle repair.

How do fault code action plans play a role in keeping drivers current with the health of their vehicles?

Fault Code Action Plans not only tell the what for vehicle health, but the why and the how. When a fault code is triggered on a vehicle the only information available from the code itself is a cryptic number combination. A commercial truck or a bus can generate over 30,000 different fault codes. So you can see that with just a numeric code description it would be impossible to memorize and understand all 30,000. But the OCC team has developed over 18,000 Fault Code Action Plans that fully describe what the codes mean, what the impact is to the vehicle, what questions to ask the driver to fully assess the vehicle’s status, and what to do to fix the problem. This means less chance the vehicle will end up on the side of the road, endangering the driver, the vehicle, other drivers, and even school children in the case of school buses.

As technology evolves and more system integration becomes possible, could you see safety systems such as lane departure warning, cameras, predictive cruise control and collision avoidance becoming

integrated with OnCommand Connection?

Since Advanced Driver Assistance Systems (“ADAS”) communicate over the vehicle CAN bus, information could be collected from them and reported in OCC. Some of this information could help drivers assess and modify their driving skills. For example, frequent occurrences of lane departures and collision avoidance events coupled with route information could point to opportunities for improved driving practices, like handling close turns or steep inclines. This would help provide incident information to the fleet manager in realtime so corrective action can be made with the driver immediately.

What are some examples of Advanced Drive Assistance Systems and why are they important – aren’t they really just a convenience?

It’s true that ADAS systems begin with simple convenience tools, like power steering, cruise control, automated gear changing, traction control and antilock braking systems. But these systems go beyond mere convenience and are especially helpful for truck drivers. They act as skill compensators, making it easier and safer for drivers to address challenging road conditions. The same goes for advances in electronic stability control, which actively assesses road conditions to adjust vehicle handling and reduce potential skidding and rollovers.

What Advanced Driver Assistance Systems are currently being used, and which do you think are most effective in keeping drivers safe?

Our tractors leverage the full suite of commercially available ADAS systems that are available today, and we were the first OEM to make a collision mitigation system standard equipment on our new on-highway LT Series trucks. We also incorporate adaptive cruise control, which uses laser- and radar-based systems to help trucks maintain a safe distance from the vehicle ahead. Our ADAS systems are also complemented by technologies like radar and digital cameras to compensate for drivers’ blind spots and detect lane departures.

What ADAS advances do you see in the future that addresses safety?

In the future ADAS technologies will be working together to create even more impressive advances, like detecting objects in a vehicle’s path, alerting the driver, then automatically braking and steering the vehicle – if necessary – in advance of a potential collision. There will be more focus on risk mitigation since that is a powerful motivator. Trucks and their cargos are significantly bigger than passenger vehicles and truck accidents can carry major price tags. By reducing the kinetic energy of an accident, such systems can mitigate both personal injury and property damage. Ultimately, the goal is to convert most accidents into near-misses – or better.

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InternationalTrucks.com/OTA

President Trump has called for greater spending on highways and bridges, but OOIDA warns that his push for greater private investment in infrastructure could lead to more tolls. Trump’s pick for DOT Secretary, Elaine Chao, is considered to have experience that will help guide major investments in U.S. infrastructure.

Republican control in D.C. gives industry hope for loosened regulatory environment, more infrastructure spending

BY JAMES JAILLET

hile the federal government’s electronic logging device mandate likely is shielded from interference by President Trump, Republican control in Washington gives the trucking industry hope for a loosened and more accountable regulatory environment, industry groups say. Opportunities for trucking regulatory reform do exist, say trucking trade associations and analysts, but not to the extent some may hope. On a broader note, industry lobbyists hope Trump forces the U.S. Department of Transportation to overhaul

the way its Federal Motor Carrier Safety Administration develops new trucking regulations and have the agency build better relations with the industry it regulates. “We’re all going to find out if Trump and the Republicans can deliver,” says Joe Rajkovacz, director of governmental affairs for the Western States Trucking Association. “FMCSA positions on many issues are politically influenced. It is now time for Republicans to reverse FMCSA’s adversarial relationship with the trucking industry. The Federal Aviation Administration doesn’t approach the airline industry as the ‘enemy of the state.’ ”

