CCJ0316 by dwatson

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

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Bill would reemphasize federal say-so over hours, pay

bill that cleared the U.S. House Transportation Committee last month seeks to restrict states’ ability to regulate truckers’ on-duty time, such as required rest breaks, and could have an impact on driver pay reform efforts at state levels. The bill was sent to the full House for a vote. The provision, part of the Aviation, Innovation, Reform and Reauthorization Act, is identical to an amendment that U.S. Rep. Jeff Denham (R-Calif.) tried to attach to drafts of the FAST Act highway bill that cleared Congress in December. Denham’s efforts failed. The language in the Federal Aviation Administration’s AIRR bill, like the Denham amendment, would prohibit states from requiring truckers to comply with state-enacted hours regulations, such as California’s meal and rest breaks. It also would exempt carriers from state-enforced penalties for not allowing drivers to take state-required breaks. States also would be restricted from requiring carriers, as employers, to pay truck driver employees “separate or additional compensation.” The reinforcement of federal authority over truckers’ hours-of-service regulations and pay comes in response to a 2014 federal court ruling that carriers were not exempt from a California law mandating paid meal and rest breaks for workers in the state. The language in FAA’s AIRR bill would prohibit The argument in that case, which was brought states from requiring truckers to comply with state-enacted hours regulations. by California truck operators, was whether the 1994 Federal Aviation Administration Authorization Act preempted California state law. FAAAA bars states from enacting laws that interfere with “prices, routes or services” of motor carriers. The 9th Circuit Court of Appeals, however, decided California’s law should be enforced despite the FAAAA language. Several lawmakers, including Denham and Rep. Peter DeFazio (D-Ore.), said the ruling created confusion for both fleets and drivers. Both the Owner-Operator Independent Drivers Association and the Teamsters have rallied against the AIRR provision. OOIDA took issue with the potential impact on driver pay, calling it “an ambitious overreach that would limit the states’ ability to allow for any other driver compensation except mileage pay. OOIDA stands firmly opposed to this language.” OOIDA also said the language would “unravel mandated fair pay for drivers and would empower large carriers to further reduce driver wages.” The American Trucking Associations in litigation over the years has backed FAAAA’s federal preemption clause. The Senate has not proScan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsduced an FAA bill, and it letters to sign up for the CCJ Daily Report, may choose not to include a daily e-mail newsletter filled with news, the language from the analysis, blogs and market condition articles. House bill. – James Jaillet

commercial carrier journal

| march 2016

Did Congress accidentally kill 34-hour restart?

he 2016 fiscal year appropriations bill passed by Congress

and signed into law by President Obama in December may have included a major unintentional consequence: Removing the 34-hour restart rules from the federal code entirely, rather than simply suspending enforcement of certain 34-hour restart provisions. An internal memo circulated last month by the Truckload Carriers Association says TCA and the American Trucking Associations have urged Congress to fix the issue. The restart-specific language in the 2016 appropriations act was only intended to continue the stay of enforcement on two provisions pertaining to the 34-hour restart: The requirement that it include two 1-5 a.m. periods and that its use be limited to once per week. Neither provision has been enforced since December 2014. Lawmakers only meant to preserve the suspension of the provisions pending the results of a U.S. Department of Transportation study. Instead, the bill says no funds shall be used to enforce the provisions.

– James Jaillet

TCA has advised its carrier members and drivers at large to continue to operate under the presumption that the 34-hour restart exists.

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JOURNAL NEWS

XPO suing YRC for alleged theft of trade secrets

PO Logistics (CCJ Top 250, No. 12), which recently purchased Con-way (No. 6), is suing less-than-truckload competitor YRC Worldwide (No. 4) over the hiring of several XPO executives and, along with them, stealing “valuable trade secrets.” In its lawsuit, XPO says that “YRC has misappropriated XPO Freight’s most valuable trade secrets” and also interfered with employees’ “contractual non-disclosure and nonsolicitation obligations and engaged generally in unfair competition.” XPO says this started with two of its highest-ranking corporate officers, Paul Lorensen and Robert “Chet” Richardson, who recently were announced as hires by YRC. Lorensen worked most recently as vice president of operations for XPO’s Central Area, and he was hired by YRC as vice president of Central Division Operations. Richardson worked as XPO’s vice president of Line-Haul, and was named YRC’s vice president of transportation. XPO, in its complaint, says Lorensen and Richardson both resigned from

XPO says it’s taking action against YRC for ‘its scheme to target en masse and then raid key executives, operations and sales employees of XPO Freight.’

the company “without prior notice” on Nov. 9, and both took roles at YRC that are “substantively indistinguishable” and “nearly identical” to their roles at XPO. XPO alleges YRC engaged the two in employment negotiations “well in advance” of their resignations. YRC allegedly offered Lorensen his position no later than Sept. 19, which he “informally agreed to accept,” but YRC then agreed to delay its offer from Oct. 6 to Nov. 3 after XPO’s acquisition of Con-way was complete, the complaint states. The complaint also says Richardson and Lorensen were part of a steering committee that worked with McKinsey and Co. on a project to help transform

XPO “to differentiate itself in the LTL business post-acquisition and more effectively compete against competitors like YRC.” It adds that the steering committee helped develop a new initiative to offer deferred services to customers, which “included formulating competitive strategies against YRC specifically.” Both Lorensen and Richardson were still with XPO when the McKinsey report was disseminated to the steering committee on Friday, Nov. 6 via email and hard copy, and both showed up the next business day, Monday, Nov. 9, and submitted letters of resignation effective immediately, XPO says in its complaint. – Matt Cole

XPO closing seven Con-way terminals, keeping truckload division

PO Logistics announced that it will close seven terminals it acquired during the Con-way purchase, and also that it will keep the Con-way Truckload division, particularly for its cross-border freight network with Mexico. XPO said it decided to close the seven terminals “in remote areas without exiting any markets.” XPO did not specify the specific locations being closed. “We’re continuing to migrate to a more efficient LTL organization with better network efficiency and greater utilization of our capacity,” the com12

commercial carrier journal

pany said. “By consolidating these small terminals with larger neighboring locations, we’re increasing our network density and providing customers with faster transit times to hundreds of communities. All of our LTL customers will have continuity of service during the transition.” XPO also said it has decided to keep Con-way’s truckload business “as part of its integrated supply chain offering.” XPO attributed its decision to the “value shippers place on owned truckload capacity, particularly in U.S.-Mexico

| march 2016

cross-border lanes, and the opportunity to improve the utilization of the assets.” XPO also announced it would eliminate 160 non-sales positions in order to “migrate to a more efficient LTL organization” and another 30 positions to “address redundancies” spurring from the acquisition. The company said most of the cutbacks were in administrative, management and back-office functions and were expected to reduce annual costs by more than $20 million. – James Jaillet

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JOURNAL NEWS The 14 proposed toll gantries, part of a 10-year $1.1 billion infrastructure improvement plan, will cost the state $43 million.

Rhode Island moves closer to trucks-only tolling policy

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hode Island is one step closer to becoming the nation’s only state to implement a toll policy that targets only trucks, a move being contested by the state’s trucking association. Following eight hours of debate Feb. 10, the Democrat-controlled House of Representatives voted 52-21 in favor of Gov. Gina Raimondo’s plan to charge truckers toll fees to help pay for the state’s deteriorating bridges and roads. The bill now moves to the Senate, where Raimondo’s original bill was approved last year; a vote was expected at press time. The 14 proposed toll gantries, part of Raimondo’s proposed 10-year $1.1 billion infrastructure improvement plan, will cost the state $43 million. If approved, drivers of Class 8 trucks will pay a maximum of $20 to travel through the state along Interstate 95 one-way. Each electronic toll gantry a trucker passes would cost about $3. The maximum daily charge would be $40. The Rhode Island Trucking Association has warned lawmakers that truck drivers will avoid the state if the tolls are enacted. RITA President Chris Maxwell has said that the state has not been fiscally responsible when it comes to maintaining its infrastructure and is making up for budget shortfalls by unfairly targeting a single industry to pay to repair worn roads and bridges. – Tom Quimby

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JOURNAL NEWS

INBRIEF 3/16 • An ad hoc coalition of motor carrier groups urged Congress for a second time to act on what it sees is the Federal Motor Carrier Safety Administration’s violation of provisions in the FAST Act highway bill, which it says in effect prohibits the agency’s issuance of its Safety Fitness Determination Notice of Proposed Rulemaking using Compliance Safety Accountability data. The coalition includes the Auto Haulers Association of America, the Western States Trucking Association, the National Association of Small Trucking Companies and the Alliance for Safe, Efficient and Competitive Transportation.

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.

• An effort by the U.S. Department of Transportation to collect data to gauge how many truck drivers have obstructive sleep apnea and what impact a sleep apnea rule could have on the industry has cleared the White House Office of Management and Budget. With OMB’s clearance, the Advanced Notice of Proposed Rulemaking from FMCSA will be published in the Federal Register in the coming weeks.

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. 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.

• FMCSA granted a two-year exemption requested by wireless tow light maker TowMate to allow motor carriers to use such equipment. Under current regulations, all required lamps, except for battery-powered lamps used on projecting loads, must be powered by the truck’s electrical system. FMCSA said wireless tow light systems “will reduce time tow operators spend at the side of the road connecting wired lighting systems between vehicles, thereby reducing their risk of injury and increasing safety.”

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.

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• FedEx (CCJ Top 250, No. 2) announced that its $4.8 billion acquisition of TNT Express won unconditional approval from Brazil, leaving China as the remaining large country where the companies

The term “Shell Lubricants” refers to the various Shell Group companies engaged in the lubricants business.

