CCJ0317

MARCH 2017

A NEW DAY FOR TRUCKING?

CCJ economic outlook shows carrier optimism page 57

CCJ'S TECH TOOLBOX Compliance doesn't have to be a burden page 45

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

GOING THE FINAL MILE End deliveries on a high note page 62

KEEP THEM GOING

A watchful eye on older trucks page 68

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Speed limiter mandate, emissions regs part of lawsuit against Trump

Carriers again push for hair drug testing

lawsuit filed in federal court last month seeks to block an executive order from President Trump directing federal agencies to repeal two existing regulations for each new one enacted.

Plaintiffs cite truck safety rules, including the proposed speed limiter mandate and federal truck emissions standards, as rea- It’s yet unclear whether DOT under Trump will sons why they want the court to issue an continue to pursue the speed limiter mandate. injunction against the order.

Public Citizen, the Natural Resources Defense Council and a branch of the AFL-CIO filed the suit Feb. 8, naming Trump, the U.S. government and new U.S. Transportation Secretary Elaine Chao, among a list of other executive branch employees, as defendants in the case.

The plaintiffs argue Trump exceeded constitutional authority with the order and that it will prompt agencies to slash rules meant to protect workers, the public and the environment.

White House Press Secretary Sean Spicer said during his daily press briefing Feb. 8 that the order is meant to ensure regulations already on the books “are meeting their intent and not stifling job creation at the extent of whatever they were intended to do.”

Specifically cited in the lawsuit is a September-proposed rule from the U.S. Department of Transportation to require heavy-duty trucks to use speed governors to cap speeds at either 60, 65 or 68 mph.

It’s yet unclear whether DOT under Trump will continue to pursue the speed limiter mandate, two-for-one order aside. Joe Rajkovacz, head of regulatory affairs for the Western States Trucking Associations, said Trump’s regulatory policies are likely the “death knell” for the speed limiter mandate.

The Feb. 8 lawsuit against Trump’s order also claims the two-for-one proposition jeopardizes emissions regulations that plaintiffs say protect public health and the environment.

Critics of the executive order argue it could create scenarios in which federal agencies might be forced to choose between two consumer- and public-protecting regulations.

Scan the QR code with your Some also have questioned the logistics of smartphone or the two-out one-in policy. Federal law could visit ccjdigital.com/ require a public notice and comment period for news/subscribe-toregulations being repealed, which will make the newsletters to sign up for the CCJ Daily Report, a daily e-mail newsletprocess stickier than simply nixing regulations ter filled with news, analysis, blogs at agencies’ whims. and market condition articles.

– James Jaillet

joined to file a request

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commercial carrier journal

| march 2017

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group of large carriers have

with the U.S. Department of Transportation to allow them to drug-test drivers exclusively via hair sample in lieu of the traditional and federally required urine sample test. The carriers — J.B. Hunt (CCJ Top 250, No. 6), Schneider (No. 8), Werner (No. 11), Knight (No. 24), Maverick Transportation (No. 76) and Dupre Logistics (No. 128) — make up the Trucking Alliance, a carrier advocacy group.

Carriers that want to drug-test drivers via hair sample now must perform both the hair test and the urine analysis, which the Alliance says is costly and unnecessary.

The Trucking Alliance petitioned the Federal Motor Carrier Safety Administration in October to immediately allow hair sample tests to satisfy federal drug testing requirements, as stipulated by the 2015 FAST Act that allows the agency to accept hair tests after the Department of Health and Human Services establishes federal guidelines. The FAST Act required HHS to develop the guidelines by Dec. 5, 2016, a deadline it failed to meet.

To comment, go to Regulations. gov and search Docket No. FMCSA2017-0002.

– James Jaillet

The carriers argue that hair testing is more reliable than federally required urine sample tests in detecting prior drug use.

JOURNAL NEWS

Trucking’s cargo theft losses totaled $173M in 2016

If I use thinner oils will my engine still be protected?

C

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.

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.

*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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commercial carrier journal

National efforts loom on CDL skills test delays

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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.

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

argo theft recording firm CargoNet logged 836 incidents in 2016 worth an estimated $172.9 million, the firm reported in its annual cargo theft trend analysis. The thefts accounted for more than half California had the highest number of reported cargo of the 1,614 total freight-related thefts with 228, a 36 percent increase from 2015. thefts in North America, which includes tractor and trailer theft and supply chain fraud.

The firm recorded $114 million in stolen cargo across 554 incidents for an average of $206,836.97 per theft, but the values of the 282 other cargo thefts are unknown. CargoNet applied the average for the missing values to calculate 2016’s total loss value of $172.9 million.

California had the highest number of reported cargo thefts with 228, a 36 percent increase from 2015. Texas and New Jersey followed with 135 reports and 73 reports, respectively. In Georgia, new cargo theft legislation, along with a statewide task force, helped the state see a 64 percent decrease in 2016, CargoNet said.

Food and beverage cargo was the most stolen in 2016, accounting for 217 reported thefts. Electronics were the second-most stolen with 122 reported thefts worth $45.6 million – the most costly of any category.

– Matt Cole

recent push by New Jersey to allow commercial driver’s license applicants to take their state skills test through third-party providers aims CVTA hopes Congress can to reduce the delay prospective truckers encounter, address the long delays that a problem many states face due mostly to a lack of CDL applicants often face between training and testing. resources to hire qualified examiners.

A bill passed by the New Jersey Legislature in November and signed into law by Gov. Chris Christie last month establishes a pilot program for third-party vendors to provide CDL skills tests in lieu of state officers.

The program will be limited at first – three designated third-party providers – but lawmakers intend for it to grow as more regulations are developed.

Delays in CDL skills tests are a prominent lobbying agenda item for the Commercial Vehicle Trainers Association in the coming years, said Don Lefeve, CVTA president. It’s not uncommon for CDL applicants to complete a monthlong training program and then have to wait two or three months to take a skills test.

“They’re ready to enter the workforce,” Lefeve said. “When someone exits training, their skills are at their height. If they’re delayed, their skills will deteriorate.”

A few large carriers in recent years have asked the Federal Motor Carrier Safety Administration to allow drivers who’ve performed all training but haven’t yet performed a skills test in their license-issuing state to drive in team operations with fully licensed drivers until they can be scheduled for a test.

– James Jaillet

| march 2017 11/9/15 9:07 AM

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JOURNAL NEWS

FMCSA will leverage training data to gauge BTW minimum, CVTA says

D

espite a two-month delay prompted by an order from President Trump and pressure from trade groups to alter one of its key elements, a U.S. Department of Transportation rule establishing national training standards for entry-level truckers will proceed as scheduled, said Don Lefeve, president of the Commercial Vehicle Training Association.

Several groups have decried the rule’s lack of a behind-the-wheel time minimum. The Federal Motor Carrier Safety Administration originally proposed a 30-hour minimum to be split between a driving range and on-road driving. But FMCSA nixed the minimum in the final rule, opting instead for a proficiencybased requirement to be determined by agency-approved trainers.

The rule was published in early December and was scheduled to become law Feb. 6. A short-term regulatory freeze issued Jan. 20 by Trump delayed the rule’s effective date to March 21, but the Feb. 7, 2020, compliance date has not been moved. The rule has three main components: Setting a classroom curriculum for driver trainees, requiring behind-the-wheel training and creating a registry of certified trainers from which trainees must use.

Recent hurdles aside, including calls for FMCSA to issue a supplemental rule to add a time-based behind-the-wheel requirement, the rule likely will remain as-is through its 2020 implementation date, Lefeve said.

The Owner-Operator Independent Drivers Association joined with several safety groups to petition FMCSA to

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commercial carrier journal

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CVTA President Don Lefeve says FMCSA’s entry-level driver training rule should proceed on schedule.

reinstate the 30-hour behind-the-wheel minimum. The Professional Truck Driver Institute followed their lead.

However, such efforts to reform the rule before its implementation date are “dead in the water,” Lefeve said.

“That decision was made by the [Office of Management and Budget],” he said. “It’s a true proficiency or outcomebased requirement. It requires repetition to become proficient.” – James Jaillet

California bill would add behind-the-wheel minimum training time California is considering a measure that would require 30 hours of driving for a Class A commercial driver’s license and 15 hours for a Class B license. The bill would impact new drivers in that state and would restore the requirements proposed by the Federal Motor Carrier Safety Administration last May but not adopted in the agency’s final driver training standards rule published in December.

State Sen. Bill Monning on Jan. 19 introduced SB 158, which also incorporates FMCSA’s final rule for CDL minimum training standards.

The bill calls for 30 hours of behindthe-wheel training, including at least 10 hours at an off-highway facility and 10 hours on public roads. A Class B license calls for 15 hours of driving training, of which seven must be on public roads. It also mandates that the state comply with the federal rule by Feb. 7, 2020.

The bill’s introduction notes a 2014 Highway 17 accident when a trucker crashed into 10 cars, injuring seven and killing one. The driver’s lack of adequate training and experience was determined to be major contributors to the crash.

That year, California reported 10,062 at-fault commercial vehicle collisions, of which 2,432 resulted in injury and 68 were fatal.

– Jill Dunn

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JOURNAL NEWS

INBRIEF 3/17 • The U.S. Senate on Jan. 31 voted 93-6 to confirm Elaine Chao as Secretary of Transportation on President Trump’s cabinet. Chao said her three main goals will be to bolster infrastructure funding, bridge the divide between rural and urban transportation and find better balance with federal regulations and concerns of busi-

nesses regulated by DOT. Chao also said she intends to create an environment in which new technologies such as autonomous vehicles can be balanced with any ensuing job displacements.

• The U.S. Department of Transportation proposed adding four commonly abused opioids to the list of drugs that drivers must be screened for during urine analysis tests.

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• A March 2016 crash between a passenger car and a tractor-trailer in Robstown, Texas, that resulted in three fatalities was caused by the car’s fatigued driver who had less than five hours of sleep before the crash, the National Transportation Safety Board found. A 2013 Hyundai Elantra, occupied by an 18-year-old driver and three passengers ranging in age from 17 to 19, lost control on U.S. 77, crossed the median and collided with a 2009 Freightliner. The car’s driver was seriously injured, while the three passengers were killed. The truck’s driver was not injured.

• Florida Gov. Rick Scott’s proposed state budget includes cutting $8 million in state fees, including eliminating fees that military veterans pay when they receive a commercial driver’s license. Scott’s budget also proposes cutting fees paid by trucking schools in half. The budget has to be approved by the State Legislature.

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• The Truckload Carriers Association launched an accreditation initiative to help its truckload carrier members attract new employees and create career paths as a retention tool. The certificate and certification programs will be sponsored by Driver iQ, a provider of background screening and driver monitoring services.

• Dr. Wolfgang Bernhard, head of Daimler Trucks & Buses since April 2013, stepped down from the Daimler AG Board of Management, citing “personal reasons.” He was released from his duties immediately, with Dieter Zetsche succeeding him on an interim basis until a successor is appointed.

Bernhard’s contract was set to expire in February 2018.

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and hydromorphone generally are taken as pain pills. New mandatory guidelines from the Department of Health and Human Services published Jan. 23 and set to take effect this October call for the addition of the four opioids, DOT said. Comments are being accepted on the proposed changes until March 24. Go to Regulations.gov and search Docket No. DOT-OST-2016-0189-0001.

| march 2017

• A survey commissioned by the American Trucking Associations seeks to quantify the amount of money the trucking industry donates to charities, as well as the types of charities the industry supports. ATA President and CEO Chris Spear said the survey will help the association focus its future charitable efforts. The American Transportation Research Institute survey asks fleets, suppliers and others to report their 2016 charitable giving and can be found at www.research.net/r/Trucking-Industry-Gives.

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JOURNAL NEWS

Walmart now owes truckers $60M in back pay, court rules

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California federal judge declined to deliver $80.3 million in penalties to a certified class of Walmart truckers but agreed to add $5.8 million in restitution to the nearly $55 million that a jury awarded in back wages.