Rajkovacz, a former owner-operator, says his group wants Trump to sign executive orders to “significantly beef up” how FMCSA determines the perceived benefits of its regulations. WSTA hopes the new administration places a greater emphasis on resultsbased regulations than previous administrations, he says. “When it comes to DOT, they always couch everything from a safety perspective, but then there is no retrospective review to find out if their regulations actually achieved what they originally claimed in the first place,” Rajkovacz says. The American Trucking Associations also plans to urge the Trump administration to push FMCSA toward “a more inclusive and data-driven regulatory process,” says Bill Sullivan, ATA’s executive vice president for advocacy, “one focused on good, sound safety and economic outcomes, rather than a process that drafts regulatory solutions in search of problems.” Opportunities also exist for derailing efforts by states, notably California, to regulate truckers and carriers. This would include “things like preempting the patchwork of state-level regulations on the trucking industry, such as state meal and rest break rules or unwinding other labor-related rules,” Sullivan says. Trump in late November announced Elaine Chao as his nominee for Secretary of Transportation. Chao served as Labor Secretary under President George W. Bush. A longtime Washington insider, Chao is seen as a good fit to oversee Trump’s push for major infrastructure investments. Trump soon will name a new FMCSA head. ELDS, HOURS OF SERVICE AND EMISSIONS REGS The ELD mandate, which became law last December and gave carriers two years to comply, was required by

commercial carrier journal

| february 2017 53

BUSINESS | TRUMP AND TRUCKING

With inflation since then, plus fuel-efficiency improvements in all vehicles, the fixed-rate arrangement has produced tens of billions in highway funding deficits. Because fuel tax increases are unpopular with voters, there’s been no concerted effort on Capitol Hill for change. Kidd says Congress could act as early as this year on a major infrastructure funding bill. He says Trump has hinted at bonds, which have proven to be an effective way to finance infrastructure by borrowing against future fuel tax revenue. “It will be interesting to see what would be supported by trucking companies,” he says. “We always want better roads until we look around and see who’s going to pay for them.” Trump also has mentioned a national infrastructure bank, an idea often proposed by Democrats but never acted upon by Congress. President Obama pushed for such a mechanism several times, but the idea fell flat with Republicans in Congress. It’s unclear whether GOP officials now will support a dedicated infrastructure fund with Trump’s backing.

Congress in 2012. Since that was done with a strong Republican majority in the House, it “would be farfetched” to expect Congress to walk back regulations it initiated, says Lane Kidd, head of the Trucking Alliance, a carrier coalition. Todd Spencer, executive vice president of the Owner-Operator Independent Drivers Association, agrees, noting that “even some Tea Party Republicans” supported the measure. However, tractor-trailer emissions regulations finalized last year by the U.S. Environmental Protection Agency could be a target for the Trump administration, Kidd and Spencer agree. The new standards take hold this year and will be phased in through 2027. Spencer sees an opportunity to have the Phase 2 regulations re-evaluated or have their 10-year implementation period extended. Hours of service reform also may be on the table, says Rajkovacz. His group plans to pursue a redaction of the 30-minute break requirement implemented in 2013 and a return of split-sleeper berth time as a way to make the 14-hour rule more flexible.

lyst Jonathan Starks, chief operating officer of transportation research group FTR. “Lots of candidates have called for good investment in infrastructure, but the trouble is coming up with mechanisms to pay for it,” he says. Trump says he would offer tax incentives to private businesses for investing in infrastructure projects. The closest Trump came to suggesting how things might be paid for is through privatizing,” Spencer says. “That sounds good to the financial community, but it generally doesn’t play out that well on Main Street — it simply means more tolls. The triedand-true mechanism of paying for roads and bridges is through fuel taxes. If that’s ruled out, the dilemma gets bigger and harder to resolve.” Trump has not mentioned fuel taxes, so the longstanding stalemate over highway funding could continue. For more than a decade, some groups have lobbied for revamping the fuel tax structure that supports the Highway Trust Fund. The federal motor fuels tax is based on cents-pergallon formulas that haven’t changed since 1993.

INFRASTRUCTURE, PRIVATIZATION AND TOLLS Trump has called for spending $1 trillion on infrastructure projects. “We will build new roads and highways and bridges and airports and tunnels and railways all across our wonderful nation,” he said in his inauguration speech. “We will get our people off of welfare and back to work, rebuilding our country with American hands and American labor.” A major infrastructure package will be challenging to pass, says Spencer, especially since Congress changed little in the election. “Pretty much all of the same players are still there,” he says. The challenge is funding, says ana-

The electronic logging device mandate is expected to remain intact with Trump in the White House, but there’s hope for regulatory changes elsewhere, including emissions regulations, hours of service and greater scrutiny of how regulators interact with trucking.

commercial carrier journal

| february 2017

CONGRATULATIONS,

FINALISTS!

These six truckers have been named finalists in the Driver of the Year Contest, produced by the Truckload Carriers Association, Overdrive and Truckers News. The Owner-Operator of the Year and the Company Driver of the Year will each win $25,000. Runners-up will receive $2,500 each. Winners will be announced March 28!