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| march 2016 11/9/15 9:07 AM

still are seeking clearance. The deal is expected to close in the first half of 2016 and increase FedEx’s share of the European parcel delivery market. The European Union approved the deal in January. • UPS Freight (CCJ Top 250, No. 1) president Jack Holmes is retiring effective June 30 after 37 years with the Atlantabased company. His successor will be Rich McArdle, most recently Mid-Atlantic District Manager, who will assume responsibilities as president in June. • A former Swift Transportation (CCJ Top 250, No. 3) driver filed a lawsuit against the Phoenix-based company seeking payment for medical expenses and lost wages she claims were caused by negligent maintenance practices. The lawsuit stems from a November 2012 incident in which former Swift trucker Jessica Baca claims she suffered “significant and permanent injuries” to her hands, according to court documents, when attempting to use a Swift trailer’s landing gear crank to raise the trailer’s height. • A current owner-operator and former driver trainer for CRST Expedited (CCJ Top 250, No. 17) filed a lawsuit against the Cedar Rapids, Iowa-based company, claiming his boss regularly harassed him because of his skin color, insulted and humiliated him in front of his peers, publicly assaulted him and fired him. Brian Hairston, who now works both as an owner-operator and a safety consultant for smaller fleets, filed the suit against his former employer in California state court. • Farruggio’s Express, a trucking company based in Bristol, Pa., requested an exemption from timecard requirements for its drivers who stay within the 100 air-mile radius but occasionally exceed the 12-hour limitation from having to Continued on page 20

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JOURNAL NEWS

Marten to pay fired driver $51K for refusing overweight load

arten Transport (CCJ Top 250, No. 50) was ordered by a federal court last month to pay a former driver $51,167 in back pay and punitive damages stemming from his dismissal by Marten Transport representatives assert former driver Cedric the refrigerated carrier. Sinkfield’s file was full of mishaps. In testimony transcribed in court documents, Marten representatives assert Cedric Sinkfield’s file was full of mishaps, missed load assignments, failure to secure company equipment properly and more. The specific incident that turned the case in Sinkfield’s favor occurred in May 2014 when he refused a load at a shipper’s facility because it was 40 pounds over the 80,000-pound federal limit and several pounds over allowable axle limits. Despite a push by his supervisor to take the load anyway, Sinkfield refused. Days later, Sinkfield overslept and delivered a load six hours late for one of Marten’s biggest customers, Coca-Cola. His supervisors subsequently recommended to the company’s human resources department that he be fired. Marten cited Sinkfield’s refusal of the overweight load as one of seven “notable issues” to occur since his March 2014 hiring and one of the reasons for his firing, according to court documents. Sinkfield’s refusal to haul the With EpicVue inMotion, resting team drivers load, however, is protected by can enjoy their favorite shows on the go. federal law, says Judge Daniel F. Solomon, who heard the case and issued the order. Even though Marten fired Sinkfield for a litany of performance issues, “protected activity was part of the equation,” Solomon writes in his order, thereby making his termination for the incident wrongful. Solomon awarded Sinkfield GET YOUR FLEET ON BOARD TODAY $1,167 in back pay and $50,000 in 844-EPICVUE (374-2883) | www.epicvue.com punitive damages. – James Jaillet

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commercial carrier journal

| march 2016 1/21/16 12:54 PM

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Volkswagen trucks in U.S.?

Heavy-duty expansion plans may not be dead after all

olkswagen may not be on the same level of “Public Enemy Number One” where John Dillinger once stood, but it’s close. The U.S. Environmental Protection Agency has the German automaker firmly and deservedly in its crosshairs after basically lying to the world about the diesel emissions spewing from its passenger cars. The company’s emissions scandal – for which the U.S. Department of Justice is after nearly $50 billion in penalties and fines – seemed to quell growing public rumors that Volkswagen was all but sure to make a run at the U.S. commercial trucking market, either through an acquisition or a grassroots campaign with Man or Scania. But last month, Volkswagen Trucks boss Andreas Renschler channeled his inner Mark Twain and hinted that any reports of the death of VW’s trucking aspirations are greatly exaggerated. Renschler said in an interview in Germany that the company is eyeing expansion in both the United States and China through acquisition, partnerships or issuing a public offering for VW’s truck division. Volkswagen’s truck unit isn’t involved in the emissions scandal, but the billions of dollars from the fallout – which could hit north of $80 billion considering recalls, buybacks, repairs and make-goods – will come out of the same account. Renschler’s goals aside, Volkswagen certainly doesn’t seem like it’s in a posi22

commercial carrier journal

tion to splinter off the part of its business that the U.S. government isn’t watching like a Nanny Cam. However, Christian Stadler, a professor of strategic management at Warwick Business EMISSIONS SCANDAL: School, says VW distancing its truck business EPA has Volkswagen firmly in from the embattled car business could, in the its crosshairs. long run, be beneficial to the company. STRATEGIC MOVE: “This is an interesting decision for VolkVW distancing its truck swagen, as keeping hold of the truck business business from the car business might help it smooth out what is a tough could be beneficial. period on the car front following the emissions scandal,” Stadler says. “Volkswagen is NEW MODELS UNLIKELY: Acquisitions would be cheaptoo busy dealing with the emissions scandal, er. Do they involve Paccar or so by the truck division going independent, Navistar? it might bring in the capital it requires.” That’s an interesting slant; that the best

| march 2016

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

The best way to support VW’s truck business may be emancipation from its car business. way to support VW’s truck business is emancipation from its car business. Truck orders aren’t forecast to be record-breakers over the next few years, so bringing Scania and Man to American highways doesn’t make a lot of sense. It will take millions of dollars in research and development, not to mention marketing and building out a dealership and service-support infrastructure, to give a new entry any hope in the marketplace. Since the overall truck market is going through a slump, Stadler says acquisitions “would be cheaper” and that Paccar and Navistar remained viable targets. “If Volkswagen wants to gain some Volkswagen distancing its truck business from its market share in the U.S., these are two embattled car business which might be for sale,” he says. could, in the long run, be Navistar has been dragged into beneficial to the company, experts say. Is the U.S. ongoing buyout rumors linked to market a possibility? everybody from Volkswagen to General Motors, so none of this is unchartered territory for anyone who’s been paying attention. And last summer, Daimler’s commercial vehicle boss Wolfgang Bernhard, a Volkswagen ex-pat, let slip that VW would make a bid for Paccar in 2016. Volkswagen denied the rumors at the time, calling them “rubbish.” Yet here we sit seven months later in an open discussion with Renschler himself noting VW has an interest in the U.S. truck business and that, from a business standpoint, such a venture could be beneficial for a company whose largest business segment is about to be sent through the wood-chipper stateside. To think it’s only March. With several months of potential rumors and more speculation, VW’s potential entry in the U.S. market will be one of the biggest headlines hanging over the industry this year. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Continental to build commercial tire plant in Mississippi

ontinental Tire the Americas last month announced an agreement with the state of Mississippi to purchase a Nikolai Setzer, execnearly 1,000-acre site utive board member near Clinton, where the for Continental’s Tire company plans to build business, says CTA’s growth consistently a commercial vehicle has exceeded the tire plant. market over the last Continental’s invest- five years. ment is expected to top $1.4 billion and bring 2,500 jobs once the plant reaches full capacity. The new manufacturing facility will be located at a greenfield site in Hinds County off Interstate 20, about 20 miles from Jackson. The announcement marks the second new U.S. tire plant in five years for Continental. – CCJ Staff

System converts drop-frame trailers to auto haulers

n a partnership with Kentucky Trailer, Rad Auto Transport Modules has developed remov- Shown is a modable equipment that ule unit with both upper-deck and allows drop-frame trailer vans to be con- lower-level tracking. Lower-level vehicles verted into enclosed can be parked directly on the van floor. auto haulers. The self-contained system has its own hydraulic pump, tank, valve and battery power pack, said Ernest Dandridge, whose Carrier Design Services Inc. helped design the product. The unit eliminates the need for a PTO, meaning any truck in a fleet could become a car hauler. The upper decks pivot on any angle or go down to the trailer floor and can be installed in less than an hour. – Jason Cannon commercial carrier journal

march 2016

INBRIEF • Caterpillar will eliminate 670 jobs and close plants in Illinois, Georgia, New Mexico, Wisconsin and China. The company reported a 43-percent profit decline in 2015 and a fourth-quarter loss of $87 million. • Volvo Group lowered its North American workforce reduction to about 600 employees, down from the 734 workers the company previously announced it would lay off. More than half of the job cuts will come at its assembly plant in New River Valley, Va. • Bridgestone Americas Tire Operations recalled about 36,000 Firestone FS561 tires made between February 2015 and Jan. 27 in size 255/70R22.5 due to tread separation and/or detachment caused by scrubbing when installed in severe-service trailer applications. • TMC Transportation, a Des Moines, Iowa-based flatbed carrier, ordered 1,500 Peterbilt Model 579s, all equipped with the truck maker’s premium 80-inch sleepers. • Mack’s GuardDog Connect, the truck maker’s proactive diagnostics and repair planning system, now is standard on TerraPro cabover models equipped with an MP engine. • Daimler Trucks North America opened a new 275,000-square-foot parts distribution center in Dallas to improve parts availability and meet customer uptime expectations. • Wabco acquired North Mankato, Minn.-based Mico Inc., a provider of hydraulic components, controls and brake systems for heavy-duty and off-highway severe-service vehicles. • Pure Power Technologies, a Blythewood, S.C.-based supplier of diesel fuel-injection systems, was acquired from Navistar by Smithfield Group and Kensington Capital. • Averitt Express is making Bendix safety technologies standard for all new Volvo and Freightliner tractors. • Meritor released PlatinumShield III, an updated anti-corrosion coating for its new and remanufactured brake shoes designed for added adhesion to the shoe’s metal surface.

commercial carrier journal

Meritor launching all-makes clutch line

eritor introduced a new line of AllFit clutches for OE and warehouse distributor customers. The all-makes clutch line includes both manual-adjust and self-adjusting models and covers heavy-duty, medium-duty, light-duty and off-road applications. The clutches are equipped with Meritor’s high-performance friction material. Each are new units with no assessed core charge or core han- The all-makes clutch line includes dling fees, and no critical interior components are remanufactured. both manual-adjust The manual-adjust model is available in 14-inch clutch assemblies and self-adjusting with torque ratings from 620 to 1,400 lb.-ft. for medium-duty apmodels and covers most applications. plications; 15.5-inch clutch assemblies with seven-, eight-, nine- and 10-spring disc designs offering torque ratings from 1,250 to 2,250 lb.ft.; and 15.5-inch easy-pedal effort clutches offering single-motion adjustment. The self-adjusting model is available in 15.5-by-2-inch sizing, and the self-adjusting clutch comes with seven or nine springs in four- and six-paddle options. – Jason Cannon

Meritor Wabco updates Toolbox diagnostics software

eritor Wabco released Toolbox 12, the latest version of its PC-based diagnostics software designed to expedite Toolbox 12 includes support for anti-lock braking vehicle diagnosis, increase uptime and optimize work for systems, electronic braking technicians. systems and hydraulic power brakes. Toolbox 12 includes expanded diagnostics capabilities and support for anti-lock braking systems, electronic braking systems and hydraulic power brakes. Toolbox 12 also includes OnGuardActive diagnostics, aftermarket electronic control unit programming updates and an upgraded quick-start guide. Toolbox offers diagnostics capabilities for multiple Meritor Wabco systems, including OnGuard collision mitigation, OnLane lane-departure warning, SmartTrac stability control for tractors and trailers and Wabco’s OptiRide electronically controlled air suspension. – Jason Cannon