U.S. District Judge Susan Illston on Jan. 25 approved restitution to drivers for rest breaks, layovers and pretrip and post-trip inspections during the one-year period ending Oct. 9, 2005. That day, she also signed an order approving the Nov. 23 verdict affecting Walmart drivers during the

10-year-period ending Oct. 15, 2015.

Roughly 840 class members will receive compensation for earning less than minimum wage for rest breaks, layovers and pre-trip and post-trip inspections. However, the Arkansas-based retailer was not required to compensate for tasks such as fueling and U.S. Department of Transportation inspections.

Illston declined plaintiffs’ posttrial requests for penalties and liquidated damages.

Corporate spokesman Randy

Walmart said it plans to appeal the ruling.

Hargove said that 90 percent of drivers have been with Walmart for more than 10 years and earn $80,000 to more than $100,000 annually. “While we still disagree with the jury’s verdict in the case, we’re pleased the judge declined to award any additional penalties,” Hargrove said.

The case began in 2008.

– Jill Dunn

Possible speed limit increases approved in Michigan

T

ruck drivers and other motorists in Michigan could see speed limit increases on some highways over the next year following a set of bills signed

into law by Gov. Rick Snyder.

The new laws would allow the Michigan Department of Transportation to increase the speed

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The law also allows MDOT to increase the speed limit on 900 miles of U.S. and state highways for all drivers from 55 to 65 mph.

The new speed limits would go into effect only if safety and engineering studies conducted by MDOT and the Michigan State Police show that 85 percent of drivers currently travel at the proposed speeds. The agencies have one year to conduct the studies, implement the new speed limits and post new speed limit signage.

– Matt Cole

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commercial carrier journal

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Michigan could be increasing speed limits on at least 600 miles of interstates and 900 miles of U.S. and state highways in the next year.

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JOURNAL NEWS

Fatal Tesla crash with tractor-trailer blames Autopilot system limitations

A An NTSB photo of the Freightliner Cascadia and its trailer involved in the June crash.

National Highway Traffic Safety Administration report on a 2016 crash involving a Tesla Model S and a tractor-trailer concludes that the Tesla’s driver was to blame for the crash. The

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car’s operator, who died in the crash, was leaning too heavily on the car’s driver assist systems, which failed to brake when a tractor-trailer crossed the road in front of the car, the report finds.

NHTSA performed the investigation to determine whether there was a “safety-related defect” with the Tesla, and the agency’s report issued in late January concludes that the car’s automatic emergency braking isn’t failsafe.

Until the technology becomes more advanced, drivers shouldn’t rely on it, NHTSA concludes in its findings that are similar to those of the National Transportation Safety Board.

At the time of the crash, the Tesla was in so-called Autopilot mode, a basic autonomous system that maintains the car’s lane and speed and features emergency braking assist. However, those features aren’t meant to be used to operate the vehicle — only to assist the driver or attempt to prevent a crash.

Tesla said after the crash that drivers must maintain awareness and be ready to steer or brake if needed.

The crash occurred May 7 in Williston, Fla., on a four-lane highway.

A 2014 Freightliner Cascadia hauling a 53-foot dry van crossed the road in front of the Tesla Model S. The crash could have been prevented had the Tesla braked, but no attempt at braking was made by the car or the driver, the report concludes.

Tesla said that the white trailer disappeared into the bright sky behind it, which caused the car’s Autopilot sensors to fail to detect it. “The systems have limitations and may not always detect threats or provide warnings or automatic braking early enough to avoid collisions,” NHTSA's report says.

Tesla has updated the system to take away functionality if drivers are detected using it improperly.

– James Jaillet

| march 2017 2/14/17 11/8/16 1:50 5:48 PM PM

JOURNAL NEWS

Truck fleets supportive of expanding rest area offerings to keep them open

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he lack of available truck parking nationwide is one of the biggest issues facing the trucking industry, and the Federal Highway Administration is beginning to look at ways to make sure the problem doesn’t get worse.

In a notice published in the Federal Register last September, FHWA asked commenters for their opinions on whether the types of commercial activities allowed at rest areas should be expanded to help states fund them.

The National Association of Truck Stop Operators argued in its comments that expanding commercial services at rest areas, including vending, threatens truck stops and other off-highway businesses by undercutting them. The group urged FHWA to keep the existing rules in place and not allow rest areas to offer more services.

“Congress enacted the ban on rest area commercialization to avoid stateapproved monopolies on the Interstate System, as well as to protect off-highway businesses and localities,” said Lisa Mullings, NATSO president and chief executive officer. “The underlying purpose behind the general ban on offering automotive and other commercial services on the interstate right-of-way remains as strong today as it was when the legislation was first enacted.”

Commenters from the trucking industry, however, voiced their support

of allowing more services if it means keeping rest areas and their truck parking spaces open. The Owner-Operator Independent Drivers Association said that the agency should “consider fair

and reasonable solutions to ensure that rest areas are as financially viable and self-sufficient as possible.”

OOIDA noted that it realizes expanding these services could impact the truck stop industry and said FHWA should prioritize both private and public solutions that increase parking. – Matt Cole

FHWA is looking at ways to possibly expand commercial activities at rest areas to help states keep them open. commercial carrier journal

| march 2017 19

Atlanta’s “Spaghetti Junction” interchange at I-285 and I-85 North is the nation’s most congested location, according to ATRI research.

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JOURNAL NEWS

Two Atlanta interchanges are among nation’s top truck freight bottlenecks

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tlanta’s “Spaghetti Junction” — the intersection of Interstates 285 and 85 North — tops the list of the most congested freight bottlenecks in the country for the second year in a

row, according to research from the American Transportation Research Institute.

ATRI’s research found that the average speed at this location is 38 mph, with an average speed during peak traffic times of 26 mph.

The 2017 Top Truck Bottleneck List examines truck-oriented congestion at 250 locations across the country and uses truck GPS data from more than 600,000 trucks to determine the congestion at each location.

Rounding out the top 10 truck freight bottlenecks are: 2. I-95 at State Route 4, Fort Lee, N.J. 3. I-290 at I-90/94, Chicago 4. I-65 at I-64/71, Louisville, Ky. 5. I-71 at I-75, Cincinnati 6. State Route 60 at SR 57, Los Angeles 7. SR 18 at SR 167, Auburn, Wash.

8. I-45 at U.S. 59, Houston 9. I-75 at I-285 North, Atlanta 10. I-5 at I-90, Seattle “With President Trump expected to press for significant long-term infrastructure spending, this ATRI analysis should be a key guide for deciding what projects are worthy of funding,” said Chris Spear, American Trucking Associations president. “Ensuring the safe and efficient movement of goods should be a national priority, and this report draws attention to the places where our highway network needs improvement in order to meet that goal.”

The intersection of I-70 at I-79 West in Pittsburgh saw the biggest jump from last year’s list, rising 83 spots from outside the top 100 to the No. 61 congested intersection in the country, according to ATRI. Houston’s intersection of I-45 at I-610 South saw the biggest decrease in congestion, falling 26 spots to No. 82.

– Matt Cole

| march 2017 2/8/17 3:58 PM

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JOURNAL NEWS

Industry shows unity against safety rating change tied to CSA

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Feb. 15 letter to U.S. Department of Transportation Secretary Elaine Chao outlines trucking and bus industry concerns over the Federal Motor Carrier Safety Administration’s pursuit of a new Safety Fitness Determination rulemaking.

The letter, signed by a coalition of numerous trucking and bus associations, motor carriers and other logistics stakeholders, urges Chao to rescind the Notice of Proposed Rulemaking that FMCSA issued more than a year ago to revamp the safety rating process and tie it in part to the structure of the Compliance Safety Accountability Safety Measurement System’s BASIC categories.

“Our major concern with the proposal is that the new proposed methodology utilizes flawed [CSA/SMS] data and scores,” the letter’s signatories write.

The Notice of Proposed Rulemaking issued by FMCSA in January 2016 followed Congress’ removal of CSA/SMS percentiles from public view, ordering then a study and potential revamp of the program, by little more than a month.

That study’s results have been slow in coming to light, and at the time of the SFD NPRM, a smaller coalition within the trucking industry alleged the NPRM itself was a violation of the December 2015 FAST Act highway bill, which included language prohibiting developing a safety rating rule that used percentiles and category alerts.

The Safety Fitness Determination NPRM issued by FMCSA in January 2016 followed Congress’ removal of CSA/SMS percentiles from public view.

Though DOT pushed back on that contention, the broadbased nature of this latest letter’s signatories is evidence that it’s taken hold in a much bigger way a year later.

The small coalition’s letter from a year ago was followed later last year by a similar argument from another group, which included the Owner-Operator Independent Drivers Association, among many others.

The latest letter brings in a large variety of state and private industry associations, including the American Trucking Associations, OOIDA, the National Association of Small Trucking Companies and the Western States Trucking Association, among many others.

Joe Rajkovacz, WSTA head of regulatory affairs, said the broad nature of the signatories “should indicate how seriously everyone views this issue, and the hope that with new leadership in Washington, legitimate industry concerns will finally be dealt with positively.”

– Todd Dills

Air Force program to help Airman truckers get CDLs

T

he U.S. Air Force is creating a program designed to allow military truck drivers exiting the service to essentially swap their military license for a commercial driver’s license.

To do this, the Air Force is creating a course to mirror the American Association of Motor Vehicle Administrators CDL Test program to enable examiners to certify Air Force truckers on the same regulations as a civilian obtaining a CDL. “This (will) ensure everyone is working off the same sheet of music,” said Senior Master Sgt. Thomas Karnes, the Air The program will begin at seven Air Force bases with the hopes of expanding to up to 50 bases by October.

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Force logistics vehicle operations superintendent. “Once the program is wholly accepted and recognized by each state’s DMV, the intent is to provide a one-for-one swap for a military license to obtain a CDL for the applicable vehicle without taking the additional tests. This helps us transition veterans into the commercial sector as well.”

The program will begin at seven Air Force bases with the hopes of expanding to up to 50 bases by October, Karnes said. Air Force examiners will be required to participate in a 40-hour AAMVA certification course to learn how to administer and score the exam until the Air Force creates its own course.

“This new program gives us a standardized method in deciding whether or not a member is actually competent enough to operate these vehicles on their own,” said Staff Sgt. Bradley Opfar, in charge of training validations and operations at Kadena AB and a recent AAMVA course graduate.

– CCJ Staff

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OWNER-OPERATOR OF THE YEAR

Philip Keith, leased to WEL Companies

Kevin Kocmich, leased to Diamond Transportation

Gary Buchs, leased to Landstar Systems

COMPANY DRIVER OF THE YEAR

William Poteet, Saddle Creek Transportation

David McGowan, WEL Companies

Murray Manuliak, Bison Transport

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

Sponsored by:

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

Hauling data Truck services moving toward connected mobility

T

he capability to consume data is everywhere, and Americans are swallowing it at record rates on the

road.

Chevrolet says its customers in the United States used 4,220 terabytes of data last year through its AT&T-enabled OnStar platform, an increase of nearly 200 percent over 2015.

That’s more than 4.2 million gigabytes – almost 33,000 of the highest-capacity iPad Pros – and this kind of connectivity isn’t limited to families streaming Mickey Mouse Clubhouse to keep Junior quiet in the backseat.

Connected mobility is more secure and reliable than ever, and the efficiency and speed with which it can transfer data is making it a valuable tool for something other than crushing candy.

BIGGER BYTE: Connected truck services are expected to generate $5.41 billion in revenues in 2017.

THE FUTURE IS HAPPENING: If you have a truck built around 2010 or later, it’s already online.

SHIFTING MARKET: The move toward an on-highway business supported by apps is ongoing.

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A personal device offers a lot of flexibility versus a fixed-mount company-owned gadget.

According to a Frost & Sullivan report released last month, connected truck services are expected to generate $5.41 billion in revenues this year. The biggest gainers are expected to be fleet management systems, digital freight brokering, autonomous trucks, Big Data and video safety systems.

If you have a truck built around 2010 or later, it’s already online. It’s telling dispatch where it is and how fast it’s going. It’s sending engine diagnostics information to the maintenance department. The truck is a rolling blabbermouth, spouting its vitals to whoever is tuned in to listen.