OWNER-OPERATOR OF THE YEAR

Philip Keith, leased to WEL Companies

Kevin Kocmich, leased to Diamond Transportation

Gary Buchs, leased to Landstar Systems

COMPANY DRIVER OF THE YEAR

William Poteet, Saddle Creek Transportation

David McGowan, WEL Companies

Murray Manuliak, Bison Transport

Check OverdriveOnline.com, TruckersNews.com and Overdrive magazine to read about the finalists.

Sponsored by:

Truckload.org/Driver-of-the-Year

New technologies help fleets, drivers make the most of their downtime BY AARON HUFF

he time that drivers waste searching for truck parking spots is not captured by electronic logging devices, telematics systems or other mobile technologies that record driving hours. To understand the productivity impacts of parking shortages, the American Transportation Research Institute asked truck drivers to complete parking diaries. Between June and September 2016, ATRI collected 148 diaries; each contained a 14-day record of parking activities at locations nationwide. Researchers discovered that truckers lost 56 minutes per day, on average, to search for parking to spend their required hours-of-service breaks and for other reasons. Parking services have become a hot commodity. The study found drivers predominantly use websites and smartphone applications (55.5 percent) to find parking. Nearly half said they have used parking reservation systems, and 15 percent said the fees are covered by their carriers.

Truckstop reservations All major truckstop chains have mobile driver apps. One of the most recently added functions is real-time parking information and reservations. Travel Centers of America provides available parking counts for TA and Petro locations through its free TruckSmart driver app. The counts show a location’s “total parking spaces” and “available parking spaces,” and the information is refreshed every two hours. A “Reserve-It!” parking program enables drivers to reserve parking spots. Travel Centers of America plans to add similar functionality to its website to allow fleet personnel to order and pay for spots, says Tom Liutkus, senior vice president of marketing and public relations. The cost of parking reservations at TA-Petro locations currently averages around $12 to $13, Liutkus says. 56

commercial carrier journal

| february 2017

Comdata’s Hotel Network allows drivers to use a mobile app to search for hotels by location, make a reservation and upon check-in, present their fleet-issued Comdata card to pay.

Pilot Flying J’s MyPilot mobile app enables cardless fuel transactions. More than 36,000 fuel cards now are registered in the app that drivers use to conduct more than 3,000 daily fuel transactions. Parking availability and reservations soon will be available in the app, says Ken Parent, Pilot Flying J president. The company has installed parking sensors in 28 locations to provide accurate real-time parking availability information.

Entertainment options Searching for parking is not the only type of unproductive driving activity. Some factors unrelated to parking shortages may cause drivers to stop too frequently or extend their stays. Perhaps it could be local attractions or amenities of certain parking locations, or the opportunity to watch a favorite TV show or NFL game in the sleeper bunk. EpicVue’s DirecTV service for fleets is offered in contracts of three or five years with a flat monthly fee per truck. The EpicVue subscription is full service and includes equipment and maintenance for the mobile antennas, 24-inch televisions, DVR receivers and more than 100 channels with HBO, Showtime and NFL Sunday Ticket. In the beginning, fleet owners were receptive to this offering but concerned they would lose productivity, says Lance Platt, EpicVue chief executive officer. “There was a real concern in the beginning that drivers TA-Petro’s TruckSmart driver would watch too much TV app shows parking information or be drowsy,” Platt says. for locations. Soon, fleets will “We have yet to hear a single be able to reserve spots online.

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TECHNOLOGY: TRUCK PARKING complaint or concern around either of those.” One reason why productivity has not been an issue is that drivers can record up to 600 hours of content on the DVR. EpicVue recently surveyed about 50 drivers and asked how

PARKING APPS

much time they spend watching TV each day; one hour per day was the average response. EpicVue has a stationary product that streams and records programs only when trucks are parked, as well as an in-motion product that allows drivers to record shows while moving. The in-motion product is most popular among fleets with team drivers, as live TV can be viewed and recorded in the sleeper bunk, Platt says.

While the DAT Trucker app includes DAT’s load board functionality, it also features parking