Eaton revises lubricants line

aton announced that it has revised its line of synthetic lubricants with new specifications, new labeling and a new name to help customers identify and use the proper lubricant for its medium- and heavy-duty transmissions and other commercial vehicle components. The Eaton-branded Two new specifications have been introduced – one for newerlubricants portfolio model Eaton heavy-duty manual and automated transmissions, and now includes two axle fluids, one for Eaton medium-duty Procision transmissions. Eaton also multi-purpose debuted light-green dipstick tags for Procision transmissions. grease and two Replacing the decade-old PS-164rev7 specification is the new transmission fluids. Eaton PS-386 spec that is backward-compatible and mandatory for Eaton Fuller Advantage Series (FAS) transmissions, high-torque models, all automated units and extended protection plans. The new Eaton PS-278 spec has been formulated specifically for the wet dual-clutch design of Procision transmissions and should not be used in other Eaton transmissions. – Jason Cannon | march 2016

Low-cost MB Sprinter model debuts

ercedes-Benz introduced a new trim level to its Sprinter van lineup that features fewer add-ons and a lower sticker price. The Worker trim is available only in white and on the 144-inch wheelbase and low-roof configuration and is powered by the Mercedes 2.1-liter turbo diesel four-cylinder engine. The 3.0-liter diesel V6 is not available as an option, and neither is four-wheel drive. Mercedes-Benz said the Sprinter Worker offers 5,000 pounds of towing capacity and 3,512 pounds of maximum payload, which measures out to almost 320 cubic feet. Worker comes with a base price of $32,495, roughly $4,000 cheaper than a base model Sprinter 2500. The Worker, while designed as a barebones workhorse, does come standard with Bluetooth, power windows, air conditioning, a tilt and telescoping steering wheel, a four-speaker audio system and Crosswind Assist. A $1,499 Convenience package is available as an add-on for customers who want power mirrors, cruise control, automatic lights, a multifunction steering wheel and trailer hitch pre-wiring. For another $3,000, the Utility package adds a wood cargo floor, a rear step, LED interior lights, two additional keys and glass in the rear cargo doors. An Overtime package gets you all the above with an upgraded audio system, Highbeam Assist, Blind Spot Assist, a rearview camera, a first-aid kit and an emergency flashlight. â&#x20AC;&#x201C; Jason Cannon

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march 2016

25 1/20/16 9:50 AM

Volvo growing in U.S., restructures truck brands

olvo Trucks North Group. Volvo engines America announced were spec’d in a record that its U.S. retail market 93 percent of the trucks share reached a comsold in 2015, and I-Shift pany record 12.4 percent penetration was a record in 2015, 0.4 percentage 83 percent. More than 27 points higher than in percent of all trucks sold 2014. The company in 2015 featured an XE also announced record package. penetration levels for its Volvo also achieved a reengines, I-Shift automated cord 12.2 percent NAFTA manual transmissions and market share (36,940 XE powertrain packages. vehicles) compared with “It’s clear from our 11.9 percent (32,281) in strong performance that 2014. Volvo market share the market continues to see in Mexico was 4.9 percent. Volvo’s organizational shift will lead to four separate truck units: the fuel efficiency benefits Volvo Trucks, UD Trucks, Renault Trucks and Mack Trucks. Volvo also announced offered by our powertrain that it is shifting to a and aerodynamic truck design, combined with our combrand-based organization that will lead to four separate truck mitment to maximizing uptime for customers,” said Goran units: Volvo Trucks, UD Trucks, Renault Trucks and Mack Nyberg, president of Volvo Trucks North America. Trucks, each with profit-and-loss responsibility for their Volvo’s U.S. retail volume reached 30,930 vehicles last year respective business units. compared with 26,555 in 2014, according to WardsAuto – Jason Cannon

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in focus: THE LIFE OF TIRES, part 1

Learn how to contain one of your biggest expenses BY JASON CANNON

long with fuel, tires are among a fleet’s largest annual expenses. As with fuel, drivers have a lot of say-so in how tires are used – and abused. The first step in extending tire life starts with making sure the right one is spec’d for the application. Brian Buckham, general manager of product marketing for Goodyear, recommends fleets ask their local tire dealer to make recommendations based on vehicle usage and tire performance characteristics such as fuel economy, durability, traction, miles to removal, retreadability, safety and price. “This is the single most effective practice that a fleet can employ during the tire selection process,” Buckham says. It’s also a good idea to seek firsthand experience when shopping around. “Checking with a local dealer or noncompeting fleets for best practices can shorten the learning curve substantially,” says Matt Loos, director of truck and bus marketing for Bridgestone Americas Tire Operations. Leaning on the advice of others also can help keep fleets from making decisions based solely on upfront costs.

Worn wheel ends can strip tire tread and often are disguised as something more familiar.

commercial carrier journal

“Just because you pay more for a tire doesn’t mean you will get higher mileage and more retreads,” says Gary Schroeder, director of commercial vehicle and OEM sales for Cooper’s Roadmaster brand. “Conversely, upfront savings due to a lower price might not save you money in the long run.” Upgrades over the years As fleets have put extra effort and training into getting more from their tires, manufacturers have tried to do their part by upgrading rubber compounds and targeting specific users. “Over the years, tread compounds used in commercial truck tires have become increasingly application-specific,” Schroeder says. “Rather than use just a couple of tread compounds that cover an entire product range, which was fairly typical in the industry at one point, improvements in technology mean that most major brands now have treads tuned to excel in specific areas while maintaining acceptable performance across all other parameters.” Indeed, tire design has come a long way in the last 10-plus years, says Paul Crehan, director of product marketing for Michelin Truck Tires. “Compounds, casing design and tread sculpture provide a complete package toward achieving performance gains and work synergistically,” Crehan says. Today’s compounds generate less heat buildup in over-the-road tires, which inherently leads to less severe heat history in the tire and more retreadability. “This is also directly related to the push for more fuel efficiency in commercial truck tires,” says Dr. Prosser Carnegie, head of Commercial Vehicle Tires brand

| march 2016

Improper inflation and poor rotation are the two primary causes of irregular tire wear and among the easiest to avoid.

management for Continental Tire the Americas. Proper maintenance Once a fleet is sure the right tires have been mounted, the challenge becomes maintaining them properly. Improper inflation and poor rotation are the two primary causes of irregular tire wear and among the easiest to avoid. “Tire rotation should be part of your maintenance program,” says Homer Hogg, manager of technical development for TA/Petro. “But understanding how and when to rotate will depend on your specific operation.” When setting up a rotation schedule, technicians should remember that tires on the same axle always should have a similar tread depth. “The mismatching of dual tire diameters will result in one tire carrying more individual tire load than the other,” Buckham says. “This also can occur when one tire is operated at a different air pressure than the other.” The life of both tires will be reduced substantially if dual tires are not within a quarter-inch diameter of each other, Hogg says. When one dual tire is larger in diameter than the other – but still within the quarter-inch requirement – he recommends the larger tire always be placed

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on the outside position. Once a rotation routine is established, there’s plenty of help available for monitoring inflation. “Modern tire pressure monitoring systems look at heat and pressure, which should provide early detection for the operator to identify a tire defect before it

becomes catastrophic,” Hogg says. Underinflated tires build up excessive heat due to overdeflection, which can deteriorate or damage the tire. Jon Intagliata, TPMS product manager for Bendix Commercial Vehicle Systems, says that while proper tire pressure is one of the simplest aspects of daily truck up-

keep, it can have major short- and longterm effects on tire life and performance, fuel economy and maintenance costs. A study by Michelin revealed that a 15 percent over- or underinflation can reduce a tire’s lifespan by 10 percent. Research from the American Trucking Associations’ Technology & Maintenance Council has shown underinflation by just 10 percent – less than 11 psi on a 105 psi tire – can result in a fuel economy drop of 1.5 percent. “Nearly half of all emergency service road calls are tire-related, and underinflation and excessive heat are responsible for 90 percent of tire failures,” Intagliata says. “TPMS is a valuable tool in extending tire life, but it should be used in conjunction with manual inspections, not as a substitute,” Loos adds. A best practice for using TPMS, says Jon Morrison, president of Wabco Americas, is to use the monitoring system to its full capability – from installation, to reviewing and responding to tire pressure system reports, and taking action to maintain proper tire pressure levels. Don’t forget the wheel ends While a fleet’s rotation and inflation protocols both may be in check, there is at least one overlooked aspect of extending tire life that often goes undetected. Worn wheel ends can strip tire tread by the 32nds and often are disguised as something more familiar. “Irregular wear is sometimes misdiagnosed as an alignment issue,” says Rick Martin, Meritor’s senior aftermarket training manager. “If they see tire wear on a trailer axle or steer axle, they’ll usually just take it and have it aligned.” No amount of alignment is going to fix a problem caused by a worn wheel end, he says. “You’re going to end up with some feathering,” says Jim LeClaire, national OEM sales manager for Webb Wheel Products. “The tire is going to end up squirming going down the road.” Part 2 next month will focus on retreads.

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EQUIPMENT

International unveils PayStar successor International Truck last month unveiled its first all-new vehicles since 2010. The International HX Series, four vocational trucks slated to replace the company’s PayStar series, is an aluminum cab Class 8 vocational unit designed with driver comfort features in mind. Troy Clarke, Navistar president and chief executive officer, said the HX Series’ launch is key to the company’s attempt to recapture share in the vocational market – a segment the company previously led – by offering a “premium” model. “The design of our new HX Series is based on in-depth discussions with leading users of severe-service applications,” said Bill Kozek, president of Truck and Parts for Navistar. “Each of the four models in the series has been engineered to deliver unmatched performance for the most punishing jobs while making operators more productive.” The HX Series is available in both set-forward and setback front axle models in either short or long hood: • The HX515 is a 115-inch BBC set-forward-axle straight truck with primary vocations including concrete mixer, construction dump, refuse/roll-off and crane. This truck features Navistar’s N13 engine. • The HX615 is a 115-inch BBC set-back-axle truck or tractor with primary vocations including construction dump, concrete mixer, platform stake/crane and refuse/ roll-off. This truck features the N13. • The HX520 is a 120-inch BBC set-forward-axle truck or tractor with primary vocations including heavyhaul tractor, construction dump and platform stake/ crane. This truck features Cummins’ ISX15 engine. • The HX620 is a 120-inch BBC set-back-axle truck or tractor with primary vocations including heavy-haul tractor, construction dump and platform stake/crane. This truck features the ISX15. Each model features a huck-bolted frame and crossmembers engineered to help minimize vibration and maximize structural integrity. An available 12.5-by-.5inch single rail delivers 3.5 million RBM at 13 percent less weight than a 10-inch rail, allowing room for a heavier load, Navistar said. Each truck features a three-piece Metton hood designed to resist cracking, and doors with stainless-steel piano hinges for added strength. The tow pin is rated at 150,000 pounds for extreme recovery towing. A 40-degree wheel cut on both right and left turns is designed for improved maneuverability, while angled

The HX Series is International’s first completely new truck introduction since 2010.