If the “Uberization of trucking” that you hear so much about ever actually happens, guess how that will take place. By 2020, Frost & Sullivan estimates that 35 million trucks will be connected globally. If you’ve ever called for an Uber ride, you use their app, which accesses your location and the location of your ride via your phone’s GPS signal.

All of this information will carve another sliver from the millions of gigs flying around space, thanks to the giant network of data capabilities.

Apple claims to sell about half a million iPhones every day. Apple delivers about 1.4 times more iPhones globally in one day than the number of humans being born.

According to Pew Research, 68 percent of all adults in the United States

| march 2017

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.

Apps are smartphone/ tablet must-haves for the modern professional driver. are carrying around some type of smartphone, and 45 percent own a tablet. According to Mobidata, the average American blows through almost 2 gigabytes of data every month (my daughter is above average). That number jumps more than three times if you account for Wi-Fi usage.

Olga Yashkova, Frost & Sullivan test and measurement program manager, said more than 55 percent of all mobile data is expected to be offloaded to Wi-Fi networks in 2017, and about 60 percent in 2018.

We’ve already seen smartphones and tablets feature heavily in the truck cab, and it’s only going to become more commonplace. We’re sending mountains of data in a million different directions every day, with everything from driver logs to diagnostics and freight brokering routed through a personal device that offers a lot of flexibility versus a fixed-mount company-owned gadget.

Social and entertainment aside, apps for weather, navigation, truck parking, trip planning, document management and load boards are smartphone/tablet must-haves for the modern professional driver.

Frost & Sullivan is banking on an even healthier technology “app”-etite (see what I did there?) as more and more fleets migrate toward paperless paper trails.

The move away from paper-based reporting isn’t exactly a new industry trend, but the shift toward an on-highway business that’s heavily supported by app-based wireless technology is certainly ongoing.

If Chevy owners alone managed to burn through 4,220 terabytes of data by simply turning their vehicles into rolling Wi-Fi hotspots, imagine the capacity more than 3.5 million professional truck drivers will need as they burn through data with electronic logging devices, asset tracking and route planning.

Apps generally are inexpensive, and most drivers already are versed in how to use the smartphones of their choosing.

All they’ll have to do is make sure the battery is charged.

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

OEM engines seizing more market share

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he vertical integration of powertrains quickly has made its impact on trucking, shifting the balance of power among engine makers and truck makers over the last five model years.

Statistics compiled by Dave Kalvelage, manager of IT and database services for MacKay and Co., and presented at Heavy Duty Aftermarket Week in Las Vegas, show Detroit, Volvo and Paccar products eating market share dropped by International and Cummins.

From 2005 to 2015, 19 points were put up for grabs. Cummins went from a 39 percent share to 36 percent, while International slid from 13 percent to 4 percent.

Mack shed 1 percent – from 9 percent to 8 percent. Caterpillar’s exit from the market put another 4 percent on the table. Mercedes Benz-branded engines went from 3 percent to 1 percent.

Paccar was the big winner over those 10 model years, snapping up 9 percent – up from 2 percent to 11 percent.

Next was Volvo, up from 6 percent to 11 percent, while Detroit grew its share from 24 percent to 29 percent.

Freightliner went from 32 percent to 38 percent, while Kenworth also nabbed a 4 percent gain, up from 11 percent to 15 percent.

Volvo jumped from 9 percent to 12 percent, and Peterbilt jumped from 12 percent to 13 percent.

Those four brands snapped up the 13 percent lost by International and 1 percent from Mack Trucks.

– Jason Cannon Paccar was the big winner over those five model years, snapping up 9 percent – up from 2 percent to 11 percent.

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INBRIEF • Volvo Trucks North America cancelled plans to lay off up to 500 workers at its New River Valley truck manufacturing plant in Dublin, Va. Volvo spokesperson Brandon Borgna said the company was “encouraged” by recent trends in the Class 8 market and has decided to “maintain manufacturing flexibility as we continue to monitor the market situation.” The plant employs about 2,100 people.

• Volvo Trucks North America recalled 6,271 trucks manufactured between April 11, 2012, and Sept. 30, 2016, because the electric air dryers on certain 2013-17 VNL, VNM and VNX models were not set to the correct specifications, which can cause oil and water to contaminate the brake system.

• Navistar recalled about 300 model-year 2017 International 9900i, LoneStar, ProStar and TranStar tractors because of a defective metallic battery cover latch that could unlatch and contact the battery’s jump start stud, causing an electrical short.

• Bridgestone Americas Tire Operations raised prices in North America by up to 8 percent across a range of passenger, light truck, truck and bus, off-road and agricultural tires, as well as retread products and tubes, effective March 1. Rachel Withers, communications leader, said the price increase is in response to rising raw material costs and other market dynamics.

• Yokohama Tire Corp. will increase prices by up to 7 percent on all of its tires sold in the United States, including commercial tires, effective April 1. Rick Phillips, vice president of sales, said the pricing boost is driven by the high cost of raw materials and freight expenses in 2016.

• Freightliner announced that production is underway on the 126-inch BBC daycab and 72-inch raised-roof sleeper cab models of its new Cascadia.

Equipped with the company’s AeroX aerodynamic solution and Integrated Detroit Powertrain, the new Cascadia is engineered to provide up to an 8-percent fuel economy increase over a similarly spec’d 2016 Cascadia Evolution.

• Kenworth’s T370 now offers wide-base tires for applications requiring up to 20,000-pound front-axle ratings. The tires are size 385/65R22.5 from Bridgestone, Goodyear and Michelin.

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Volvo, Mack pull plug on big trucks, engines

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olvo and Mack announced last month they had halted production of both their beefiest tractors and their 16-liter engine options.

Volvo said it could bring the VNX back to market, Changing market conditions led but it didn’t say when. Mack said it has permanently Volvo to pull back on its VNX truck. discontinued its Titan. Both companies said they’ll continue servicing existing units.

Volvo said it will offer an X-package for its VNL tractor, allowing it to fill the space left vacant by the VNX. Buyers can spec the truck with Volvo’s D13 engine or Cummins’ X15 engine. Despite the production stop, Volvo intends to keep the VNX in its product lineup following further market analysis, said spokesman Brandon Borgna.

Mack’s Granite and Pinnacle axle-forward models, both equipped with an MP8 engine, fit the market “previously served” by the Titan, said Mack spokesperson Chris Heffner.

Both companies said the decision to cut their 16-liter engine options — Volvo’s D16 and Mack’s MP10 — was the result of the popularity of their 13-liter products.

– CCJ Staff

Mack extends oil drain intervals with new formulation

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ack Trucks is extending its recommended engine oil drain intervals for its newly formulated Mack Engine Oil EOS-4.5 by up to 15,000 miles compared with previous formulations, depending on application.

Introduced as the factory fill in the company’s 2017 engines, Mack Engine Oil EOS-4.5 also is formulated to extend drain Mack Engine Oil EOS-4.5 intervals for all of its 2011 and newer engines. Scott Barrais the factory fill in the company’s 2017 engines clough, Mack technology product manager, said the product and also is formulated isn’t simply a rebranded version produced by another engine to extend drain intervals oil manufacturer. for all of its 2011 and “Nothing could be further from the truth,” Barraclough said. newer engines.

“Mack Engine Oil EOS-4.5 is a proprietary formula that is tested and approved with Mack equipment, which allows us to extend drain intervals.”

With Mack Engine Oil EOS-4.5, drain intervals have been extended to 60,000, 50,000 and 40,000 miles for long-haul, regional-haul and heavy-haul applications, respectively.

During the life of a truck, these extensions could allow customers to skip between four and 16 oil drains, the company said.

Available in 10W30 and 15W40 weights, Mack Engine Oil EOS-4.5 is formulated to offer protection above the new American Petroleum Institute CK-4 specification by requiring enhanced performance for oxidation and aeration control. It also is made with a lower viscosity to help improve fuel efficiency under high ambient temperatures and loads.

Mack Engine Oil EOS-4.5 is designed to be used anywhere API CK-4 oils are recommended and to be backward-compatible with all API CJ-4 applications.

– Jason Cannon

| march 2017

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INBRIEF • Bendix’s Electronic Stability Program is now standard on Kenworth’s new T680 and T880 tractors. Customers will receive the Bendix 4S/4M configuration, which has four sensors and four modulators and includes Bendix Smart ATC Automatic Traction Control and Bendix ESP. • Paccar’s tandem rear axle is now standard on Kenworth’s T680 and T880 tractors.

The axle, rated at 40,000 pounds, is engineered for improved operating efficiency and supports a gross combination weight of 80,000 pounds.

• Kenworth updated its Predictive Cruise Control functionality for its T680 and T880 tractors equipped with 2017 Paccar MX-11, Paccar MX-13 and Cummins X15 engines. The update is designed to provide up to a 1 percent improvement in fuel economy and enhanced drivability by fine-tuning how the engine modulates speed and torque.

• Kenworth’s Class 8 trucks are now standard with Meritor’s MFS+ front steer axle series for linehaul applications. The axle is available in standard and wide track configurations with a gross axle weight rating of 12,000 and 13,200 pounds, respectively.

• Mobileye’s 6 Series Collision Avoidance System is now an option on Mitsubishi Fuso Truck of America’s 2017 model-year FE and FG Series trucks. For a limited time, MFTA will offer and install the system for free.

• Eaton now offers its synthetic lubricants and multi-purpose grease via direct shipping to all commercial trucking industry professionals, including fleets and independent operators, with same-day and next-day deliveries available within the 48 contiguous U.S. states.

• Penske Truck Rental added collision avoidance systems and air disc brakes to its standard specs on commercial tractors within its rental fleet. The company has ordered more than 2,000 trucks from Freightliner, Volvo and Navistar with the new specs.

• Hendrickson Trailer Commercial Vehicle Systems enhanced its Tiremaax Pro return-on-investment calculator to provide a more user-friendly interface for customers to determine the potential savings by using the tire pressure control system.

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Truck OEM Alkane inks agreement with Brazilian manufacturer

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lkane Truck Co. signed an agreement with Alkane’s Class 7 cabover is expected Brazilian truck manufacturer Agrale that to go into production this year. gives the South Carolina-based truck OEM sole representation for sales and service in North America. Together, Alkane and Agrale will offer a new Class 7 truck line and various commercial chassis options for recreational and public transportation vehicles.

“This agreement is a unique and exciting opportunity for both companies,” said Bob Smith, Alkane chief executive officer. “We are ready to move forward, and we anticipate the North American market will be very receptive to these rugged and durable vehicles.

The unique vehicles we will be offering through Agrale will fill existing market voids.”

Alkane, which is launching a crowdfunding campaign on StartEngine, brings to the market a streamlined production and distribution model to reduce costs and allow the company to offer more competitively priced vehicles in their respective markets.

Alkane imports the main body and chassis as an assemblage of parts and incorporates U.S.-manufactured components such as engines, transmissions, fuel systems, wheels, tires, brakes, safety elements and other key components required for U.S. Department of Transportation compliance.

– Jason Cannon

Hino seeks exemption from windshield mounting regulations

H

ino Motors is seeking an exemption from federal regulations regarding the location on a truck’s windshield in which safety technology systems can be mounted.

The Federal Motor Carrier Safety Administration last year amended its regulations to allow cameras and other vehicle safety technologies to be mounted on windshields no more Hino requested an exemption to mount safety systems on the windthan 4 inches below the upper edge or 7 inches shields of its trucks lower than curabove the area swept by the wipers, and outside rently allowed by federal regulations. the driver’s lines of sight.

Hino, a Toyota Group company that manufactures Class 4-7 trucks, is requesting the exemption for an automated emergency braking and lane departure warning system, which would be mounted near the windshield’s center. The company says the camera housing is about 4.67 inches wide and 4.3 inches tall, and that the bottom edge of the camera is about 7 inches below the upper edge of the windshield, rather than the required 4 inches. Hino says the system is mounted outside the driver’s and the passenger’s normal sight lines to mirrors, highway signs, signals and the road.