Hotel stays

information and other locators. Users can filter

In 2010, liquid bulk hauler Carbon Express replaced its sleeper cabs with daycabs to increase payload and revenue. While this gave the Wharton, N.J.-based fleet 20 percent more capacity than its competitors with sleeper cabs, it now had to pay for hotel rooms. “When we got rid of sleeper cabs, we did it to get more business,” says Steve Rush, the company’s president. “At the end of the day, we saw what hotel rooms did for drivers. It improves their self-respect and dignity. If you ask our drivers, the majority will tell you they couldn’t go work for someone else and sleep in the back of a truck.” Rush credits the hotel stays for Carbon’s low turnover rate and says drivers prefer the predictability of knowing where and when they will find truck parking and hotels along their routes. Drivers carry an American Express corporate lodging card and book their own stays. Increased revenue from more payload capacity, the lower equipment costs of daycabs and the savings from reduced turnover are not the only factors that can make hotels a preferred alternative. In December 2015, Comdata established a Hotel Network that helps drivers find lodging options with confirmed truck parking spaces at discounted rates. The program guarantees 20 percent off the lowest published price at over 12,000 participating hotels nationwide. Motor carriers with company drivers, owner-operators or both are able to use their Comdata fleet card program to pay for hotels in the event of a layover, an equipment breakdown and for other reasons. Drivers can use a mobile app to search for hotels by location, make a reservation and upon check-in present their fleet-issued Comdata card to pay. Fleets can have the cost automatically deducted from the driver’s pay through an integration with their back-office systems. Comdata says that during the network’s first year, fleets saved about $800,000 with nearly 50,000 nights stayed. The average savings is $15 to $20 per night. New technologies that address truck parking activities, entertainment options and overnight stays are benefiting both fleet productivity and driver satisfaction.

by break locations, which include truckstops and rest areas, truckstops only, truck-friendly hotels, weigh stations, fueling locations and service locations. For any truckstop on its map, the app has the number of parking spaces and if pay-to-park is an option. Park My Truck is an initiative of the National Association of Truck Stop Operators and others that allows users to view nearby parking locations at ranges from 50 to 250 miles away. It shows the current distance from the parking locations, the total number of spaces at the location and the number of open spaces, which is updated by the operators of the truckstop or parking location. When a phone is opened in an area with cell service, the Road Breakers app stores the data to the phone to use it later even if service is unavailable. When a destination is entered, users can see the parking locations around that area. The app also highlights the amenities of each location and the parking lot’s general size. Truckbubba allows users to input their destination for the day to see what they can expect when they arrive, based on information provided by drivers using the app. Truckbubba also routes a trip and shows parking locations along the way. The map feature also can show current traffic conditions along the selected route, as well as fuel and weigh station locations. Trucker Path’s parking data is crowdsourced, and its accuracy is based on the information provided by drivers. When a location such as a truckstop or rest area is selected, it will show the most recent parking updates. Trucker Path also provides a full history of a selected location to get an idea of the hours when the parking lot tends to be full or open. – Matt Cole

commercial carrier journal

| february 2017

Contract maintenance typically offers two general paths: Guaranteed, which functions similar to a full-service lease for all services; and ‘pegged maintenance’ from a select menu of services.

Fleets have homework when selecting a maintenance provider BY JASON CANNON

he increasingly complex and technological sophistication needed to service a wide product mix, coupled with the expensive infrastructure needed to support them, has a growing number of fleets relying on third-party partners to manage truck maintenance. Among the benefits of vendor-based maintenance are removing the financial burdens associated with staffing technicians and buying specialty equipment, tools, computers and software license fees – all of which can put a strain on fleet profits. “One of our greatest challenges is finding, developing and retaining good quality technicians,” says Joe Puff, vice president of truck technology and maintenance for NationaLease. It’s not unusual for a shop to spend $100,000 a year on technician training, he says. “A shop really needs a steady flow of each specialty workload to make these investments pay off.” Six-figure training expenses are the norm industry-wide when trying to keep up with current truck and maintenance technologies, and Puff says cutting corners will result in added downtime. “If a shop takes shortcuts on schooling and tooling, it can be

an extremely costly mistake,” he says. “Misdiagnosis, circumventing proper protocols and lack of knowledge may not show up right away.” In many cases, these inefficiencies can go on for years and may never be uncovered, Puff says. “Often the root cause is unfairly pointed at OEMs, drivers, component parts and so on.” Expert diagnoses The significant investment, coupled with the complexities of upkeep and repairs, makes it difficult for a fleet to maintain its own vehicles unless that’s one of its core business competencies. “A service contract for a fleet can allow for an organization to focus on the core business and let someone else deal with the complexities of maintaining the fleet,” says Taki Darakos, vice president of maintenance for Transervice Companies. “It’s important to partner with an organization that can support the fleet properly, leading to better economics.” Puff, using the medical industry as an analogy, says the same principle applies when someone goes to a family doctor for commercial carrier journal

| february 2017 59

EQUIPMENT: THIRD-PARTY MAINTENANCE routine and preventive care but sees a cardiologist for heart and vascular concerns. “The family doctor may be able to treat some cardio concerns but may not be ‘schooled and tooled’ to be classified as a specialist,” he says. “The cardiologist invests a lot of time in targeted training to be a cardio specialist and therefore may not be the best person for routine care.” If vehicle maintenance is not a core competency, then a fleet should consider farming it out, Puff says. “A shop can go broke trying to make technicians become specialists for each complex function or component,” he says. Since truck maintenance isn’t a revenue stream for most truck-