Driver comfort and productivity were the goals in the cab design.

fenders facilitate greater wheel clearance to help power through challenging terrain. The hood’s low angle helps provide added front forward visibility, while a large rear window allows for more rear visibility. The HX Series is equipped with the new DriverFirst Cab Air Suspension designed with 52-inch springs to facilitate a more comfortable and quieter ride to help reduce driver stress and improve productivity. Updated look Hoods and grilles across the entire lineup are designed to make an impression on the road and at the worksite, and customers will have options for bright finishes. The interior has been designed ergonomically to offer more room for driver comfort and productivity. Contoured door handles add hip room, and storage space and a central console are angled for easier reach to controls. There also is easier access to cup holders and the overhead console. The standard tilt/telescoping steering column adjusts to accommodate any size driver, and gauges are designed and positioned to deliver optimal visibility and vital information at a glance. LED lighting is standard throughout, as are air conditioning, power windows and power locks. – Jason Cannon International Truck Co., InternationalTrucks.com commercial commercial carrier carrier journal journal | march | aPril 2016 2012

EQUIPMENT

Pa.-based JLE Industries expanding footprint in construction, oil and gas Dunbar, Pa.-based JLE Industries was founded in 2010 to take advantage of the then-growing energy exploration ongoing in the Marcellus Shale region. After starting with a few trucks, it now owns 100 and employs 120 people. Following the fast growth, the company now serves both the oil and gas and construction industries. It recently standardized its truck equipment to the Kenworth T880 with Paccar’s MX-13 engine, unusual given the operation’s diversification. JLE’s T880s include numerous configurations from tri-axle and six-axle dumps to tractors with 52-inch sleepers and a couple of daycabs. The Kenworthloyal company also runs a W900 and a 2015-introduced Icon 900 model. “Downtime is not acceptable,” said Jason Adamsky, chief executive officer. “Ultimately, the reason we went with the Kenworth T880 is reliability. The T880 is more practical and functional for what we’re doing with the sloped hood and set-back steer axles.” Adamsky cited numerous features providing great functionality for JLE drivers, such as “the power mirrors, especially

JLE Industries’ Kenworth T880s include numerous configurations from tri-axle and six-axle dumps to tractors with 52-inch sleepers and a couple of daycabs.

in the dump trucks. When drivers are trying to pull out on some of these narrow roads at an awkward angle, they can touch the power mirror button and get a much better view of what’s going on around them.” JLE has been taking about 10 new trucks a month from an order of 70. Adamsky said that as the company grows, it’ll expand further across the country, specifically toward energy, oil and gas, as well as infrastructure work such as highways, roads and bridges. – Todd Dills Kenworth Truck Co., Kenworth.com

EQUIPMENT NEWS | INBRIEF

• The first Paccar MX-11 engine to be installed in a Peterbilt truck rolled off the assembly line in January piloted by its new owners, Bismarck, N.D.-based Knife River. The truck was Peterbilt’s newest vocational truck, the Model 567 in a setforward front axle configuration. Following production at the company’s manufacturing facility in Denton, Texas, the 567 is being used in Knife River’s mixer operations throughout the Northwest. Peterbilt.com

New options for Kenworth vocational models were announced late last year, including a fixed-grille option (pictured) for those running the W900S with the Paccar PX-9 engine in a set-forward front-axle configuration. The option allows end users or body builders to use the truck’s front without impacting the ability to open the hood, useful for crane operators or fleets running vacuum trucks. Among other options announced: 1) Allison’s 4700 RDS 7-speed automatic transmission – with an optional second “deep reverse” – can be ordered on the T880, T800, W900 and C500. 2) For the T880, a “box bumper” option is available in either steel or aluminum with a tapered design to allow for hood pivot clearance and more protection for the grille and headlight area.

commercial carrier journal | march 2016

• XL Specialized Trailers, a manufacturer of customized heavy-haul trailers for the commercial, construction and agricultural markets, was acquired by Bull Moose Industries; terms were not disclosed. XL will continue operations as normal under its current management at its plant in Manchester, Iowa. Bull Moose said the purchase furthers its goal to diversify into other industrial manufacturing markets. XLSpecializedTrailer.com

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technology Over the air Omnitracs, Cummins prep for real-time engine updates

ast August, John Graham visited Dr. Irwin Jacobs, co-founder of Qualcomm and the pioneer of satellite tracking and mobile communications in the trucking industry. “He wanted to hear what is going on with Omnitracs,” Graham said during the keynote address at last month’s Omnitracs Outlook user conference in Dallas. Jacobs told Graham “this is exactly what we needed to be doing years ago.” In November 2013, Graham became chief executive officer of Omnitracs following its purchase from Qualcomm by Vista Equity Partners. Omnitracs then acquired mobile providers Roadnet Technologies and XRS, moved its headquarters to Dallas and doubled its employee headcount from 550 to nearly 1,100. Since last year’s inaugural user conference, Omnitracs has invested $50 million in research and development. This year, plans call for $70 million more.

A new gateway The highlight of the Omnitracs’ IVG represents conference was the introa unified development path for duction of the Intelligent future applications. Vehicle Gateway, a new OVER THE AIR: Omnitracs is Windows mobile platworking with Cummins to enable form that expands the fleets to adjust engine parameters. capabilities of the Mobile INTERNET OF THINGS: Computing Platform line Omnitracs’ direction and strategy that Omnitracs inherited is tied to the management of drivers and assets. from Qualcomm. The IVG is a tethered tablet-style device with an 8-inch touchscreen display and a quadcore processor with faster response time than the MCP. An intelligent voice interface (IVI, pronounced “Ivie”) responds to certain voice commands from drivers. IVI uses a woman’s voice that sounds and works similarly to the Siri assistant of Apple devices, but instead of holding the home button to activate, a driver can execute functions hands-free while in motion. IVI’s initial set of voice commands will include giving drivers the time remaining on their duty cycle clocks. Like the MCP devices, IVG has text-to-speech functionality to read incoming messages and alerts to drivers. INSIDE AND OUTSIDE:

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

John Graham, Omnitracs CEO, gives the keynote address at the company’s second user conference last month in Dallas.

The new platform will have all of the applications now available on the MCP 50 – messaging, hours of service, vehicle inspection reports, critical event reporting and navigation. Installation time is less than 30 minutes. The new device has multichannel Bluetooth wireless for communicating with IVG rests in a dash-mounted cradle with a cable that connects the computer to the other smart devices vehicle’s diagnostics port. Drivers can such as printers, scan- hand the device to an inspection officer. ners and sensors. A future release will be compatible with all MCP 200 applications; next year, a Wi-Fi hotspot and an HTML-5 browser will be available. Also planned is critical event video recording and an application programming interface suite to allow fleets to use IVG’s data within their own apps, such as a driver scorecard.

Engine commands Another future capability, set for release in early 2017, is overthe-air engine programming. Omnitracs, in partnership with Cummins, will be able to send remote updates to engines. When an update is available, Cummins will communicate with the vehicle’s IVG platform for verification. IVG then will interact with the driver to manage the installation when the vehicle is not in motion. Omnitracs also is working with Cummins to allow fleets to adjust parameters over the air, such as changing a truck’s governed speed limits as it crosses state lines. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call 385-225-9472. commercial carrier journal | march 2016

technology

INBRIEF

GPS-enabled GO7 is a plug-and-play device with internal antennas designed to eliminate installation time.

• MacroPoint, a provider of freight tracking software designed to provide third-party visibility into load status by tracking the location of a driver’s mobile phone or in-cab ELD/GPS devices, announced an integration with project44, a provider of Web-service application program interface connectivity technology, to provide MacroPoint’s location-specific freight tracking capabilities on project44’s Web services network for less-than-truckload shipments.

• ALK Technologies, a provider of geologistics solutions and navigation software, announced that ALK Maps is now available within the Oracle Transportation Management Cloud and on-premise versions 6.4.0 and higher, allowing Oracle’s user base of shippers, private fleets and logistics service providers to assess route plans and customize map displays for improved decision-making.

• Carrier Logistics Inc. announced an integration with project44 to provide real-time communication with carriers of all modes and sizes. The cloud-based API is intended to serve as an alternative to electronic data interchange and can complete more than 500,000 daily rate requests, dispatches, tracking and imaging calls and other transactions between carriers and their customers.

• Pegasus TransTech, a provider of mobile and business process automation, announced that XPO Logistics (CCJ Top 250, No. 12), CRST (No. 17), Melton Truck Lines (No. 91) and West Side Transport (No. 194) have implemented the company’s Transflo Mobile+ scanning solution, which now provides drivers with mobile access to new self-service payroll communications.

• Geotab and Cummins announced that the Cummins Connected Diagnostics application is now available to customers using Geotab’s fleet management system. Connected Diagnostics leverages data from Geotab’s latest GO devices to provide immediate notification of urgent engine system faults, information and Cummins’ recommendations. Geotab’s

• Vertical Alliance Group announced that Carroll Fulmer Logistics (CCJ Top 250, No. 163) is implementing its Infinit-i Prime platform to provide its drivers with online training and communication such as license expiration notification. The platform’s short training videos are designed so that drivers can watch them quickly from anywhere using any device.

• EpicVue, a provider of in-cab satellite TV systems, announced that Gainesville, Ga.based truckload company Tribe Express is equipping its entire fleet with satellite TV to help retain drivers and support its expansion. • LinkeDrive announced that Wilmington, Mass.-based Arrow Paper Corp. has been able to achieve a 10 percent increase in fuel savings while improving driver satisfaction by using its PedalCoach application, which sets fueling targets for drivers through a red-yellow-green interface that incentivizes them to earn“points” for improving fuel efficiency. • Stay Metrics announced that Grand Island Express of Nebraska and Superior, Wis.-based Halvor Lines both are using its custom-fit driver rewards, research and engagement platform to enhance the workplace experience for their drivers.