The company says that locating the system in that specific spot will allow for its highest functionality. After a prototype was installed on Hino’s lowest cab-height truck, drivers and passengers said there were no obstructions to their lines of sight, the company says.

– Matt Cole

| march 2017

NYC, Mack Trucks, Oberon Fuels testing DME-powered Pinnacle excellent opportunity to showcase the potential of DME in real-world-use cases,” said Rebecca Boudreaux, president of Oberon Fuels.

– Jason Cannon

DSNY is the first Mack customer to evaluate DME, a nontoxic clean-burning alternative fuel. The test will involve a Pinnacle model.

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ack Trucks last month began collaborating with the New York City Department of Sanitation and Oberon Fuels to test the performance of a dimethyl ether-powered Pinnacle. DSNY is the first Mack customer to evaluate DME, a nontoxic clean-burning alternative fuel.

Mack Trucks President Dennis Slagle said the company will use the demonstration to gather data with DSNY and Oberon to better determine the performance and drivability of the DME-powered truck, a Pinnacle Axle Back equipped with an MP8 13-liter engine and an mDrive automated manual transmission.

“We believe DME shows great promise, and we are pleased to be working with our longtime customer DSNY to evaluate the fuel as a viable alternative to diesel,” Slagle said.

DME delivers the same performance and energy efficiency as diesel fuel but generates no soot. The fuel can be made from multiple sustainable feedstocks such as food waste, animal waste, grass clippings and natural gas. DME does not require cryogenic temperatures or high tank pressures.

The DSNY evaluation will take place at the Freshkills Landfill on Staten Island and will last several weeks. Results are expected to be available later this year.

New York City recently announced a vision to reduce greenhouse gas emissions by 80 percent in 2050 compared with 2005. To achieve this goal, the city must reduce 43 million metric tons of GHG emissions. When produced from organic waste, DME can reduce GHG emissions.

DSNY Deputy Commissioner Rocco DiRico said his department is working to reduce its environmental footprint, adding that DME could be one solution to help achieve its goal.

“This first-ever customer demonstration of a DME Mack truck is an

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in focus: ENGINE FLUIDS

New oil categories entering the mainstream

BY JASON CANNON

N

ew diesel engine oil categories CK-4 and FA-4 have been on shelves for three months, and the market is shifting toward the new formulas.

Formerly lumped together as PC-11, the two formulations replaced CJ-4 oils, and as of Dec. 1 following a late-fall soft rollout, all engine oil manufacturers began shipping the new products.

“Supply and demand [for CK-4] has matched our expectations,” said Tony Negri, commercial products manager for Phillips 66. “Even though this was a fairly straightforward upgrade of CJ-4, enough criteria changed that it spawned one of the broadest education campaigns that I’ve witnessed.”

Len Badal, global Delo brand manager for Chevron Lubricants, said the company already has transitioned its bulk shipments to customers and marketers for Delo 400 XLE SAE 10W-30 and SAE 15W-40 and is slowly upgrading customers from Delo 400 LE SAE 15W-40 to the new Delo 400 SDE SAE 15W-40.

“New API CK-4 and FA-4 products are moving into the market for most of the main suppliers,” Badal said. “But it has been taking time for the products to show up for end customers and even marketers or retail channels as the previous-generation API CJ-4 products are run down or moved out of inventory.”

Shell Lubricants introduced its Rotella CK-4 oils last fall as CJ-4 oils because they met both the new and old specifications. Dan Arcy, global OEM technical manager, said the ensuing transition has gone smoothly for customers, with no problems reported.

While the official launch of the new categories was late 2016, some products have yet to hit the marketplace.

Chevron is rolling out its API CK-4 full-synthetic Delo 400 XSP SAE 5W-30 and 5W-40 products this spring. The company plans a full transition from the current API CJ-4 full-synthetic versions through the rest of the year.

Some OEMs also are offering their own oil formulations for their 2017 engine lineups. Volvo and Mack say their respective VDS-4.5 and EOS-4.5 factory-fill blends exceed API’s CK-4 specification, with extended drain intervals that allow fleets to skip between four and 16 oil drains – depending on duty cycle – compared to prior maintenance schedules.

“In oil costs alone, that represents a savings of hundreds of dollars per year, even for the lightest duty cycles,” said John Moore, Volvo product marketing manager – powertrain.

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API’s CK-4 and FA-4 specifications were designed to help diesel engine OEMs meet stringent emissions requirements.

To-date, only Detroit has approved FA-4 for use in its new engines. Other OEMs still are having internal discussions on whether to adopt FA-4 for factory-fill or maintain an approval for service-fill use for a certain model, age or type of engine.

“OEMs have different positions – some will be FA-4 factory-fill out of the gate and may or may not mandate its use in service-fill,” said Barnaby Ngai, Petro-Canada Lubricants’ category portfolio manager for heavy-duty engine and driveline oils. “Some are going with CK-4 and are not likely to adopt FA-4 right away. With OEMs taking different approaches, that adds confusion in the marketplace.”

Badal said Chevron expects that process to evolve slowly.

“No other OEMs have announced plans to move their factory-fill to high-temperature high-sheer fluids at this point,” he said. “There is work by each of them to understand the benefits and durability of engines over the long term.”

Negri said FA-4 supply exceeds demand at this early stage of the first-ever diesel engine oil category for fuel economy.

“As with many new technologies, early adopters are all-in to see how much improvement can be achieved, while others take a wait-and-see approach,” he said.

Negri said continuing education will be required before the majority of fleets reach a comfort level with the new category.

Badal agrees. “Education and awareness are still at a low level for a lot of end users, technicians and maintenance personnel,” he said.

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

Predicting driver turnover

Methods used for collecting data send a message

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redictive analytics are part of the websites and apps we use daily. Online activities are tracked and fed into computer models and algorithms that learn our behaviors to make recommendations to us on what to read, watch or buy.

In the trucking industry, predictive analytics are being applied to common business challenges such as driver turnover. Powerful models can find patterns in data to identify which drivers are likely to leave and why.

Chicago-based startup Enlistics has developed an online driver application management system for fleets to use in their recruiting and hiring. Drivers who apply for a job at a carrier fill out the online application, which includes the option for them to streamline the process by using their Facebook profile.

While the Facebook feature is common in many websites, the Enlistics application uses a driver’s Facebook identification to gather data on their PREDICTIVE ANALYTICS: Powerful models can find data patterns to see which drivers will leave and why.

SOCIAL MEDIA: Online information and usage can predict the likelihood of a driver staying for six months.

TRANSPARENT RESEARCH: There is an inherent value when drivers see managers act on their feedback.

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HOS data might indicate that drivers are dissatisfied with their jobs due to fatigue or variability in their work schedule.

social media activity. The application also collects drivers’ work history records and conducts background checks.

Enlistics founder Austen Mance says that with these combined data sources, the model will predict the likelihood of the driver staying for six months. This prediction is the only information that fleet customers would see from drivers’ social media data.

Enlistics is soliciting customer carriers and providing its system at a discount.

The company previously launched a predictive model for car dealerships.

As an example, a common social media phrase that correlates with salesperson turnover is “I’m sick of … ,” Mance says. “That tends to show they get stressed easy.”

march 2017

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

Using ELD data Drivers may not be aware that social media can be used to predict turnover, and it’s not the only data source.

Omnitracs Analytics has developed an ELD Driver Retention model that extrapolates more than 1,000 variables from hours-of-service data in electronic logs.

HOS data might indicate that drivers are dissatisfied with their jobs due to fatigue or variability in their work schedule. What fleet managers might not understand is how to talk to currently employed drivers about something they haven’t done yet – quitting.

Information from the ELD Driver Retention model is reported through Omnitracs Analytics’ Driving Center online portal designed to identify drivers with the highest turnover risk, the reasons why and suggestions for how to remediate. Managers can use this information to reach out to drivers proactively and have a discussion.

“The idea is to have a positive nontransactional conversation,” says Lauren Dominick, director of analytics and modeling for Omnitracs Analytics. A manager would start by asking how the driver is doing.

After listening, the manager could offer suggestions and help resolve problems caused by stress, fatigue or inconsistent work schedules.

Increasing engagement Other approaches to predictive modeling are more transparent, such as gathering feedback from driver surveys and interviews. The data collected likely will be an accurate reflection of their mood.

“We know that behavior follows engagement, and surveying drivers both increases their engagement but also gives us important insights into controllable causes of turnover,” says Tim Judge, director of research for Stay Metrics, which provides an evidence-based driver engagement platform, research and analytics designed to help fleets retain drivers.

While it is possible to predict which drivers will leave and why, there is an inherent value in the transparency of the data collection process and when drivers see managers act on feedback they provided.

“During our quarterly consultations with fleets, we translate results from the model into practical strategies and prescriptions that will reduce turnover,” said Tim Hindes, chief executive officer of Stay Metrics. “We hold our clients accountable for acting on their data to increase driver engagement and satisfaction and to move their needle for driver retention.”

AARON HUFF is Senior Editor of Commercial Carrier Journal.

E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

TransVix, DAT form strategic alliance to create line-haul futures exchange

T

ransVix and DAT Solutions announced a strategic alliance to create a Trucking Futures Exchange to list and trade contracts based on trucking line haul rates. The TransVix Exchange will list contracts that are financially settled using DAT’s data for major U.S. freight lanes.

TransVix said it is focused on addressing volatility in line haul freight rates, where spot prices can swing as high as 40 percent in a single week on some major lanes. Truck capacity volatility can be driven by a host of market conditions such as weather, seasonality, regulations and macroeconomics.

Brokers, carriers and shippers all face the same challenges when it comes to volatile spot rates and are exposed to market conditions without viable hedging options to manage price risk, the companies say.

“We have observed supply-and-demand fluctuations and periods of significant truckload capacity constraint over a period of years, and we recognize the financial risk that our customers face,” said Don Thornton, senior vice president of sales and marketing for DAT. TransVix is partnering with DAT to provide participants with risk management tools to help hedge their freight lane exposure. DAT data will be used to help develop TransVix’s trucking futures, which will allow market participants to normalize price fluctuations.

“DAT is the truckload pricing index standard for the North American trucking market, and it makes perfect sense for us to partner with them,” said Craig Fuller, chief executive officer for TransVix. – Aaron Huff

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INBRIEF • Drivewyze added weigh station bypass service at 11 permanent and mobile sites in South Carolina, increasing the number of states it now serves to 38. The new sites are on Interstates 20, 26, 77 and 95, plus U.S. Highway 17.

• FourKites, a provider of real-time overthe-road freight visibility and orchestration for shippers and third-party logistics companies, added rail/intermodal freight tracking to its platform.

• ConversionU added 46 new modules to its suite of driver training content in the Conversion e-Learning Academy solution designed to help students study for and pass their CDL exam.

• CarriersEdge, a provider of online safety and compliance training tools, now offers Food Safety for Drivers, a 30-minute module that uses images, interactivity and real-life examples designed to help drivers meet the requirements of the Food Safety Modernization Act. • ALK Technologies announced that PC Miler 30, the latest version of its routing, mileage and mapping software, was approved in TMW Systems’ portfolio of transportation and fleet management products, including ExpertFuel, TMWSuite, TMW Operations, TruckMate and IES. • TMW Systems has integrated its TMW.Suite and TruckMate transportation management software solutions with 123Loadboard, a provider of freight matching services. Users of either TMW platform who have accounts with 123Loadboard can add, update, cancel and remove loads or trucks on its online marketplace via TMW’s Freight Board Interface.

• McLeod Software and project44 launched an integration that delivers McLeod PowerBroker users access to project44’s less-than-truckload transportation solutions, supplying PowerBroker users with instant and normalized carrier data directly from capacity providers connected into the project44 network.

• DriveCam announced that KeHE Distributors, a 489-vehicle natural and organic food distributor, selected its exception-based video safety program to help combat distraction among its nearly 600 drivers.