Need a maintenance provider? Ask these questions When considering a third-party maintenance provider, Rick Tapp, maintenance manager for PacLease, suggests asking vendors these questions: • What current technology is employed in your shop to service the brand of vehicle being operated? • Do you have qualified technicians and service facilities that match up well to the distribution centers where we have trucks domiciled? • Can I experience the expected service on a trial basis? • Do your shop hours fit my schedule for when I am on the road and when my trucks are available for service? • What other services can you provide – fuel tax reporting, fuel purchasing, over-the-road emergency repairs, tire programs? • What experience do you have working on my truck models and brands of equipment? • What are your technician training levels and tenure? • Do you have factory training and certifications, or ASE certifications? • Do you have mandatory training requirements? • What diagnostic tools do you have available in your shops? • What are my expected wait times to get into the shop for diagnosis or repairs for scheduled and unscheduled repairs? • Do you track when my services are due and notify me, or do I need to contact you? • What are your standard service intervals, and how does that coincide with the schedules and duty cycles of my equipment? – Jason Cannon

commercial carrier journal

| february 2017

ing companies, partnering with a vendor allows fleets to focus on the things that do drive profits, such as hauling freight. “It allows you to focus on selling yourself and the product that you can make money on, and not have to worry about the maintenance,” says Mike Maudlin, vice president and general manager of Orlando, Fla.-based Maudlin International Trucks. Maintenance contracts Contract maintenance typically offers two general paths. One is guaranteed, which functions similar to a full-service lease, the terms of which can range from three to seven years. “The other path is ‘pegged maintenance,’ where services received are from a menu of services,” says Rick Tapp, maintenance manager for PacLease. “There is agreed parts and labor pricing, along with level pricing coupled with a quarterly or annual reconciliation of cost, with a lump sum payment or credit.” Some maintenance providers also provide substitute vehicles, 24/7 emergency service, washing and licensing. “These options are designed so customers can decide which options make the most sense for them without paying for things they don’t need,” Puff says. Contract maintenance can take a lot of the stress off a fleet’s maintenance personnel, especially if the vendor can offer warranty repairs. “[Fleets] want that line in the sand that they know what it’s going to [cost],” Maudlin says. Darakos says service contracts are great for organizations that understand that maintenance is important to the success of the core business, but do not want to get into the business of maintenance management themselves. “Contract maintenance with a dealer helps you forecast your maintenance expense,” says Scott Dixon, service operations manager for Montgomery, Ala.-based Four Star Freightliner. If service and maintenance are out of a fleet’s comfort zone, it may be better to go with a preventive maintenance-only service. “You may not want to sign a full maintenance contract,” Tapp says. “Just pay as you go.” A full-service contract with a national reach can unlock an entire service network to previously negotiated rates. Maudlin’s dealership is an IdeaLease affiliate, and if one of his customers has an issue on the road, IdeaLease will direct the truck to the closest location for repair. “We will then notify the dealership the truck is on the way with the make, the VIN and all the information we need to start assessment before the truck ever arrives,” Maudlin says. “Then we just do the [maintenance] work.” Maintenance contracts include a negotiated price for labor and can cover a range of services from preventive maintenance to oil changes and full service, and can allow for customization that lets the fleet better manage its costs by negotiating agreed-upon rates on the front end.

EQUIPMENT: THIRD-PARTY MAINTENANCE Tapp says a contract’s a la carte portion might highlight preventive maintenance only, preventive maintenance and repairs, tires included or not, or washing included or not. “There are numerous other menu items, such as fuel, fuel tax reporting, licensing, insurance, centralized billing,” he says. “All of these would be value-added services wrapped around the operation of the fleet of vehicles.” Data collection regarding the fleet’s operational characteristics is important in building out the agreement’s parameters, Darakos says. “A fleet inspection is recommended and typically done on the front end,” he says. “It helps level and set the relationship. A baseline is established, and any noted deficiencies would be discussed and addressed through a mutually agreed-upon plan.” Dixon says it’s often easier for dealers to price contract maintenance for regional fleets due to the predictability that their trucks are likely to remain within a given dealership’s footprint. For nationwide carriers, many OEMs offer contract maintenance through their dealer-based warranty systems and offer reciprocation services – meaning any dealer branded by your OEM can perform services at the predetermined rate, even if it’s not “your” dealer. “No matter where you are, it’s like warranty work,” Dixon says. Turning to your dealer Dealer-based maintenance can be attractive for fleets because there’s already a relationship between dealers and OEMs. For fleets that don’t want to be locked into a contract, that history can be comforting when coupled with the OEM’s brand equity that the dealer can provide. “Dealers get all the factory ties,” Dixon says. “Whenever somebody buys a truck, there’s always the hidden aspect of support.” The hidden value of support often reveals itself in instances when a dealer has to go to bat for a customer over an issue with an OEM. “If somebody uses a dealer for service operations, if there is an issue that might go outside of warranty – maybe it’s in what I call the gray area, where it’s not the unit’s fault, it’s not the customer’s fault and it’s not the dealer’s fault – a dealer can get the involvement of the OEM rep,” Dixon says. “A good dealer will call on the OEM and say ‘we have to find a way to help this customer.’ ” Dealer technicians also have an advantage because they have more access to current training on their individual makes. “[Dealers] have the highest-trained technicians, and we spend the most money on training,” Maudlin says. “All OEMs make you buy the latest and greatest tools and go through the most current training, and it’s ongoing. That’s part of what you sign up for when you get your franchise.” Another benefit of dealer-based service, Dixon says, is the warranty that accompanies repairs beyond the part itself.