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technology

Study: ELD rule to increase GPS sales

The trucking sector’s rate of GPS sales growth is projected to expand due to new regulations requiring the use of electronic logging devices.

he number of Global Positioning System and wireless devices used to manage fleet equipment and mobile workers will expand from eight million today to more than 14 million by 2019, with annual hardware and service revenues reaching $4.7 billion, according to a

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study by telematics research and consulting firm C.J. Driscoll & Associates. The 2016-17 U.S. Mobile Resource Management Systems Market Study also found that growth of commercial telematics is expanding in the local service-and-delivery fleet market at the rate of 15 to 20 percent per year. The trucking sector’s rate of growth is projected to exceed that due to new regulations requiring the use of electronic logging devices. According to the study, the largest GPS fleet management companies are becoming increasingly dominant, but this has not discouraged new players from entering the market, some with considerable success. Overseas suppliers also continue to be drawn to the U.S. market due to its size and rate of growth. – Aaron Huff

TivaCloud adds onboarding feature

ivaCloud announced a new onboarding tool designed to simplify the recruiting and hiring process for motor carriers. The new feature is an addition to the TivaCloud online U.S. Department of Transportation compliance platform. Job applicants can use an online public job board that is included in all TivaCloud subscriptions. The board shows all available job listings in an organization, and submitted resumes get ported into the applicant tracking system within TivaCloud. The tool can be customized with tasks for candidates to complete, ranging from applications to background reports, certifications and training documents. Job candidates can be tracked as to where they are in the onboarding process. Future rollouts will include custom online forms for new hires to complete. – Aaron Huff

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technology

‘Time off’ policies help drivers, Stay Metrics study shows

tay Metrics shared results of a study that it said shows motor carriers can improve driver productivity and performance by meeting their time-off requests. Dr. Amir Erez, a professor of management at the University of Flori-

da’s Warrington College of Business Administration, and graduate student Trevor Foulk conducted the study using data on 682 drivers and 6,487 driver months provided by a flatbed trucking customer of Stay Metrics with more than 260 power units.

commercial carrier journal | march 2016

Erez’s and Foulk’s study modeled time-off requests that were met by the carrier each month to find the effects on three variables for desirable driver performance in the subsequent months: • Bonus rate. The mean bonus rate for drivers in the study is 3.5 cents per mile. Drivers earned a monthly bonus that was calculated from their scores in four categories – compliance, vehicle care, fuel and production. The Stay Metrics study suggests that for each time-off request met, their bonus rate increased nearly 3 percent the following month. • Miles driven. On average, drivers had about 8,577 miles per month. For each time-off request that was met, the Stay Metrics study showed they traveled 218 more miles the following month than drivers who did not take time off. Using a hypothetical rate of $2 per mile for revenue, each time-off request met generated $536 more in revenue the following month, according to the study. • Total bonus pay. This is the product of bonus rate and miles driven. The mean is $344.66 per month, and the Stay Metrics study indicates drivers who took time off earned $17.85 more in bonus pay per month than drivers who did not take time off. This is an increase in bonus pay of more than 5 percent. Stay Metrics offers driver engagement and retention services for motor carriers. The company administers a custom-branded online driver rewards and recognition platform for its clients that also serves as a data collection tool for driver satisfaction surveys and research. The company also conducts new driver interviews at the seven- and 45-day periods and exit interviews as a neutral third party. – Aaron Huff

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vehicle’s information and diagnostics on a single screen quickly, providing integrated troubleshooting information and bidirectional testing capabilities on most commercial vehicles. “The single comprehensive view of the truck, accurate roll-call display of all electronic controllers and the ability to read over 44,000 OEM description diagnostic trouble codes saves time and tremendously improves accuracy of the complaint root cause and comprehensive vehicle health, all while providing integrated repair information and the ability to perform bidirectional testing procedures, clearing bays more quickly and resulting in increased revenue for a repair shop or reduced maintenance cost for a fleet,” said Greg Reimmuth, senior vice president of sales and custom solutions. JPRO Professional with Next Step is designed to provide a more user-friendly interface to supports a technician’s ability to diagnose, isolate and service a problem. The latest enhancement includes bidirectional testing capabilities of major engine platforms such as Cummins, Detroit Diesel, Volvo and Mack, along with coverage for medium-duty Ford, GM and Sprinter vehicles. The Next Step feature provides Mitchell 1 Repair-Connect.net troubleshooting information covering most commercial vehicle diesel engines, including Caterpillar, Cummins, Detroit Diesel, International, Mack, Volvo, Mercedes, MX, Ford and GM. It also includes OEM troubleshooting guides for Eaton Fuller transmissions, Meritor Wabco, Bendix and Haldex. It also provides thousands of digital photos, extensive wiring diagrams, information for parts removal and installation, component location and connector views. – Aaron Huff

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in focus: WEIGH STATION BYPASS

Moving on the Interstate of Things Connectivity making drivers, trucks more efficient, safe BY AARON HUFF

otor carriers already were connected wirelessly to vehicles and drivers before the Internet of Things became a technology megatrend. Now that mobile fleet management platforms are able to connect with a wider variety of devices, sensors and apps inside and outside of vehicles, the possibilities to make drivers and trucks more efficient and safe have expanded. Some are describing the rapidly growing ecosystem of trucking technology as an Interstate of Things or an Internet of Transportation Things. Software developers now are able to create new apps that connect trucks and drivers to real-time services to bypass inspection stations, pay for toll roads, reserve parking spots and other functions without having to invest in any hardware or infrastructure. A growing number of these vehicle-to-infrastructure and vehicle-to-vehicle applications use cellular networks, or the Commercial Mobile Radio Service, as well as smart devices. Transponder-based systems also continue to be used widely for weigh station bypass and toll road applications that require a high degree of speed and accuracy to verify trucks moving at highway speeds. V2V applications have the potential to prevent accidents and improve efficiency by sharing information instantly using high-speed 5.9 GHz radio or Dedicated Short Range Communication. Going with RFID For years, toll booths and weigh-in-motion systems have used 915 MHz transponders to identify vehicles as they pass through readers in dedicated traffic lanes. Will these 44

Mobile fleet management platforms are able to connect with a wider variety of devices, sensors and apps inside and outside of vehicles.

RFID systems be making a transition to CMRS or DSRC anytime soon? Help Inc., provider of PrePass weigh station bypass services, has tested its own CMRS, but the latency of cellular networks and cloud-based apps “make it almost impossible to link effectively with weighin-motion systems,” says Karen Rasmussen, president and chief executive officer. Help Inc. plans to build 13 new WIM sites this year in partnership with state agencies. All of its new PrePass sites will be equipped with WIM to screen trucks for safety credentials and weight. Rasmussen believes CMRS “will eventually get there” and be a viable option for WIM, “but until we can assure it can provide the same level of accuracy and speed that RFID does, we won’t deploy it.” Rasmussen says PrePass eventually may decide to use a DSRC transponder as government and industry deploy the infrastructure and systems on vehicles to create demand, such as using DSRC to communicate available parking spots to drivers. Bypassing with CMRS When Drivewyze president Brian Heath founded the company in 2010, it did not invest in any hardware or infrastructure to

commercial carrier journal | march 2016

offer a mobile weigh station bypass service. The telematics devices in trucks and the smartphones in drivers’ pockets already provided the necessary GPS, cellular connections and computing power. Drivewyze’s CMRS app is part of its PreClear cloud-based bypass program that 35 states now use at 616 sites – 264 mobile and 352 fixed. These states can set their inspection criteria based on Federal Motor Carrier Safety Administration data. The Drivewyze app gives drivers a bypass notification on their in-cab display as trucks approach an inspection site at highway speeds. The notification is triggered when the app crosses a virtual boundary, or geofence, set up in advance – usually a couple of miles – from the inspection point. Law enforcement officers are connected to the online PreClear system to identify vehicles cleared for bypass. The service is integrated with WIM services and costs fleets about $15 per truck per month. At present, DSRC is more of a roadmap for future vehicle safety systems that will alert drivers when a vehicle enters an intersection or approaches a dangerous curve. Most IoT activity happening today is with CMRS, since the foundation – the connected vehicle – is already in place.

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technology

ALK introduces PC Miler|Rates

LK Technologies, a provider of geologistics solutions and navigation software, announced the latest addition to its suite of transportation solutions, PC Miler|Rates. Developed with transportation management software provider 3GTMS, PC Miler|Rates is designed to provide shippers, brokers and third-party logistics providers with quick, accurate real-time rate calculations and options for multiple lessthan-truckload and small package carriers, providing customers the information to assist in carrier selection and efficiently manage the cost side of their transportation services. “Working with 3GTMS, we are pleased to provide a service that

PC Miler|Rates is designed to provide shippers, brokers and 3PLs with quick, accurate real-time rate calculations and options for multiple LTL and small package carriers.

enables companies to efficiently manage their carrier contracts and determine exact pricing on demand,” said Bill Maddox, vice president of sales for ALK Technologies. With PC Miler|Rates, a company’s existing carrier contracts are uploaded directly into the system and are available continuously for immediate calculations. Rates are calculated based on account tariffs, freight class, total weight and accessorial fees, allowing shippers, brokers and 3PLs to identify a true cost for billing, au-

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diting and accurate reconciliation. PC Miler|Rates populates the carrier and rate information by first having the user enter their shipment information, including weight, freight, class and origin/destination. The cloudbased solution then retrieves multiple rates and detailed carrier information. Rates can be chosen immediately or exported for additional analytics or research. PC Miler|Rates can be used as a standalone service or integrated with any TMS system. – Aaron Huff

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Dayton Freight Lines may be growing, but it hasn’t forgotten its top priorities BY DEAN SMALLWOOD

ayton Freight Lines (CCJ Top 250, No. 75), a Dayton, Ohio-based less-thantruckload carrier, says its mission is to be “the recognized leader in providing high-quality regional LTL transportation services. We will accomplish our mission through trained and empowered employees who are dedicated to continuous improvements that focus on our customers and internal processes. Our ultimate measure of success will come from customer loyalty and partnerships.” Founded in 1981, Dayton Freight believes that by emphasizing company-owned facilities and a culture that is professional, positive and people-centered, it will continue its growth that is fueled by the dedication of its employees and the loyalty of its customers and business partners. Today, the private company has 48 service centers in the Midwest region, employs more than 3,600 and has a fleet of more than 1,200 tractors and more than 3,000 trailers. Dayton Freight offers shippers one- or two-day service to thousands of points throughout a 13-state area: Illinois, Indiana, Iowa, Kansas, Kentucky, Michigan, Minnesota, Missouri, Nebraska, Ohio, Pennsylvania, Tennessee and Wisconsin. The company can serve all of the United States, Canada, Mexico, Puerto Rico and Guam through its partnership in the Strategic Alliance Network, which also includes Southeastern Freight Lines, Midwest Motor Express, A. Duie Pyle, Central Arizona

DAYTON FREIGHT LINES Dayton, Ohio Freight, Lynden Transport, Honolulu Freight Service, Oak Harbor Freight Lines and Manitoulin Transport. The guiding principle behind Dayton Freight’s success is summed up in its corporate vision statement – “Delivering Value Today ... Driving The Standard For Tomorrow” – which translates into doing the best it can every day to bring real added value to customers through on-time pickups and deliveries, careful freight handling, ongoing fleet maintenance and accurate documentation of all operations. In other words, it strives to be the best as what every successful fleet does. The company says the statement also means planning for the future in terms of extensive employee training, growing its asset-based service center network and investing in technologies that will help it stay on the cutting edge of the transportation and service equation. “From the start, we’ve emphasized the importance of straightforward, honest and timely communication with customers, employees and partners,” says Tom Cronin, president. “It’s the only way I know.” Service and safety Dayton Freight’s impressive service record reflects Cronin’s emphasis: 98.2 percent of its shipments arrive on schedule, with 99.8 percent of them arriving claims-free.