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DriverTech combines DT4000 mobile device with video capture

D

riverTech launched the DT4000 Rev 7, a mobile communications device that includes electronic logging device capabilities and a front-facing in-dash camera. The device has more computing capacity than its predecessor and is designed for quick installation.

“We see fleets looking at a wide range of ELD and video capture technology as an additive, but not very cohesive, solution,” DriverTech’s DT4000 Rev 7 device has more said Steve Sanderson, director of sales for computing capacity than its predecessor DriverTech. “We chose to merge these into and is designed for quick installation. a single platform.”

Beyond the new hardware, DriverTech also has made recent additions to its software that include video capture of critical events such as harsh braking; workflow integrations with transportation management software providers; a smartphone app to link business processes to drivers outside of the cab; and fleet-managed navigation.

– Aaron Huff

project44 launches next-gen connectivity platform

E

nterprise cloud company project44 announced the launch of the next generation of its platform that connects the supply chain and logistics systems used by carriers, third-party logistics providers and shippers through API-based technology. The platform is designed to replace legacy systems such as electronic data interchange and rate bureaus.

With the launch of connectNG, project44 said it has started a new product enhancement strategy in which it will issue upgrades on a near-monthly basis. The new approach is fueled by $10.5 million in funding that project44 secured in September to boost its product development capabilities and speed of delivery.

According to project44, the latest release allows customers and partners to access the company’s Capacity Provider Network through the Core Services API. In addition to refreshing the API itself, connectNG features upgrades that leverage the Swagger open source framework and related publishing tools, yielding a revamped API documentation experience and making the Core Services API easier for new customer and partners to learn and use, the company said.

“We’ve recognized that the need for real-time smart supply chain connectivity has yet to be fully addressed by existing mode-specific market solutions,” said Jett McCandless, chief executive officer of project44. “A true network approach is needed that encourages the integration of other technologies and builds a multimodal ecosystem of shared API connectivity. That’s what we’ve delivered with connectNG, and we will continue to push the boundaries of what’s possible as we further advance our suite of services.”

– Aaron Huff

march 2017

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technology

INBRIEF • DAT Solutions announced that GetLoaded now is integrated into DAT’s load board network, expanding its on-demand freight exchange for spot truckload freight with greater diversity of loads from specialized brokers and equipment types, including van, refrigerated, flatbed and specialty freight.

• Transport Pro, a provider of transportation management software, announced an integration with Pegasus TransTech to use its Transflo Mobile app’s scanning feature. Office personnel can save time by allowing drivers to scan and index required documentation for a specific load in Transport Pro. • Wex Inc., a provider of corporate and small business payment solutions, and OnDeck, a provider of online lending for small business, announced a partnership in which Wex customers will gain access to OnDeck’s suite of loans up to $500,000 and lines of credit up to $100,000.

• Trucker Tools, provider of a driver smartphone app and the automated Load Track platform, integrated with Efreightsolutions, provider of a cloud-based transportation management system, to deliver real-time freight tracking, driver messaging and proof of delivery.

• Pegasus TransTech, a provider of enterprise mobility, telematics and business process automation, announced that Sunteck/TTS Holdings, a multimodal agent-based freight management service provider with more than 1,500 trucks, is serving as the launch customer for its next-generation Transflo Telematics system and electronic logging device portal.

• Chrome River Technologies, a provider of expense management and supplier invoice processing software, announced that Winnipeg-based Bison Transport (CCJ Top 250, No. 72) selected its Expense management solution to automate its existing paper-based expense management process across its 1,400-truck fleet.

• Orbcomm, a provider of machine-to-machine systems, was selected

by B.A.H. Express, a Conley, Ga.-based truckload carrier, to provide asset tracking for its dry van trailer fleet. B.A.H. is using Orbcomm’s self-powered solar recharging technology that includes a web application with data reporting and analytics capabilities.

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ERoad launches Max Speed Alert

E

Road, a provider of fleet management, electronic tax reporting and electronic logging device compliance solutions, announced Max Speed Alert, a new feature of its fleet management Email notifications from ERoad’s Max Speed Alert include location, date, solution designed to support safe driving. vehicle and driver details for each excessive speed event.

“Max Speed Alert provides notifications of excessive speeding so safety and fleet managers can take swift action to protect drivers, the public and their business,” said Gail Levario, vice president of strategy and market development for ERoad. “This new capability will enable them to modify driver behavior by encouraging them through coaching to manage speed and stay in compliance with speed limits at all times to reduce collisions and rollovers, as well as unsafe driving violations that impact a company’s business.”

With Max Speed Alert, users of the ERoad solution can set the speed that triggers an alert for different assets. Notifications can be set to allow higher or lower maximum speed limits on different vehicle types. A Max Speed Alert is triggered when a vehicle travels above the pre-determined speed based on a comparison with up-to-date posted speed limits from ERoad’s third-party mapping software provider.

ERoad’s in-vehicle hardware continuously records, stores and transmits encrypted data, including road speed information, for processing by an application server and for availability to users on the cloud-based platform. In addition to Max Speed Alert notifications, excessive speed events are noted on an Over Speed Dashboard in Driver Insight reports.

– Aaron Huff

Aljex releases Inbound Document Portal

A

ljex Software, a provider of web-based transportation management software for freight brokers, announced the release of its Inbound Inbound Document Portal, a webDocument Portal, a web-based application that based application that facilitates facilitates the handling of receiving documents. the administration of receiving “The IDP makes handling inbound documents documents, is a free update to Aljex’s faster and easier than ever,” said Tom Heine, chief document imaging module. executive officer of Aljex. “You can look at a document once and be done with it.”

Via a dedicated email address, inbound documents automatically appear in the IDP, where they are identified by a Pro number that allows all relevant shipment information to populate the screen, alongside all necessary functionality to perform freight bill auditing. While the document is visible on screen, carrier payments can be processed, customer invoices audited and documents filed away in Aljex’s document imaging module, where they are organized and stored in the cloud.

“The traditional methods of receiving transportation documentation – email, regular mail, pictures on a smartphone – are time-consuming and inefficient,” said Heine.

“With tight margins, it’s critical that transportation firms increase their efficiency to increase their bottom line.”

– Aaron Huff

march 2017

technology

Stay Metrics creates next-generation Predictive 2.0 driver turnover model

S

tay Metrics – a provider of an evidence-based driver engagement platform, research and analytics designed to help fleets retain drivers – announced what the company called the next generation of its predictive driver turnover model.

Stay Metrics said Predictive 2.0 will provide fleets with insights on why drivers leave their companies. The model’s computer algorithms extrapolate data from Stay Metrics’ full product suite, which now has been integrated into a single database.

“This would work well if all carriers were alike, but we know that they are not. Our Predictive 2.0 model does often identify common denominators in terms of what attitudes predict turnover, but I am generally struck by how the results differ fundamentally across carriers. One size definitely does not fit all.” – Aaron Huff

possibilities – with their turnover data.

“The typical approach is to lump all data together and then extrapolate the overall prediction to a carrier,” said Timothy Judge, director of research.

®

CORSAIR

TM

CONTOURED FOR The full product suite of Stay Metrics includes: • Seven-day orientation and 45-day onboarding interviews to identify driver expectations, experience and satisfaction levels; • The Driver Satisfaction survey, an in-depth annual survey and report that identifies areas of strength and weakness for clients using peer group and year-over-year trend analysis; • Exit interviews that capture the reasons why drivers leave; • Custom research; and • A privately branded online rewards, recognition and driver engagement platform that doubles as a data collection tool for driver engagement.

To date, Stay Metrics has collected more than five million individual driver responses from more than 50,000 completed annual Driver Satisfaction surveys.

Predictive 2.0 uses each carrier’s survey responses to correlate the factors that are causing driver dissatisfaction – home time, dispatchers or pay, among other

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39

technology

in focus: TRAILER TRACKING

Pulling big data As equipment eyeballs evolve, fleets look for more value

BY AARON HUFF

T

railer tracking and management systems have been around for nearly as long as in-cab mobile communications and telematics. As is the case with any technology, they have gotten better with time.

Early generations of trailer tracking have evolved to overcome significant roadblocks and deliver more value. Today, these systems are more affordable and have added more reporting and analytical capabilities to help fleets respond to new market conditions and shipper requirements.

Creating value from data Trailer tracking systems have migrated from satellite to cellular networks, a trend that has increased the speed and volume of data capture compared to previous versions.

Fleets are able to view data for time, location, mileage, motion (start/stop), temperature, cargo status (loaded/unload) and door status (open/closed).

Besides providing fleets with the detailed status of their trailer assets, the technology also can analyze historical data to help make strategic decisions, such as reducing trailer counts by disposing of underused assets and transferring them to locations where they will be put to work.

The companies that supply these systems continue to seek ways to unlock additional value by analyzing data from their collective user community. Spireon provides the FleetLocate trailer management system, a platform that now processes about 17 million sensor events daily and peaks at 500 events per second, says Roni Taylor, vice president of industry relations.

The company recently hired Dean Croke, formerly of Omnitracs Analytics, to oversee the development of new data products that will include predictive analytics.

Croke is analyzing the history of trailer maintenance violations in the Federal Motor Carrier Safety Administration’s Compliance Safety Accountability program. He is looking for violation trends based on the number of miles driven by state.

Croke also is studying possible trends in trailer tire violations that could help Spireon’s customers identify underperforming tire products in terms of tread wear.

Trailer utilization is another opportunity. Spireon also is using its database to find ways to provide customers with

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march 2017

Shippers are asking reefer fleets for detailed records of temperature history and other chain-of-custody information to comply with the Food Safety Modernization Act.

analysis that shows the number of days their trailers sat idle in a particular state per month as compared to industry averages, Taylor says.

Food safety compliance Besides using analysis to unlock more value from trailer data, some fleets are looking at trailer tracking systems to help them comply with new regulations for transporting food-grade products.

Shippers now are asking refrigerated carriers for detailed records of temperature history and other chain-of-custody information to help them comply with the Food Safety Modernization Act. Many trailer tracking systems are designed to monitor and relay trailer temperatures and operating conditions.

C.R. England (CCJ Top 250, No. 19) uses Orbcomm’s trailer tracking and monitoring system that provides 24/7 visibility using cellular and satellite networks for a two-way connection.

Orbcomm alerts management when equipment is not operating compared to its configuration. An integration between Orbcomm and C.R. England’s back-office software also helps minimize human error by comparing trailer temperatures against the temperatures specified in the order, says Ron Hall, vice president of equipment and fuel for the Salt Lake Citybased fleet.

Smaller carriers, including those with a mixed fleet of dry vans and reefers, are looking for more economical alternatives for basic temperature tracking to comply with FSMA regulations, says Spireon’s Taylor.

Spireon’s FleetLocate tracking device can be installed inside the reefer housing and connected to a temperature probe that reads the trailer’s ambient temperature every five minutes to capture information for a chain-of-custody report.

In the past, fleets may have been satisfied knowing the location of their trailers once or twice per day. To maximize the value of trailer tracking and management systems and to meet more stringent shipper requirements, additional and richer data is becoming more critical.

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FUEL TAX AUTOMATION

ELECTRONIC DRIVER FILES

Streamline data collection and analysis

Move driver management online

PAGE 48

PAGE 49

OUTSOURCING

CSA DATA MANAGEMENT

Get help with nonproductive tasks PAGE 51

Simplify to catch problems early PAGE 52

ELD COMPLIANCE It’s all about the data PAGE 50

Tech Toolbox is a CCJ Special Report brought to you by OnCommand Connection.

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PART 3: Compliance

Learn how to leverage technology and data to get the complete picture on compliance

BY AARON HUFF

C

omplying with state and federal trucking regulations is more than a cost of doing business – and an expensive one at that. It’s also a risk protection plan.

But paperwork and a large volume of information to comply with fuel taxes, hours of service, driver qualification files

and other regulations may burden fleets needlessly.

Applying more human resources to the problem not only raises costs but also adds to the risks of missing or ignoring critical information.

With modern technology in vehicles, the office and the cloud, fleets of any size can stay connected with real-time information

and lighten the workload and risks associated with compliance.