“Since a dealer installed it, you get warranty on the labor,” he says. “If a part fails, a dealer would replace it at no cost, but at some independent shops, the warranty would cover the part, but you’d have to pay again for the labor to fix it a second time.” Recalls seemingly are part of owning any vehicle, and Dixon says by selecting a dealer-based maintenance service, a fleet has a partner ready to help manage that process. “When you bring a truck to a dealer, they look up any campaigns, even for trucks out of warranty,” he says. “Those campaigns don’t cost you any money.” Before tackling a complex mechanical issue yourself, consider outsourcing your repairs to an expert.

Selecting a service partner Darakos says fleets should evaluate a potential vendor’s national parts pricing, OEM relationships, customer base and references, technician training and certifications, maintenance software, fee structure and culture to determine if it’s a process-driven environment that can be scaled to what is needed. “Partners can vary from organizations like TA or Speedco to dedicated maintenance service providers like Transervice,” he says. “The service provider can either follow an existing maintenance program or schedule, possibly offering improvements, or leverage their relationships, industry knowledge and experience to develop the right program for the fleet. As a customer, you are paying for this expertise typically in the form of an agreed-upon service charge or a fixed fee.” But simply farming out maintenance isn’t likely to solve any issues if the fleet isn’t equipped to organize the work and the trucks. “Fleets that are looking at outsourcing services should first see if they have tools internally to manage those,” says Michael Riemer, vice president of product and channel marketing for Decisiv. “If you’re a local fleet and you don’t have a lot of choices, your first question should be ‘Who is in my area, and what kind of services do they offer?’ ” Riemer says fleets should talk with vendors about the types of tools and capabilities they have to provide the information and transparency they need. “Do they have a communication method that’s not just emailbased?” he says. commercial carrier journal

| february 2017 61

Reefer alternator line

Prestolite’s LoadHandler refrigeration alternators are engineered for high-efficiency performance in multi-temperature and multi-stop cold-chain applications. The drop-in replacement alternators have a heavy-duty housing and a dual internal fan design that helps maintain optimum bearing temperatures while minimizing heat damage. The 12-volt alternators have 70- and 105-amp outputs and are available for Carrier Transicold transportation refrigeration units using Kubota and other engines. Prestolite Electric/Leece-Neville Heavy-Duty Systems, www.loadhandlerproducts.com, 866-463-7078

Continuous battery charger Purkeys’ 100-amp Pack Accelerated Charger is designed to charge batteries safely and keep them at a functioning state. The PAC is engineered to be compatible with both absorbed glass mat and flooded-cell batteries and to be continuous to help decrease recharge time. It can charge up to eight batteries simultaneously without removing them from the vehicle and shows how long it will take the batteries to charge based on voltage and the number of them being charged. Purkeys, www.purkeys.net, 800-219-1269

LED headlights

Grote’s 4x6 Forward Lighting LED headlights are designed for four-lamp systems as a halogen or HID replacement. They are available in both low and high beam, providing 630 and 900 effective lumens, and are constructed with a diecast aluminum housing that includes a hard-coated UV-protected lens built to resist cracking and yellowing. The lights are operable with 12- or 24-volt systems. Grote Industries, www.grote.com, 800-628-0809

commercial carrier journal | february 2017

Axle fastener

Stemco’s Zip-Torq single-piece axle fastener is designed to simplify and streamline wheel-end bearing adjustment by eliminating the need for special tools and loose components such as clips, keepers, snap rings and screws. The heavy-duty mechanism’s high-strength wave spring is engineered to maintain consistent self-locking force and help prevent inadvertent backoff. Stemco, www.stemco.com, 800-527-8492