The less-than-truckload hauler emphasizes continuous dedication and improvement to safety and service.

commercial carrier journal | march 2016

But perhaps the statistic that excites the company the most is its safety record: Only 0.12 percent of its U.S. Department of Transportation-recordable accidents per million miles have been deemed preventable. Dayton Freight attributes its safety success to a companywide team effort and says it is due to the quality of the employees its hires, along with ongoing education and fleet maintenance. Drivers are trained to recognize that attention to speed limits, road conditions and other drivers are critical components of quality freight management. Dockworkers, whether they operate forklifts or load freight, are reminded to adhere to strict company guidelines regarding proper job procedures. Dayton Freight’s ongoing safety initiatives include continuous improvement of all dock and vehicle operations; safety representatives serving at each service center; an annual employee safety awards program; a Million Mile Club for drivers; ongoing companywide safety communications; and driver recognition for successful DOT and independent monitoring service inspections. The company’s hard work and dedication haven’t gone unrecognized. Last year for the first time, Dayton Freight won the 2014 Ohio Trucking Association President’s Trophy for the Large Division, 10-20 Million Mile Category. The company also won the Fleet Safety Award in the Large Division. OTA’s annual program identifies carriers operating in Ohio that have the best safety record in their respective class. The program rewards safety accomplishments, recognizes professionalism and focuses on the principles of safe driving. “This award is all about the safety efforts of our Dayton Freight drivers,” says Derek Kirby, director of safety. Working with CSA Dayton Freight stresses its support of and compliance with the Federal Motor 50

Mike Cronin, executive vice president, and Tom Cronin, president, say ‘The Dayton Difference’ is all about going the extra mile for customers and for others.

Carrier Safety Administration’s Compliance Safety Accountability program to improve the safety of its employees, its customers’ freight and the driving public. To ensure it posts the best scores possible in CSA’s Behavior Analysis and Safety Improvement Categories such as Unsafe Driving, Cargo Securement, Vehicle Maintenance, Driver Fitness and more, Dayton Freight’s current CSA plan includes: • Manager/supervisor education; • Driver meetings; • Safety program assessment and improvement; • Remedial training; • Corporate communications; • Operational changes; • Progressive discipline policy; and • Vehicle monitoring technology. Dayton Freight says it believes that its overall safety record is one of the industry’s best and that it will continue to uphold its own high standards of ontime intact service. “By traveling at a safe speed, using excellent following distances and respecting the rules of the road, our drivers reduce the occurrence of preventable accidents,” Kirby says. “As a company, we are dedicated to making sure that safety is at the forefront of everything we do.”

commercial carrier journal | march 2016

Making the difference The company’s commitment to safety and compliance is only part of what it likes to call “The Dayton Difference” – going “above and beyond” the norm in all areas, such as when employees step outside of their everyday responsibilities to help another employee, a friend or a charity. “ ‘The Dayton Difference’ is all about going the extra mile to make sure our customers are not just taken care of, but are thrilled with the service they receive from us,” says Mike Cronin, executive vice president. Dayton Freight believes that such acts of kindness – large or small, one time or ongoing, on the job or in one’s personal life – serve to create its unique corporate community where thinking about other people is the norm and plays an important role in its success as a company and as individuals. “Our hope is that each and every one of our employees feels valued and respected,” says Tom Cronin. “They are the key to our current success and future growth. Yes, ‘The Dayton Difference’ means we invest in good equipment, technology and facilities. But we know that the real difference is our employees.”

Dayton Freight has 48 service centers and offers shippers one- or two-day service to thousands of points throughout a 13-state area. 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.

South Shore Transportation’s Kevin Tomlinson has made a career out of solving other people’s problems BY JASON CANNON

evin Tomlinson seemed destined to wind up in the driver’s seat of a big rig, jamming gears and hauling cattle somewhere on the Illinois interstates. Yet somehow, even with both his father and grandfather once successful drivers, Tomlinson didn’t answer when the road came calling. “I’ve thought about it, and I just really don’t know,” he says, “I guess I liked working on stuff more than driving.” Tomlinson, who now serves as director of maintenance for Sandusky, Ohio-based South Shore Transportation, was introduced to trucking before he could walk by his grandfather, who co-founded Johnson Bros. Trucking, a company that specialized in flatbed and cattle hauling. The small company quickly started to root itself as a family business beyond just the Johnson brothers. “My grandfather owned some trucks,” he recalls. “My dad drove for him. That’s actually how he met my mom.”

commercial carrier journal

| march 2016

OUT OF THE CAB AND INTO THE GARAGE Growing up around trucks, Tomlinson was usually an available and steady shop hand and discovered his real passions lie “in getting dirty,” as he puts it. “I was the only boy in the family, and I looked to tinkering as a way to stay busy,” he says. “There were no video games.” As a high schooler, Tomlinson worked on farm equipment, the cars of friends and family and anything else he

ABOUT THE CAREER LEADERSHIP AWARD Kevin Tomlinson is the 40th person to receive Commercial Carrier Journal’s top honor for lifetime achievement in fleet maintenance. Safeway Stores’ E. Clair Hill was the first to be so honored in 1977. CCJ’s Technology and Maintenance Career Leadership Award honors a career of dedication to professionalism and excellence in fleet maintenance. Industry involvement, recognitions and awards and reputation among peers figure into the selection. Individuals who made significant contributions to the industry while directly engaged in truck fleet management are eligible even if they no longer work for a fleet operation.CCJ welcomes nominations for the 2017 Career Leadership Award. Contact Jeff Crissey at jcrissey@ccjmagazine.com. commercial carrier journal

| march 2016 53

COVER STORY CAREER LEADERSHIP AWARD found inoperable. His talents started to grow, and his future became clearer. “I knew I was going to be in the trucking business – I just wasn’t sure what aspect,” he says of a career that now spans 37 years in the industry. “I learned early on that I didn’t want to be gone, but I still wanted to be involved in the mechanical part of [trucking]. It was a lot of fun making something operate and trying to fix it.” Tomlinson finally made his break into the industry in 1979, right out of WyoTech’s six-month technician program – a program where he thrived. “It was set up just like a job,” he says of the eight-and-a-halfhour daily course load where he achieved perfect attendance. “You had to be on time. You got breaks. It was structured just like a job.” With his WyoTech certification in hand, Tomlinson joined Cummins in Rock Island, Ill., where he worked in service and engine rebuilding. But his budding career was put on hold about 18 months later when an economic downturn forced companywide layoffs. With time on his hands, Tomlinson briefly turned to farming before latching on in February 1981 with Munson Transportation – a move that eventually would change his address and his life.

A LIFE-CHANGING EXPERIENCE Originally hired by Munson to turn wrenches on the night shift in Monmouth, Ill., Tomlinson spent the next seven years climbing the company’s management structure. In 1988, he was asked to relocate to Woodville, Ohio, where Munson hoped to install a terminal. As Tomlinson went about building his team in Woodville that year, he met and hired John Satterfield to serve as a mechanic for the new facility.

Kevin Tomlinson’s grandfather co-founded Johnson Bros. Trucking, a company that specialized in flatbed and cattle hauling.

commercial carrier journal

| march 2016

Kevin was introduced to trucking at an early age by his grandfather, Harry Johnson, and his father, Glenn Tomlinson.

Aside from being “a good wrench,” Satterfield’s role in the rest of Tomlinson’s life is fairly significant. Many a long and hard day have wound down at local watering holes around the country, and one such informal gathering in northern Ohio included Tomlinson, Satterfield and his sister, Beth. Conversation ensued between Tomlinson and Beth – which eventually led to marriage. “I’ve lived here ever since,” says the Illinois-born Tomlinson. When Munson was sold to Heartland in 1994, Tomlinson moved on to W.W. Williams Detroit Diesel, where he found himself an ill fit for the OE side of the business. “It didn’t take me long to realize I didn’t like that,” Tomlinson says of billing truckers for service. “These [drivers] struggle to make a dollar already, and I just didn’t like handing them a bill to fix their trucks.” The self-professed “Cummins guy” found a much better fit at South Shore Transportation, a predominantly flatbed fleet that hauls building materials to building retailers and wholesalers in and around Ohio. He oversees the upkeep of 160 trucks and roughly 400 trailers, and today all he hands the company’s roughly 130 drivers are paperwork and keys. “What I enjoy is dealing with people and trying to come up with solutions,” he says. “Finding better ways, quicker As a high schooler, Kevin Tomlinson worked on farm equipment, the cars of friends and family and anything else he found inoperable.

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COVER STORY CAREER LEADERSHIP AWARD

Kevin Tomlinson met his wife, Beth, a sister of a mechanic he’d hired in 1988 at a new Munson Transportation facility in Woodville, Ohio.

Oddball wakeup calls and long nights could be hard on a less understanding wife, especially after the grind of 27 years, but Beth Tomlinson knows the drill.

A CAREER NEARLY FOUR DECADES IN THE MAKING

ways, safer ways ... I like working with the drivers and trying to find causes for the problems. It’s always challenging. It’s always something different.”