By outsourcing compliance, third-party firms can handle administrative tasks and help fleets free up human resources for more productive and safety-sensitive activities such as driver training.

While total automation for compliance may not

be possible, technology can eliminate much of the paperwork burden and deliver timely information to the right people at the right time.

In this edition of CCJ’s Tech Toolbox, we look at some of the technology and services that fleets can use to streamline and solidify compliance for fuel taxes, driver qualification files, driver logs and Compliance Safety Accountability performance. Be sure to visit CCJTechToolbox.com for other installments and multimedia content and to sign up for special Tech Toolbox webinars and newsletters.

Next month: Technology’s role in finding drivers.

FUEL TAX AUTOMATION Tech helps fleets streamline data collection and analysis ALL FLEETS must file quarterly fuel tax reports with the International Fuel Tax Association, the organization that collects and redistributes fuel taxes from states where they are collected to states where they are due. Automated technology can accurately record gallons purchased and miles traveled in each state.

Electronic payment systems from Comdata, Wex, U.S. Bank and other suppliers can capture fuel purchase data. Commercial applications from ALK, ProMiles and Rand McNally can calculate state-by-state mileages by entering the dispatch information — origins, destinations and stops — either manually or, through software integration, automatically.

Mobile fleet management and telematics systems can capture state-bystate mileages automatically from GPS and odometer data. Many systems offer state mileage reports as a standard fea-

ture in their online user interfaces.

Many fleets also use dispatch software that captures fuel tax data automatically through integration with fuel cards, mileage applications and telematics systems.

Another option is to send fuel and

mileage data to a third party. Carriers using KeepTruckin’s telematics and electronic logging device platform can transmit mileage data to Comdata’s MyFleet program, which includes a fuel tax offering.

Electronic payment systems from Comdata, Wex, U.S. Bank and other suppliers can capture fuel purchase data.

PART 3: Compliance

ELECTRONIC DRIVER FILES Moving driver management online brings savings, visibility Carriers using KeepTruckin’s telematics and electronic logging device platform can transmit mileage data to Comdata’s MyFleet program.

BULLETPROOF FUEL TAXES To bulletproof fuel taxes from IFTA auditors, fleets should use all sources of mileage data and reconcile any differences. A fleet’s GPS and odometer miles always will be higher than dispatch miles, likely between 8 and 10 percent, since drivers may not adhere to the exact planned dispatch routes.

Some firms that administer fuel tax services have software that automatically extracts fuel, mileage and dispatch data from their clients’ information systems. These third-party systems capture any differences in mileages and report them to fleets for visibility and to minimize audit risk.

WEIGHT-MILE TAXES As vehicles become more fuel-efficient, state and federal governments are using alternative funding mechanisms to shore up their fuel tax revenues.

Oregon implemented the nation’s first GPS-based weight and mileage tax in 2014 for commercial vehicles.

California is testing a similar program that taxes motorists based on the type of vehicle, weight and distance traveled on state roads.

Kentucky, New Mexico and New York also have weight-mile taxes in addition to a standard fuel tax.

To better comply with these evolving tax programs, fleets are supplying accurate mileage data to states directly from their telematics systems. To include weight information, fleets can use features in some mobile platforms, such as forms that drivers complete as part of their workflow process to enter load weights from bills of lading.

A SIMPLE SPREADSHEET may be all a small fleet needs to manage driver qualification files such as commercial driver’s license information, motor vehicle records, employment records and drug screenings. But to stay on top of the growing amount of driver compliance and performance data, more robust applications may be needed.

One advantage of online driver compliance management applications is having central control and visibility from any device. J.J. Keller’s Encompass portal is used to manage driver hiring, qualification files and training records.

TivaCloud’s web-based compliance platform offers a file management process that begins with an online job application form for hiring drivers.

TransAm Trucking, a Kansas City, Mo.based refrigerated carrier with 1,000 trucks, selected EBE Technologies to process its driver job applications while ensuring that all qualification tasks with each are completed.

When drivers apply online for a job at TransAm, applicants who pass the first level of qualifications appear on a recruiter’s dashboard. EBE’s Ships Recruiting system provides a workflow that guides recruiters through the ensuing steps, says Ron Crum, the fleet’s applications manager.

TransAm has seven different workflow tasks for hiring drivers. When recruiters order an MVR and employment background report, a mouse click submits the request to HireRight.

TivaCloud’s web-based compliance platform offers a file management process that begins with an online job application form for hiring drivers.

EBE has other Ships modules that fleets use to capture data and build workflow around driver safety, compliance and performance data from any source.

The system’s Driver Manager dashboard shows exceptions or notifications, such as an upcoming CDL expiration, a physical exam, a sudden dip in fuel economy or a harsh-braking incident.

The dashboard also can alert drivers of upcoming expiration dates and other compliance tasks. Drivers can use an online portal or mobile app to complete forms and submit documents.

“Everything is moving to mobile apps to give the driver the ability to do everything and take the burden off fleet management,” says Cindy Nelson, EBE’s vice president of marketing.

EBE’s system is modular, and companies with less than 100 trucks are not likely to use the full Ships Driver Management suite, Nelson says, since it carries a monthly subscription from $1,000 to $1,200.

EBE Technologies’ Ships Recruiting system provides a workflow that guides recruiters through the onboarding steps when drivers apply online for a job.

PART 3: Compliance

ELD COMPLIANCE It’s all about the data

BY DECEMBER 2017, motor carriers

must have their vehicles outfitted with devices that meet the standards of the Federal Motor Carrier Safety Administration’s electronic logging device rule.

In terms of compliance, any ELD may work. But managing all of the information coming from ELDs is a greater challenge.

Carriers will have to become adept at managing real-time log violations, many that weren’t visible when using paper logs. If drivers exceed hours-ofservice limits by a few minutes to find a parking spot, they technically are in violation.

Other information challenges include retaining supporting HOS documents to audit ELD data such as fuel purchases and dispatch information.

An auditing process likely would uncover instances where drivers logged off duty while doing work-related activities such as fueling, pre-trip inspections, getting cash advances and hooking up to trailers.

Technology can automate the ELD auditing process. PeopleNet, a supplier of ELDs and fleet mobility technology, offers a “Line 4” log auditing product through its Vusion analytics group.

The term “Line 4” is a carryover from the grid in paper logbooks where drivers record nondriving work activities. The Vusion product uses data from PeopleNet’s eDriver Logs

Of all of the information generated by ELDs and other compliance technologies, what matters most to fleet managers is what they need to do quickly to make a difference. application and integrated dispatch systems to find exceptions, says Eric Witty, vice president of product for PeopleNet. GETTING TO THE HEART OF IT

Of all of the information generated by ELDs and other compliance technologies, what matters most to fleet managers is what they need to do quickly to make a difference.

When Las Cruces, N.M.-based Mesilla Valley Transportation implemented electronic logs, the company’s safety and compliance department was deluged by e-mail alerts, says Mike Kelley, chief information officer.

After further review, only about 10 percent of the alerts required fol-

To have a manageable process to respond to alerts, Mesilla Valley Transportation’s IT department used business intelligence tools to create a dashboard-style reporting system.

low-up action. The rest did not need intervention – at least not at the moment they were received. Some alerts were merely warnings that drivers had two hours remaining on their 11-hour drive limit.

MVT has 10 employees – four fulltime and six part-time – who manage HOS compliance for its 24/7 operations. To have a manageable process to respond to alerts, the company’s IT department used business intelligence tools to create a dashboard-style reporting system.

The dashboard gives MVT’s compliance staff instant information about whether or not drivers are compliant. If they aren’t, click-through reports show staff members what they need to do.

The reporting system filters the alerts to show only the most critical information, such as when drivers are moving without remaining hours. The system also links alerts with data from other sources to provide more context, Kelley says. For example, a driver might not have logged fuel transactions, cash advances or inspections as on-duty time.

“By bringing all of this data together, we are not just blasting people with a firehose of information,” Kelley says. “Now everybody has their own water fountain.”

PART 3: Compliance

OUTSOURCING

Solid waste hauler Custom Ecology Inc. “grew” its safety department by outsourcing its driver qualification files, drug and alcohol testing, fuel taxes, vehicle registration and more to ITS Compliance.

Third-party firms take away nonproductive tasks TO FOCUS COMPANY RESOURCES on areas that matter

most, such as customer service and driver management, many for-hire and private fleets outsource their routine administrative compliance tasks.

Outsourcing does not mean fleets lose control or flexibility; it helps safety managers remove themselves from repetitive tasks to concentrate on more safety-sensitive functions.

Outsourcing can be a paperless process since fleets generate much of their data electronically. With the added IT resources and expertise of outsourcing providers, the arrangement can become a virtual extension of a fleet’s safety and compliance department.

Custom Ecology Inc. contracted with ITS Compliance in 2012 and has since acquired two companies. The Mableton, Ga.-based fleet operates 750 tractors and 2,100 trailers to transfer solid waste to landfills for its commercial waste collection customers.

With the new drivers, equipment and terminal locations it added through its two acquisitions, CEI would have needed at least seven more people in its safety department to manage compliance effectively, says Rob Arbeiter, national safety director.

By outsourcing its driver qualification files, drug and alcohol testing, fuel taxes, vehicle registration and more to ITS, CEI “grew” its safety department and now focuses its resources on coaching drivers to improve performance and reduce risk.

“The only thing we don’t outsource is electronic logs,” Arbeiter says. CEI uses Omnitracs’ in-cab system to manage hours of service.

CEI and other ITS clients scan images of paper documents and upload files through a Web portal. The images then are routed internally to ITS specialists who are assigned to each customer and audit the documents for exceptions. They also enter data into proprietary software applications that ITS uses to manage and report the information back to clients.

By partnering with ITS, CEI is making progress toward

its goals of being 100 percent paperless and 100 percent compliant, Arbeiter says. The fleet also has eliminated the impacts of employee turnover, vacations and training to keep compliance up to date.

J.J. Keller’s Managed Services group handles mostly driver qualification files and drug and alcohol screening, says Kari Gloudemans, product manager of Managed Services. The company also manages driver logs, vehicle registration and fuel taxes.

Customer fleets are assigned a dedicated account manager who communicates the tasks they need to complete.

Customers also can access a web portal that shows any exceptions that need attention.

J.J. Keller receives documents and information from clients in any format, including secure file transfer protocol, email or regular mail.

For small carriers with fewer than 25 trucks, outsourcing may be cost-prohibitive, Gloudemans says, though J.J. Keller has different pricing options that have lowered the threshold.

J.J. Keller also provides Driver DataSense, a data management service that creates a holistic view of compliance from HOS data that is captured automatically from electronic logging devices and transferred from paper logs.

“As the ELD mandate approaches, we expect to get busier,” Gloudemans says.

J.J. Keller’s Managed Services group handles driver qualification files, drug and alcohol screening, driver logs, vehicle registration and fuel taxes.

PART 3: Compliance

CATCHING VIOLATIONS EARLY Software simplifies CSA data management SOFTWARE PRODUCTS can deliver

CENTRALIZED CSA SCORING

exception-based information from various sources of driver compliance and performance data.

EBE Technologies’ Ships system can monitor data from telematics devices to catch violations that would impact a fleet’s Compliance Safety Accountability scores if left unchecked.

“Companies tell the system what type of violation they want to be looking for,” says Cindy Nelson, EBE’s vice president of marketing. The system then executes a corrective action, such as giving drivers a violation letter or scheduling a coaching meeting with them.

Vigillo provides CSA scorecards and data mining products. Steve Bryan, chief executive officer, says fleets initially were reluctant to have their data processed by Vigillo’s cloud-based systems.

“A lot of that fear is gone,” Bryan says. “There is a comfort with technology that didn’t exist before.” That comfort level may be born of necessity since managing CSA, hours of service and other data can be overwhelming without technology, he says.

By integrating with fleet telematics systems, Vigillo can quickly identify exceptions such as speeding violations and provide real-time alerts to drivers to slow down.

The company’s big-data platform, Athena, can receive information from a variety of sources, including electronic logging devices and telematics systems from different suppliers.