PRODUCTS

Lubricant lineup

TRP’s lineup of lubricants for all makes of trucks and buses includes TRP Engine Oil, TRP Synthetic Transmission Oil and TRP Synthetic Gear Oil. Formulated to guard against wear and corrosion in demanding applications, the products are designed to help protect axle components, transmissions and engines for longer life and smoother operation across a wide range of conditions. TRP Parts, www.trptruckandtrailerparts.com

Trailer dome lamp

Phillips’ Permalite XB LED high-efficiency trailer dome lamp has 20 LEDs and 2,200 lumens for added brightness and runs on a 12- or 24-volt system. The lamp has a slim, lightweight design and universal mounting holes to fit most applications and is designed to work in extreme temperatures from -40 to 176 degrees Fahrenheit. It features an aluminum housing with a powder-coated finish and clear polycarbonate lens, while a silicone seal helps protect the components from moisture buildup. The 14-gauge wires are protected by an additional layer of the company’s proprietary Sta-Dry jacketing to guard against corrosion, and male 0.180-bullet connectors on the wires help simplify installation. A passive infrared motion sensor turns on the dome lamp when activity is detected, and the lamp will shut off automatically after five minutes of inactivity. Phillips Industries, www.phillipsind.com, 800-423-4512

Pre-filters for Mack CH, CL models Freedom Air Filters’ pre-filter pair for Mack’s CH and CL models is engineered to prevent larger particles of debris such as grain chaff, rubber, dirt and sand from getting into and clogging the air filter elements. The pre-filters are treated with a hydrophobic water-repellant process that helps keep out rain, ice and snow and are designed to protect a truck’s engine and performance air filter without sacrificing airflow or horsepower. They are configured to fit directly over the factory air intake grilles and to be installed easily by removing and replacing two screws and using the provided washers. Freedom Air Filters, www.freedomairfilters.com, 877-454-6565

Temperature monitor

Carrier Transicold’s DataLink 2 recorder is an independent temperature monitoring and reporting device for single- and multi-temperature applications. The recorder uses up to three independent temperature sensors to provide added verification beyond the refrigeration system’s built-in recording ability. An integral thermal printer allows drivers to produce numerical and graphical trip reports quickly and easily for receivers, and data also can be downloaded into a personal computer for electronic logging. Designed for plug-and-play simplicity, the recorder auto-detects the Carrier Transicold controller for setup. Two recorder styles are offered: body-mount models that attach to either a truck or trailer cargo area, and an in-dash version for convenient driver access. Carrier Transicold, www.transicold.carrier.com, 860-728-7000 commercial carrier journal | february 2017

PRODUCTS

Reinforced trailer flooring Rockland’s Defender Composite Flooring system for trailers and containers uses laminated wood with a water-impermeable fiber-reinforced thermoplastic underlay adhered to the wood’s bottom surface. Rockland Flooring, www.rocklandflooring,com, 865-982-8377

CB microphone

Palomar’s SL41 customized microphone is wired for 4-pin CB radios and is engineered to cancel noise without sacrificing sound quality. The microphone features a 16-inch coiled cable that stretches to 9 feet, a two-year battery life provided by a single AAA battery, an industrial-grade push-to-talk switch and a dual-mount machined-aluminum button and hanger. The heavy-duty microphone’s classic rugged design is built to resist impact. Palomar Electronics, www.palomarelectronics.com, 877-624-6869

Trailer suspensions

Ridewell’s 20K and 25K Low Mount Trailer Suspensions for its RAR-266 family are available in drum or disc brake axle configurations with standard or custom axle widths. The 20K suspension can be configured for use with 19.5- and 22.5-inch tires at a 7-inch ride height and uses a narrow bushing design to facilitate a lightweight durable system that fits applications with limited space. The 25K version allows customers to standardize on a wide bushing connection while accommodating 6.5- to 9.5-inch ride heights. Both systems have a 5.75-inch-diameter axle combined with short cams to help minimize axle weight. Ridewell Suspensions, www.ridewellcorp.com, 800-641-4122

commercial carrier journal | february 2017

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MackTrucks .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-248-3855 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 NTEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WorkTruckShow .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Oâ&#x20AC;&#x2122;Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FirstCallOnline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Omnitracs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-348-7227 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FC PCS Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281-419-9500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BC ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Radiator Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-RAD-WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-231-6950 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68, IBC TA Petro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA-Petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 37 Thermo King . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ThermoKing .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 TMW Fleet Maintenance Management . . . . . . . . . . . . . . . . . . . . . . 800-401-6682 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12, 13 Truckstop .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-203-2540 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supertruck .VolvoTrucks .us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zamzow-Tarp .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 commercial carrier journal | february 2017