BUILDING A LIFE AND A CAREER Tomlinson’s cell phone rings often, and at weird hours. Drivers in need of some mechanical advice aren’t really worried about his sleep habits. Neither is he. “It doesn’t happen as often now, but three or four times per week was a pretty normal week,” he recalls of pre-dawn wakeup calls. “5 a.m. was my cut-off. If I couldn’t get to the shop, fix the problem and get back to bed before then, I’d just stay up there or sleep in my office.” Oddball wakeup calls and long nights could be hard on a less understanding wife, especially after the grind of 27 years, but Beth knew the drill. Her father drove a truck most of her life, and while growing up, she held various roles at the Ohio Mack Truck dealerships her grandparents owned. “Eventually, I didn’t even hear the phone ring anymore,” she says. “If I woke up and he was gone, I knew where he was.” That level of understanding comes in handy when family nights don’t always go as intended. 56

commercial carrier journal

“There are times that it is pretty annoying,” Beth says. “We’ll have plans, and those plans change, but I understand this is what he does, and when you’re running trucks, trucks break. If Kevin can’t get somebody to run over and get it fixed, then he’s going to be the one to fix it. It comes with the territory. “We joke that [the priorities are] the job, the dog and then me,” she adds. “Kevin does what he loves doing, and he’s passionate about what he does.” While Tomlinson contests the order of the list, he says the job and all of its needs and demands are a big part of his life. “Obviously, that isn’t a reflection on (Beth) or anything or anyone else,” he says. “It’s just that the job is very important.” Family is also a big part of his life. The father of four (Johnathon Tomlinson, Samantha Leichty, Gary Klavinger and Jennifer Everhardt), grandfather of 12 and great-grandfather of five is the “go-to” guy for his entire family, Beth says. “When something needs to be fixed or done, he’s the one that they run to,” she says.

| march 2016

Almost 40 years in the same industry can take its toll on anyone, but for all of the bumps, bruises and bloody knuckles, Tomlinson has left a lasting impression in his wake. He’s been involved with the American Trucking Associations’ Technology and Maintenance Council for 18 years, having served as vice chair for the S1 study group (electrical) and chairman of S12 (onboard vehicle electronics). He’s been on the TMC board for six years, including serving as chairman, and was a 2009 Silver Spark Plug Award winner. He’s long been an advocate for attracting new talent to this aging business. “I’ve always been involved in the technician part of the industry,” he says. “Trying to come up with the people that are going to take over when we’re gone.”

Family is a big part of Kevin Tomlinson’s life. The father of four, grandfather of 12 and great-grandfather of five is the “go-to” guy for his entire family.

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COVER STORY CAREER LEADERSHIP AWARD It’s people, and the relationships they forge, that Tomlinson says make trucking a special – if not infectious – career, regardless of the path one takes in the industry. “The business revolves around people,” he says. “We can buy all the trucks we ever wanted, and we can buy all the trailers we ever wanted, but you have to be able to interact with all different types of people because the guys are all different. You need to be able to adjust quickly to that mind and mindset.”

MAKING RELATIONSHIPS WORK Tomlinson’s ability to adjust and interact meaningfully with his peers is evident around the South Shore terminal in Milan, Ohio, that he calls home. Terminal manager Chuck Weagley has the office right across the hall. While he and Tomlinson have worked together for only a year, it didn’t take long to make a lasting impression. “Transportation is always busy, a lot of challenges,” Weagley says. “I’ve been in the business for 35 years, and he’s one of the best I’ve worked with. Kevin does everything well. The trucks are running. We don’t have a ton of maintenance issues, very few driver complaints about equipment – just the whole package. Everything runs very smoothly out there.” A critical part of building relationships is the ability to deal with all types of people all along the chain of com-

commercial carrier journal

| march 2016

mand. That’s an area where Tomlinson excels, Weagley says. “He’s an excellent communicator,” he says. “He always tries to lace it with a little humor, and I am no mechanic by any stretch, so he’ll put it into layman’s terms for me. He can communicate with anybody. Drivers can be a challenge, but he gets them calmed down and puts them at ease.” Communication is a tool often underappreciated, but Tomlinson says it’s not so much a skill he’s developed. His philosophy in being an effective communicator is driven by wanting everyone around him to be successful. “I love the business,” Tomlinson says. “I love the people, and I love the truck drivers as much as they drive me crazy.” Kevin Tomlinson’s ability to adjust and interact with his peers is evident around the South Shore terminal in Milan, Ohio, that he calls home.

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Technologies help fleets shed paper, manage more data BY AARON HUFF

leet operations always have consumed reams of paper, often for no reason other than compliance. Driver files, logbooks, vehicle inspection forms and receipts had to go through the office for processing, auditing and storage. That model is changing due to the ever-increasing amount of information that has to be managed to remain in compliance – and to be more efficient at doing so. One impetus for this change has been the Compliance Safety Accountability program and its recurring

stream of inspection and violation data, along with data from electronic logging devices, telematics systems and other technologies. While fleets use different information technology systems to manage compliance, outsourcing has become a growing industry. New services are helping clients reduce costs and stay focused on what they do best. Custom Ecology Inc. is content with its decision to outsource compliance. The Mableton, Ga.-based company uses 750 tractors and 2,100 trailers to transfer solid waste to landfills for customers in the commercial waste collection business.

Since 2012, CEI has acquired two companies. With the new drivers, equipment and terminal locations it added from these transactions, CEI would need at least seven more people in its safety department to handle all of its own compliance tasks, says Rob Arbeiter, national safety director. Instead, the company is outsourcing its driver qualification files, drug and alcohol testing, fuel taxes, vehicle registration and more to ITS Compliance. “The only thing we don’t outsource is electronic logs,” Arbeiter says. CEI’s safety department now focuses on coaching drivers to improve performance and reduce risk, he says.

commercial carrier journal

march 2016

TECHNOLOGY: OUTSOURCING COMPLIANCE MANAGEMENT The decision to keep compliance in house or to turn over work to a third party ultimately may depend on how efficient and automated you want to become – and what technologies will get you there.

J.J. Keller’s Managed Services group combines reporting with consulting to help fleets remediate exceptions.

DIY compliance For do-it-yourselfers, a number of applications can help manage electronic and paper records. Some companies have designed cloud-based systems to manage all areas of compliance. J.J. Keller and Associates’ Encompass portal allows fleets to manage paper and electronic log data. The portal interfaces with the Keller Mobile ELD application. Fleets can upgrade to the Compliance edition for a paperless system to manage driver hiring, qualification files, training and other safety and compliance processes. The Premium edition includes telematics information for driver performance – fuel use, speed and braking – and GPS location. Other products focus on delivering information and insights. While Vigillo provides CSA scorecards and data mining products, fleets initially were reluctant to have their compliance data processed by cloud-based systems, says Steve Bryan, chief executive officer. “A lot of that fear is gone,” Bryan says. “There is a comfort with technology that didn’t exist before.” Managing CSA, hours of service and other data has become too overwhelming to do without technology, he says. Vigillo can identify exceptions such as speeding violations and provide real-time alerts, especially critical in states such as Indiana where law enforcement targets speeding more closely. The vendor can integrate with fleet telematics systems to send alerts directly to drivers to warn them to slow down. 70

commercial carrier journal

The company’s Athena big data platform receives information from a variety of sources, including ELDs and various telematics systems. Normalizing all of that data “is what we do,” Bryan says.

Building on the cloud Jeffrey Stilwell founded a Web development company in 2005. After hearing from friends and family members in the transportation industry about the need for a better compliance management platform, Stilwell decided to start another company, TivaCloud, that he hopes will become an all-inclusive package for fleets. TivaCloud’s DOT Insights business intelligence tool is designed for fleets to break down their CSA data into an easily consumable format, with driver scorecards and other visualization tools that help make the information meaningful and manageable. The company’s new driver onboarding application is designed to streamline and standardize hiring. TivaCloud also is planning a fully compliant low-cost ELD, but customers won’t have to use it to manage their HOS data; the company’s online platform can import HOS data from other ELD manufacturers to provide a single clear picture of compliance, Stilwell says. Sysco Corp., a Houston-based foodservice company, is using DOT

| march 2016

Insights to manage its compliance. “More than anything, our main interest came from our inability to manage all of the data coming out of the FMCSA portal,” says Jerod Estapa, manager of driver and fleet compliance. “The TivaCloud system does exponentially more to help us manage all of that data. These large data solutions are becoming what companies like ours need.” Estapa says DOT Insights highlights trends and problem areas in Sysco’s CSA scores and also identifies cases where its trucks are given violations meant for a different carrier, allowing the company to petition the Federal Motor Carrier Safety Administration to make corrections. Prior to using TivaCloud, Sysco had difficulty determining the CSA performance of its 10,000 tractors domiciled at nearly 100 facilities, especially since each location has its own DOT number. “It was a mess,” Estapa says. Sysco now is working to consolidate all of its DOT numbers down to two.

Consolidating log data As commercial and private fleets gear up for compliance with the ELD mandate, many find themselves managing HOS data from multiple sources. Some use paper and electronic logs simultaneously, while others use ELDs from multiple suppliers.

ckers rive and Tru rd e v O , ear n o Associati ver of the Y rs ri ie D r rr a to C ra d e a p er-O ed Trucklo te the Own rs, announc e la n tu in ra w g r n a o e c Y the nual News ny Driver of ociation An a ss p A m rs o C ie rr e a ad C and th thâ&#x20AC;&#x2122;s Trucklo n o m is th g durin in $25,000 Las Vegas. river each w ins $2,500. d y n Meeting in a p m pw nd co

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TECHNOLOGY: OUTSOURCING COMPLIANCE MANAGEMENT

First Advantage offers its DOT Direct online employment interface and screening product for motor carrier clients.

Rair Compliance Services, a division of Lytx, provides uniform hours-of-service management for electronic and paper logs.

J.J. Keller has developed Driver DataSense, a data management service designed to create a holistic view of HOS compliance using data captured from paper logs and multiple ELD systems. Driver DataSense is a new option in the company’s outsourced Managed Services compliance offerings. Fleets can send their paper logs to J.J. Keller for scanning and auditing. Driver DataSense also captures hours worked for drivers who operate within a 100- to 150-air mile radius of their terminals and are exempt from HOS rules. Fleets that subscribe to the service pay a monthly fee based on driver count. The subscription includes access to a Web-based Client Information Center, the same portal that its Managed Services clients use to view information for other areas of compliance they choose to outsource, such as vehicle licensing and fuel taxes. Driver DataSense gives users access to dashboard-style views of compli72

commercial carrier journal

ance metrics with drill-down reporting, says Kari DuBois, J.J. Keller’s director of Managed Services for major accounts. E-mail notifications are sent to clients on a nightly basis to help them focus on priorities and resolve problem areas. Also, a human contact – a J.J. Keller Client Service Specialist – is on call to help mitigate risk, interpret information and overcome compliance issues. In addition to HOS data management, Driver DataSense can capture and report information from telematics systems to view driver performance metrics such as hard braking, idle time and fuel economy.