Food service giant Sysco Corp. uses TivaCloud’s web-based compliance management system that offers DOT Insights reporting. Prior to using TivaCloud, a centralized view of CSA compliance seemed impossible since Sysco has more than 10,000 tractors and nearly 100 locations.

“Our main interest in TivaCloud came from our inability to manage all the data coming out of the [Federal Motor Carrier Safety Administration] portal,” says Jerod Estapa, Sysco’s manager of driver and fleet compliance. “The TivaCloud system does exponentially more to help us manage all that data. These large data solutions are becoming what companies like ours need.”

DOT Insights helps Estapa identify trends and problem areas in the Houston-based company’s CSA scores. Fleets that want TivaCloud’s DOT Insights tool separately can subscribe for $1 per truck per month.

SAFETY DASHBOARD

Mesilla Valley Transportation used business intelligence tools to develop its own safety dashboard that shows how events from the previous day impacted the company’s CSA scores. The report is distributed daily to higher-level managers and includes data from the FMCSA portal. All of its metrics have a “click-through” feature to view more detailed reporting and exceptions such as inspection violations.

By integrating with fleet telematics systems, Vigillo can quickly identify exceptions such as speeding violations and provide real-time alerts to drivers to slow down.

Management has used the report to take proactive measures that improve CSA scores, especially in light of varied enforcement nationwide.

“We found that certain states are more active, while other states are less active,” says Mike Kelley, chief information officer for the Las Cruces, New Mexico-based fleet. “We found that 80 percent of our violations came from a single county in a single state. We are no longer taking that route.”

PeopleNet’s Safety Analytics dashboard identifies a fleet’s most at-risk drivers based on a four-tier scoring system that mirrors the crash predictors determined from studies by the American Transportation Research Institute.

The dashboard encompasses information from PeopleNet on violations for speed limits, hours of service and risky driving relayed by the company’s Onboard Event Recorder application. It also imports Vigillo’s daily CSA violation data.

Various data visualization tools identify drivers by degree of risk. Those with scores in the worst 10 percent in each category and overall are highlighted in red, followed by yellow for better performance and green for the top drivers.

PeopleNet’s Safety Analytics dashboard identifies a fleet’s most at-risk drivers based on a four-tier scoring system that mirrors ATRI’s crash predictors.

PART 3: Compliance COACHING BEHAVIORS

Many mobile applications and telematics systems can help fleets improve CSA scores by alerting drivers and fleet managers to behaviors that, if left unchecked, could lead to violations.

Zonar, a transportation technology company, offers a mobile platform with several applications that fleets can use to manage their performance in the CSA BASICs for Unsafe Driving, HOS Compliance and Vehicle Maintenance.

FMCSA requires drivers to complete a vehicle inspection report only when a defect is found, but most fleets require drivers to complete daily pre-trip inspections regardless, says Fred Fakkema, vice president of compliance for Zonar.

The company’s Electronic Verified Inspection Report system is designed to ensure drivers are conducting vehicle inspections and not just documenting occasional defects. The EVIR system uses RFID tags placed in zones around the vehicle and a tablet with a scanner.

“By keeping track of the completed inspections regardless of a defect, the driver can prove during a roadside inspection that it was actually conducted when questioned and avoid receiving an additional violation of failing to conduct an inspection before operating the vehicle,” Fakkema says.

Video-based driver risk management systems also offer liability protection and can capture a variety of driver behaviors that impact carrier CSA scores, specifically in the Unsafe Driving BASIC, including texting, speeding, reckless

Zonar’s Electronic Verified Inspection Report ensures drivers are conducting vehicle inspections and not just documenting occasional defects. driving and improper lane change.

Analysis by SmartDrive, a provider of video-based safety systems, shows that during the first year of implementing its system, fleets realize the following improvements: • Texting: 78 percent reduction.

• Speeding (1-5 and 6-10 mph over): 82 percent reduction.

• Speeding (11-14 mph and more than 15 mph over): 56.5 percent reduction.

• Reckless driving: 52.6 percent reduction.

• Seatbelt compliance: 72.5 percent improvement.

SPEED MANAGEMENT

FMCSA issued a rule proposal for speed limiters last year that would require vehicles to have a top speed setting of 60, 65 or 68 mph. Lost productivity would be offset by increased fuel efficiency and accident reduction, the agency said.

With today’s technology capabilities, speed limiters are an entry-level compliance tool. Companies already use advanced telematics to gain insights on speed behaviors and fuel economy that can yield greater results.

Many systems allow drivers to use mobile devices to receive automated feedback with easy-to-understand scores and participate in competitions to earn rewards and recognition.

Vnomics’ fleet management platform provides distinct audible tones when drivers exceed speed thresholds. Drivers also receive a daily score that shows their fuel and safety performance in relation to what they could have achieved by staying within the optimal ranges.

Fleet managers also can receive immediate e-mail alerts for excessive speed events, says Bob Magnant, vice president of product management for Vnomics.

Telematics systems can do more than report speeding violations. Many have integrated their speed and location data with SpeedGauge, a provider of business intelligence and location-based analytics, to know how their drivers complied with posted speed limits along their routes, either on- or off-highway.

Teletrac’s telematics platform focuses on safety analytics and driver scorecards “to provide data in a more holistic way than speed,” says Sid Nair, senior director of marketing and product management.

Using Teletrac’s driver scorecard, a manager can drill down to an interactive mapping tool to replay the driver’s profile and identify where he was speeding, had a harsh braking event or ran a stop sign. Drivers receive instant alerts if they exceed a posted speed.

“There is no more excuse about not knowing what the speed is,” Nair says.

Vnomics’ fleet management platform provides distinct audible tones when drivers exceed speed thresholds. Drivers also receive a daily score that shows their fuel and safety performance.

n PA R T N E R S O L U T I O N S / N A V I S TA R

Ready or not?

6 ways to know whether your fleet is prepared for the federal ELD mandate

O

nCommand™ Connection is your partner in staying compliant with trucking industry rules and regulations. By far, the biggest regulatory change headed our way is the U.S. Department of Transportation’s electronic-logging-device mandate, which – barring Supreme Court intervention or surprise congressional action– will take effect later this year.

Even without a mandate, fleets are moving toward ELD adoption. More than half of long-haul trucks are already equipped with the devices, according to industry research, and increased productivity is cited as a main reason for the early adoption.

Though increased productivity is a powerful motivator, changing the way an entire fleet handles hours-of-service compliance is a daunting task that requires preparation. Scott Huegerich is a strategist with 13 years of experience in mobile product development, trucking and online marketing. As part of the OnCommand Connection team, he focuses on creating products to Scott Huegerich help trucker drivers get the most out of their trips. Huegerich offers his expertise to fleets as they determine their ELD-readiness.

1

You understand how and when the regulation applies to your company.

ELDs connect to truck engines, automatically recording driving time, and drivers also use them to document duty status. With the exceptions of those operating pre2000-model-year trucks and drivers who use paper logs no more than

eight days out of every 30-day period, the mandate will apply to almost all drivers required to maintain records of duty status.

Fleets currently using paper logs or logging software must transition to ELDs by Dec. 18, 2017. Those that use or begin to use CFR 395.15-compliant automatic onboard recording devices prior to Dec. 18, 2017, can wait until

Dec. 16, 2019, to transition to ELDs. In addition, shippers and brokers are starting to require their transportation partners to use ELDs. According to industry experts, fifteen to 20 percent of brokerage firms already impose an ELD requirement, In addition, states could adopt policies similar to the federal regulation, should it be stalled.

2

You are aware of all the capabilities and advantages ELDs offer.

While base-model ELDs that just meet the regulation requirements are available, many devices are capable of much more. In addition to the timesaving benefits of paperless logs, other potential benefits include: automated IFTA reporting and auditing; engine diagnostics; fewer logging violations; increased safety; easier scheduling and dispatch; reduced idle time, speeding and outof-route miles; and cheaper insurance plans. Some insurance companies are lowering premiums because trucks equipped with ELDs have an 11.7-percent-lower crash rate than those without them, according to a Federal Motor Carrier Safety Administration study.

OnCommand Connection’s compliance solution – set to launch later this year - will provide all of these benefits and more in one low-cost bundle. Driver rewards programs, route planning and career advancement features are coming soon as well.

3

You know how to tell whether an ELD meets the federal mandate requirements.

The ELD final rule states the only approved devices are those listed on FMCSA’s ELD device registry. ELD makers must ensure their products receive certification, and register their products with FMCSA. Some ELD providers are waiting to launch their products while a few gray areas in the regulation are finalized regarding selfregistration. The bottom line is to make sure the solution you are considering is labeled as FMCSA-compliant, like the OnCommand Connection solution.

4

You have a handle on the costs.

FMCSA predicts an annual compliance cost of between $165 and $832 per truck. Visit OverdriveOnline.com to view a comparison chart, including price, of many devices on the market.

Don’t forget expenses related to training and operational changes.

FMCSA holds that, over the long term, ELDs will pay for themselves.

The agency projects paperwork savings of $705 per year per driver.

The OnCommand™ Connection solution can further reduce total cost of ownership with its unique remote diagnostics features aimed at preventing small problems from becoming big catastrophes with services like fault code severities and over 18,000 Fault Code Action Plans.

5

You have educated your customers and addressed their concerns.

Many sophisticated shippers are well informed of the ELD mandate and its details. These customers might be worried about losing shipping capacity and will want to know when

you plan to implement ELDs. Make sure all your customers understand how the rule will affect operations.

But be sure to explain how the safety and productivity of drivers and your fleet will improve with the widespread adoption of ELD technology.

6

You have a plan for training your drivers and logistics staff.

Set aside time not only to train employees in the specifics of how their jobs will change, but to clearly explain why you are implementing the new technology and how it will affect your organization as a whole. Also create an ELD policy for any owneroperators your fleet contracts.

Selecting an ELD solution with an easy installation process and straightforward user experience, like the OnCommand Connection solution, can dramatically reduce the time you spend onboarding and training.

To learn more about the electronic-logging device mandate, search “ELD” at www.fmcsa.dot.gov.

© 2017 , Inc. All rights reserved.

All marks are trademarks of their respective owners.

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XPO specializes in white-glove delivery services, where drivers handle in-home installations and remove old equipment.

Fleets leverage technology to meet customer demands

BY AARON HUFF

I

n the early 1990s, Walmart was the largest customer for a number of dry van and refrigerated carriers as it rapidly expanded its retail presence.

A lot has changed in 25 years. While Walmart continues to demand attention from fleets, it has lost ground to online retailer Amazon.

Many less-than-truckload and truckload carriers now work with Amazon for line hauls to its regional distribution centers, as well as for first-mile logistics to pick up shipments and final-mile deliveries to customers.

Online sales have increased 15 percent annually in recent years compared to a mere 2 percent for traditional retail.

Even though carriers that work for Amazon and other online retailers must deal with constantly changing lane volumes with high service standards, the e-commerce opportunities are too big to ignore.

Choosing wisely The growth in online sales has translated to more demand for carriers other than UPS (CCJ Top 250, No. 1) and FedEx (No. 2) to make residential deliveries.

Dayton Freight Lines (No. 65), a Dayton, Ohio-based LTL 62

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carrier, has been purchasing more straight trucks and vans to make residential deliveries and avoid sending its tractor-trailers into neighborhoods.

Beyond dropoffs, management has turned down “whiteglove” delivery opportunities with additional handling requirements such as installation and disposal.

“We want to take freight to the first place that is out of the weather — a carport or garage,” says Derek Kirby, director of safety. “We want to be there one minute and gone the next.”

For residential deliveries, Dayton averages three stops per hour using straight trucks and vans. For van delivery, a shipment has to weigh less than 125 pounds.

“We have to define what we want to do and not be pigeonholed,” Kirby says. “We have to be really careful about what we get ourselves into, and make sure we define that. If we try to become everything to everybody, we will not be successful at what we do.”

Dayton’s delivery van fleet also has proven useful as a training ground for new drivers. The company trains dock workers, starting at 19 years old, in vans before graduating them to commercial driver’s license holders for straight trucks and Class 8 tractor-trailers.