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Pooca Parkway

If I use thinner oils will my engine still be protected? The ability of engine oil to prevent wear by keeping moving parts separated is one of the key functions that it has to perform. That ability comes from the fluid viscosity and the additives which protect By Dan Arcy Shell Lubricants the metal surfaces. The thickness of the oil film which separates the moving parts is dependent on the viscosity of the oil and it will also depend on the speed and load of the engine operation. If oil is too thin to provide effective separation between moving parts or does not effectively control contaminants, this could result in increased wear through the contact of metal parts or abrasive wear, and could possibly shorten engine life. As truck and engine manufacturers are trying to achieve the maximum fuel economy for their equipment, the trend is to use lighter viscosity oils to assist in reducing fuel consumption. These full synthetic or synthetic blend oils are expected to provide fuel economy benefits, but not compromise on engine durability. Through extensive testing on synthetic blend Shell Rotella® T5 10W-30, Shell has demonstrated a 1.6% fuel economy improvement benefit vs. conventional 15W-40* with no compromise on durability.

PREVENTABLE or NOT? Doe cut off at the pass – well, not quite

Manufacturers develop their engines to operate efficiently with specific viscosity grades, so you should check with them to see which viscosity grades they allow and/or any specific conditions such as ambient temperature, which may influence the use of those viscosity grades. The SAE and API have established minimum requirements for lighter viscosity oils which should allow for effective protection of key engine parts.

uring lunch at Union 76, some of the guys at the far table were arguing about who had the best country-western guitar. Trucker John Doe definitely felt he’d won, having spoken with great authority about the thunderous, wondrous sound made by his jumbo 1969 vintage Gibson Dove – fitted with heavy-gauge special-alloy bronze strings, of course. Still burping from a tasty couscous, lentil and arugula salJohn Doe was making a right ad topped with garlic vinaigrette turn when a sports car hidden dressing, Doe left the truckstop from view behind him drove onto the intersection’s grassy with a steel-laden flatbed in tow, corner to try and head him off, heading west on Route 1. He only to slam into Doe’s tractor. stopped at a red light, preparing Was this a preventable accident? to turn right onto Pooca Parkway with his right-turn signals flashing. When the traffic light turned green, he carefully scanned his mirrors before starting to turn, but hidden from his view was Mark “Crazy Marky” Fraznik, whose gray 1993 Ford Mustang was directly behind Doe’s trailer. Fraznik also wanted to turn right, but darn it, he sure didn’t want to get stuck behind the nasty ol’ 18-wheeler that blocked his path. So, fortified by several cans of Red Bull, Fraznik drove off the road, onto the grassy corner of the intersection, then attempted to head off Doe’s rig before he could complete his turn. But Fraznik didn’t make it and slammed into the side of Doe’s tractor. “No way could I have seen Fraznik coming,” Doe argued when he received a preventable-accident warning letter from his safety director. Asked to settle the issue, the National Safety Council’s Accident Review Committee sided with Doe, noting that there was nothing he could have done to avoid being blindsided.

A number of diesel engine manufacturers recommend lower viscosity lubricants in their newest engines, and the move to lower viscosity lubricants is reinforced by the announcement that one of the focus areas for the next generation of heavy-duty diesel engine oils will be fuel economy improvements, which lower viscosity oils have demonstrated the ability to provide. This is particularly important as the first-ever fuel economy regulations for heavy trucks will begin in 2014. Synthetic engine oil also can help keep the engine clean through improved sludge, deposit and varnish protection, and helps reduce overall engine wear under extreme operating conditions. Synthetic engine oils typically have more stable viscosity and provide better protection when the engine is running under high-temperature conditions, such as high speeds and heavy loads. *as demonstrated in 2009 on-the-road field testing for 10W-30 viscosity grade only, highway cycles, compared to Shell Rotella® T Triple Protection® 15W-40.

This monthly column is brought to you by Shell Lubricants. Got a question? Visit ROTELLA.com, call 1-800-237-6950 or write to The ANSWER COLUMN, 1001 Fannin, Ste. 500, Houston,TX 77002. The term “Shell Lubricants” refers to the various Shell Group companies engaged in the lubricants business.

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MOST PEOPLE JUST SEE TRUCKS. YOU SEE OPPORTUNITY. You aren’t most people. You can see the potential in your business, and you’re working hard every day to realize it. We see it too. That’s why Shell ROTELLA® Heavy Duty Engine Oil is working to make our best products, even better. Shell ROTELLA® T5 Synthetic Blend Technology is made to give you 1.6% in fuel economy savings*, extended drain capabilities and excellent wear protection. So you can keep working harder to take your business even farther. Learn more at www.rotella.com

THE ENGINE OIL THAT WORKS AS HARD AS YOU.

*In on-the-road field testing in medium-duty trucks. (For 10W-30 viscosity-grade-only, highway cycles compared to Shell ROTELLA® Triple Protection 15W-40).