Going paperless By partnering with ITS Compliance, CEI is making progress toward its goal of becoming 100 percent paperless. “We had nine large file cabinets, and now we have one,” Arbeiter says. CEI and other ITS clients scan paper documents and upload images through a Web portal, where they are routed internally to ITS specialists assigned to each customer. The specialists audit each document for exceptions and enter data into proprietary software applications that ITS uses to manage and report the information back to clients. By reviewing each image visually, ITS specialists can tailor the auditing process to each customer’s needs. “Clients love the flexibility and ability to retain use of their own forms,” says John Vosters, CEI’s chief sales officer. The company also receives real-time data such as GPS locations, HOS, vehicle inspections and other data captured by onboard computing systems. Exceptions are noted automatically and reported with the data captured from images. “We’ve always been able to utilize multiple sources of electronic and pa-

| march 2016

per information from our customers and match the two up for consolidated final reporting,” Vosters says. “Our systems are also able to incorporate data received from multiple telematics providers within a single fleet.” Using real-time electronic telematics data as opposed to paper-based documents reduces labor costs for ITS, which passes the savings along to clients as an added benefit of investing in telematics. Jim Matras, CEI’s president and chief executive, believes all information eventually will be arriving electronically. “The objective for our clients and ITS is to become as paperless as possible in our relationships,” Matras says. For CEI, outsourcing has eliminated the impact of employee turnover, vacations and training when keeping its compliance up to date. The company is able to ensure that its hiring standards are being met uniformly at all of its 18 terminals, Arbeiter says. CEI’s hiring process begins when a terminal uploads a completed driver application to ITS, which conducts background checks and other reports. ITS also uses a customer-facing website to provide CEI with a variety of reports that help the company assign equipment licensing and compliance costs to each terminal for more accurate profit-and-loss accounting. The reporting also updates CEI with the number of drivers and assets at each terminal, allowing the company to monitor equipment usage to see if any terminals are too light or too heavy on trailers or tractors. Compliance outsourcing quickly is becoming a paperless process, with much of the data now generated electronically. With the additional IT resources and human expertise provided by vendors, data outsourcing becomes a virtual extension of a fleet’s safety and compliance department.

Commercial Carrier Journal honors

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NEW Trailer nose fairing

Dual tire work bench Minimizer’s Dual Tire Work Bench is the third bench in the company’s Maintenance Line, joining the Single Tire and Tandem Work Benches. Designed to maximize technician convenience and uptime, the bench comes with a lifetime warranty. Minimizer, www.minimizer.com, 800-248-3855

SmartTruck’s LeadEdge Top Fairing for trailers is engineered to improve fuel economy by reducing drag while using existing airflow to help create lift. The plastic nose fairing is made from MetaForm 7200 Thermoplastic Polyolefin, which has properties such as durability, UV stability and impact forgiveness, making it suitable for the transportation industry. The LeadEdge has been designed to be installed on both 53-foot dry van trailers and 28-foot pup trailers and to fit most variations in trailer specifications to accommodate lights, logos and exhaust vents. SmartTruck Precision Aerodynamics, www.smarttruckaero.com, 888-320-5970

Aftermarket parts SAF-Holland’s Gold Line Quality Parts brand offers landing gear accessories, brake chambers, tapered wheel bearings, kingpin locks, air springs and grease, as well as Gabriel shock absorbers and TSE brake chambers, with plans to include brake and wheel end offerings. Most parts carry a standard one-year limited warranty. SAF-Holland, ww1.safholland.us/sites/usa/en-US/ aftermarket/Pages/default.aspx, 888-396-6501

Budget-friendly parts Wabco’s budget-friendly ProVia spare parts line is engineered with a no-frills design that meets reliable performance standards without compromising quality or safety. ProVia’s initial portfolio includes more than 40 individual products in four aftermarket replacement categories – brake pads, coupling heads, relay valves and coiled and straight tubes – with plans to add air dryers, cartridges and pressure limiting valves. ProVia, www.provia-auto.com

commercial carrier journal | march 2016

Steel wheel coating Accuride’s EverSteel steel wheel coating is designed with a proprietary four-phase coating process for advanced corrosion-fighting properties and enhanced performance and durability. The wheels are suited for fleets and long-life trailers operating in ice, snow or oceanside environments and are available in white, grey and black. Accuride Corp., www.accuride.com, 562-903-0200

PRODUCTS

Injector-seat cleaning kit

Air filter lineup

IPA’s Professional Diesel Injector-Seat Cleaning Kit is designed to remove carbon, rust and other debris from injector seats, bores and cups. The assortment includes three specialty brushes: Helix Brushes for deep seat cleaning, Two-Stage Brushes for seat and inner seat hole cleaning, and Bore Brushes for bore and tube wall cleaning. A ¼-inch drive hex shaft helps facilitate quicker interchange of the kit’s brushes, drivers, extensions and low-speed drills.

Luber-finer’s high-efficiency MXM Nano Air Filters are designed to remove airborne contaminants and protect heavy-duty engines. The filters are engineered to offer 99.99 percent overall efficiency by keeping contaminants at the filter media’s surface and away from the engine, providing twice the dust-holding capacity of cellulose media. The lineup includes 35 models covering many on-road and off-road applications.

Innovative Products of America, www.ipatools.com,

Luber-finer, www.luber-finer.com, 800-851-3641

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Aftermarket Volvo clutch

Purkeys’ Solar Dash is a dash-mounted solar panel designed to counteract parasitic draining from truck batteries. The 20-watt supplemental solar charging system plugs into a 12volt port and is designed to convert the sun’s energy into 14-volt electricity. Incoming voltage can be up to 18 volts.

Eaton’s aftermarket 430mm Push Wear-Thru clutch for Volvo I-Shift automated transmissions features a high-strength stamped steel bracket, a robust diaphragm design and premium organic driven disc facings. It is designed to be maintenance-free, adjustment-free and lubed for life. Eaton, www.eaton.com, 800-826-4357

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PRODUCTS

Tire line Uniroyal’s commercial truck tire line for budget-conscious small fleets and owner-operators includes trailer, steer and drive tires for long-haul, regional and on-/off-road applications: • Uniroyal LS24: SmartWay-verified long-haul steer and all-position tire • Uniroyal LT40: Long-haul and regional trailer tire • Uniroyal RS20: SmartWay-verified regional steer and all-position tire • Uniroyal RD30: Regional and long-haul drive tire • Uniroyal HS50: On-/off-road steer and all-position tire • Uniroyal HD60: On-/off-road drive tire The six retreadable tires are available in 28 sizes altogether, all featuring the company’s DuraShield construction that uses pyramidal steel belts, insulating belt edge strips and a heavy-gauge inner liner engineered to help reduce stress and protect the casing. Uniroyal Truck Tires, www.uniroyaltrucktires.com, 866-357-6847

Engine coolant check valve Dorman’s direct-replacement Engine Coolant Check Valves for Volvo truck models are designed to provide a mess-free solution when using the company’s coolant drain hoses while preventing coolant leaks and loss of vacuum pressure. The valves are constructed of durable stainless-steel and brass material to help facilitate added corrosion resistance. No special tools are needed for installation. Dorman HD Solutions, www.dormanproducts.com, 800-523-2492

commercial carrier journal | march 2016

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HankookTireUSA .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Hotsy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-525-1976 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-438-4693 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 J .J . Keller & Associates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-564-2333 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Kalmar Ottawa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OttawaTrucksNA .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kenworth .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BW 12-13 Kiene Diesel Accessories Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-264-5950 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 Larson Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-369-6671 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-419-5861 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 Mac Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MacTrailer .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MackTrucks .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MeritorServicePoint .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-248-3855 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-LET-NAPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC National Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-459-7328 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 National Trailer Registration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-886-4414 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . InternationalTrucks .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 Omnitracs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-348-7227 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 O’Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FirstCallOnline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 PCS Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281-419-9500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33, BC PrePass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-361-PASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FC ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76 Radiator Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-RAD-WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-231-6950 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 & 17 Stemco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903-758-9981 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Thermo King . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ThermoKing .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Trail King . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-843-3324 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Truckstop .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-203-2540 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 TSI/SSG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-223-4540 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 Verizon Networkfleet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-869-1353 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Volvo Trucks North America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336-393-2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57, 65 Western Star Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-850-STAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 Wex Fleet One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-51-SALES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 XL Specialized Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-283-4852 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XtraLease .com/Rebills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 commercial carrier journal | march 2016

Dock

PREVENTABLE or NOT? No day at the beach for Doe

ick of spinning his duals on snow and ice-covered roads in the Northeast, trucker John Doe happily accepted the task of delivering a load of colorful belly boards and swimwear to the Supreme Surfer Supermarket in Cocoa Beach, Fla. Now, days later, he was almost to his destination, sitting proudly behind the wheel of a beautiful, powerful new conventional with bright red paint, highly-polished aluminum wheels, chrome stacks, an ample supply of celery sticks and a soul-stimulating stereo that “probably could blow out the windshield,” he mused. Life was good. Before long, it’d be warm enough at home to crank up his ol’ Harley Sportster, plant tomatoes, do some bass fishing, sight-in the new scope on his Winchester and start restoring the rusty 1968 GTX 440 Magnum convertible he’d purchased from Joe Bob at Asa Sharp’s garage in John Doe began backing Beaverton. his trailer under a motorLet’s see, turn right on this road, driven rollup dock door, which unexpectedly began go three blocks and … hey, there it is, to roll down and hit the top dead ahead, the Supreme Surfer Surear of his trailer. Was this permarket! After waiting for another a preventable accident? trucker to exit the dock by passing under a motor-driven rollup door, Doe began backing his trailer, cautiously eyeballing his mirrors. What the … ??? Oh no!!! The rollup door began to roll down … fast … and … WHUMP! … hit the top rear of his trailer! An agitated store manager suddenly materialized and yelled to Doe to pull forward, but that maneuver ripped the dock door into itty-bitty pieces, earning Doe a preventable-accident warning letter, which he contested. Asked to render a final decision, the National Safety Council’s Accident Review Committee immediately ruled in Doe’s favor. There was no way that Doe could have anticipated or escaped the door’s dastardly descent, NSC said.

commercial carrier journal | march 2016

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WHEN TIME IS MONEY

YOU NEED A LITTLE KNOW HOW. Your job is to keep moving. Our job is to make sure nothing stops you. NAPA Truck Service Centers use quality NAPA parts and KNOW HOW to help keep your truck where it belongs, conquering the road. NAPATruckService.com | NAPAOnline.com | 1-800-LET-NAPA