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TECHNOLOGY: FINAL-MILE DELIVERY

Crossing the threshold Through acquisitions and organic growth, XPO Logistics (No. 3) has become North America’s largest provider of last-mile delivery services for heavy goods. XPO has business relationships with over 4,000 Company executives say independent contractors who ‘The Dayton Difference’ is all about going the extra mile cross an average of 35,000 for customers and for others. thresholds a day. Last year, the company handled more than 13 million last-mile white-glove deliveries.

“We deal with unique situations, such as in-home installations that require a two-person team and the removal of old equipment,” says Charles Hitt, president of XPO Logistics’ Last Mile business unit. “When an item is bought online, the last-mile delivery person replaces the in-store sales associate as the most personal and memorable interaction with a retailer’s brand.”

In 2014, irregular-route truckload carrier CalArk (No. 174) began offering contract warehousing and distribution services by purchasing a 650,000-square-foot warehouse close to its main facility in Little Rock, Ark. The growing company also has developed a final-mile whiteglove service that uses straight trucks and Sprinter vans to deliver furniture and other large household goods. CalArk began its final-mile delivery service with 20 drivers and now has 154.

“That market continues to grow very rapidly,” says Malea Still, vice president of development and sustainability.

Route planning Routing software is an essential tool for private and commercial fleets to cut costs and meet the tight customer service demands of e-commerce. Nebraska Furniture Mart uses the Appian routing application from TMW Systems to expand the capabilities of its home delivery model.

NFM operates four stores in Des Moines, Iowa; Omaha, Neb.; Kansas City, Kan.; and Dallas-Fort Worth. Each store has its own fleet of vehicles to deliver merchandise to customers within a 400-mile radius. NFM trucks average about 15 delivery stops each day.

As customers purchase goods in stores or online, the orders are grouped into geographical zones for route planning. Appian designs the most economical routes for each zone by considering freight dimensions, routing preferences, delivery constraints and other factors.

Once Appian designs the routes, NFM may alter the plan slightly by moving stops to another route should circumstances change because of labor supply and other variables.

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On the day of delivery, NFM contacts its customers to provide a two-hour time window for arrival. As the route progresses, NFM gives its customers an updated estimated time of arrival — accurate to within 25 minutes — through its website. The real-time visibility is possible through an integration between Appian and TMW’s D2Link app on drivers’ handheld devices.

In the home furniture delivery market, giving customers real-time visibility of arrival status creates a competitive advantage, says Josh Parrish, NFM’s delivery operations assistant manager.

“There are not many out there set up like ours,” Parrish says.

Real-time visibility The final mile is challenged by consumer expectations, particularly with online purchases. XPO uses software to capture electronic proof of delivery, item-level scanning, online images and immediate consumer feedback through opt-in surveys.

“Consumers expect speed and visibility in the delivery process, and a range of delivery options and costs,” Hitt says.

“We know very quickly whether a consumer is unhappy with a delivery and can move to rectify it.”

XPO’s information systems manage real-time workflow and the consumer experience. Retailers can use its portal to pull daily performance reports and review quality scores for XPO’s last-mile independent contractors.

“Our platform provides critical tools and shipment visibility to all parties — the retailer, delivery contractor, our operations team and the consumer,” Hitt says.

Dreams, a United Kingdom-based bed retailer, uses its own 130-vehicle fleet to make about 500,000 home deliveries annually for mattresses and bed sets purchased online or in its stores.

To maximize delivery efficiency, Dreams uses Paragon’s route scheduling and planning software system. Paragon operates in many countries and has a U.S.-based sales and support office in Frisco, Texas.

Within the next 12 to 18 months, Dreams plans to implement additional Paragon capabilities that will allow customers to choose a delivery time window at the time of purchase. “It will become part of the schedule there and then,” says Brian McCarthy, logistics director for Dreams.

Dreams also is implementing a live track-and-trace feature to give its customers the ability to view their orders online as the delivery route progresses.

Commercial and private fleets continue to leverage technology to be more efficient and responsive to Little Rock, Ark.-based Cacustomers. Perhaps nowhere lArk’s final-mile white-glove is this more evident than service uses straight trucks and Sprinter vans to deliver in the fast-moving world of large household goods. e-commerce.

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n PA R T N E R S O L U T I O N S / V O LV O T R U C K S

Uptime express

Taylor White, vice president of AMX, has many reasons to choose Volvo. One of them is Volvo Trucks Uptime Services, which save his company time and money.

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Volvo Trucks Uptime Services helps trucking operators keep their businesses moving.

One of them is Alabama Motor Express.

The family-owned business Alabama Motor Express started out in the 1980s with just a handful of trucks. Today, the business has grown into a huge operation with 310 employees and a fleet of 240 trucks — and 70 percent are Volvo.

“I’ve been around the company my whole life,” says Taylor White, who shares the role of vice president of Alabama Motor Express with his brother Collins White, “and there were times when we were 100 percent Volvo and times when we were 40 percent Volvo. But if somebody asked me for the most dependable truck, I would definitely say, handsdown, Volvo.”

In addition to the brand’s quality, Taylor White says he now has another reason to choose Volvo Trucks: The 123,000-square-foot Uptime Center, located at the Volvo headquarters in Greensboro, North Carolina, has brought together under one roof the 700 people who are

dedicated to helping customers like AMX improve their uptime.

As with any large fleet, AMX’s trucks have occasional mechanical issues, and Taylor White says the company uses the uptime services provided by Volvo Trucks. A recent incident reminded him of how much he relies upon the service and the important role it plays in AMX operations.

A driver was out on a long haul when his truck signaled a transmission problem, immediately sending an email to AMX and triggering a case number with the Volvo Action Service (VAS) agent at the Uptime Center.

A Volvo Action Service agent noted his location and called the nearest dealer for the necessary part, but it was on backorder and would take a week to obtain. The agent tried again and found a dealer only 10 miles farther away that had the part in stock. Within a few hours, the driver was back on the road.

Volvo Trucks Uptime Center Location: Greensboro, North Carolina.

Opened: 2014.

Agents: 40 Volvo Action Service agents are employed at the center.

Agents are available 24 hours a day, 7 days a week, 365 days a year.

The Uptime Team also includes product reliability engineers who are responsible for diagnostics, developing service information and dealer tools, and ensuring issues are addressed. There are also dealer support personnel and parts specialists.

Cases: Each month, Volvo Action Service agents handle nearly 22,000 cases. That number continues to grow as more services are offered..

Free of charge: Uptime Center support is available free of charge for the first two years for every new Volvo truck purchased in North America.

Remote Diagnostics

Nearly 90,000 Volvo vehicles on the road today in North America are equipped with Remote Diagnostics, which has been standard on all Volvo-powered models since 2013. In Europe, the new Volvo FH16, Volvo FH, Volvo FM, Volvo FE and Volvo FL are all connected vehicles. The use of telematics is going to continue to grow, with estimates predicting 24 billion devices, including trucks, connected to the Internet by 2020.

The new technology is exciting, White says, adding that he thinks the detailed communication between the truck and Volvo’s Remote Diagnostics represents a major step for the entire trucking industry.

“You’ve taken the margin of error out. That way, our technician, our dealer and our Volvo rep are not having to rely so much on what the driver is saying. They can actually look and see what’s going on.”

Record keeping and work status updates are TAYLOR WHITE, VICE PRESIDENT, ALABAMA MOTOR EXPRESS easier, too, thanks to ASIST, Volvo’s web-based service communication platform, which notes every “We saved five days of downtime. For the Volvo Action Service team incident from the moment the truck has trouble to the moment it is back at the Uptime Center to make that decision and put us in another shop on the road.

— there was minimal cost, and that’s huge,” White says.

“Without that, it would be hard to tell whether we are doing a good job A few years ago, a mechanical issue could sideline a driver for days. or not. It keeps up with every detail, and if there are open events out theNot only would the load be late, but AMX would also incur the additional re, we can look at it. You don’t have trucks sitting idle.” costs of a hotel room, repairs and the loss of other loads.

As Volvo expands its services, AMX is growing, too, and White exAlso, when downtime creeps up, drivers look elsewhere for jobs to pects that trend to continue. A big factor in their success, he says, is the support their families; however, AMX’s current driver turnover rate is partnership AMX shares with Volvo Trucks. consistently at least 10 percent under industry average.

“We’re doing what we do very well, and that’s very important. We have “You can’t stress it enough. It’s hard to put a number on how tough the support and have products that are performing at the rate we feel downtime is and how expensive it is,” White says. like we’re performing — so we’re excited,” White says. ■ Volvo Trucks knows that when trucks aren’t rolling, companies lose revenue. That’s why Volvo Action Service agents are available 24 hours a day, seven days a week, 365 days a year. Each month, Volvo Action Service handles nearly 22,000 cases. That number continues to grow as Started: 1988. centers for Fortune 500 companies. more services are offered. Agents handle an average of 18,000 inbound The average haul is 900 miles. calls a month and make approximately 28,000 outbound calls per month.

Owner: Founder and CEO Scott Remote Diagnostics alerts drivers to current mechanical issues as White.

Fleet details: Approximately 240 well as reminding them of routine maintenance checks. Soon, Remote trucks, 70 percent Volvo VNL 670 with Employees: Approximately 310 Programming for GHG 2017 Volvo powertrains will allow customers to employees — 240 drivers, 12 13 liter Volvo D13 engines and I-Shift connect with the Uptime Center for over the air software and paramemaintenance personnel and additional automated manual transmissions. AMX administrative personnel. ter updates. In emergencies, VAS agents spring into action, obtaining operates on a three-year trade cycle, fleet information and pinpointing the trucks’ geographic locations and and no truck in the fleet has more than Hauls: The dry van carrier specializes in moving freight between distribution 400,000 miles on the odometer. proximity to dealers.

“You can’t stress it enough.

It’s hard to put a number on how tough downtime is and how expensive it is.”

Quick Look

Capable of providing deep levels of operating information, today’s trucks have a lot in common with Knight Rider’s sidekick, K.I.T.T.

A telematics-based PM program for older trucks isn’t rocket science

BY JASON CANNON

C

apable of providing deep levels of operating information, today’s trucks have a lot in common with Knight Rider’s sidekick, K.I.T.T. Sophisticated onboard telematics and diagnostics can feed practically any type of information to the driver, fleet and repair shop, helping to slash downtime and improve productivity.

However, unless you’re rolling on late-model equipment, you may not be getting all – or any – of the data insights you need to maximize efficiency.

While most of these platforms are designed in conjunction with truck manufacturers for newer models, a handful of vendors have entered the marketplace to unlock this information for fleets using aging equipment.

National Truck Protection has teamed up with Geotab and Assured Telematics Inc. to provide fault monitoring services, vehicle diagnostics and regulatory compliance.

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“These benefits are available in a real-time application for monitoring vehicles from any mobile device, as well as seamless integration to a number of third-party products,” says Robert Amico, president and chief executive officer of NTP. The NTP Telematics package is installed in trucks and communicates with the company’s proprietary Vehicle Protection Platform to provide customers with real-time fault monitoring and vehicle diagnostics, allowing them to identify critical maintenance issues and proactively maintain vehicles based on fault severity, ultimately avoiding breakdowns.

NTP’s solutions take raw data generated from these systems and produce detailed analysis on real-time activities and historical records. Amico says the reports are highly visual and instantly readable, with simple tables, charts, maps and more that can be tailored to each customer’s unique needs and goals.

Geotab also has partnered with HDA Truck Pride to offer similar services that can feed diagnostics data to the truck parts

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EQUIPMENT: MAINTAINING OLDER TRUCKS National Truck Protection has teamed up with Geotab and Assured Telematics Inc. to provide fault monitoring services, vehicle diagnostics and regulatory compliance.

distributor’s network. The all-makes open-system retrofit unit uses a GPS signal and can route fault codes via geofencing to the closest in-network service provider.

“A [HDA service provider] member could see the truck has a low coolant signal or whatever the code is coming off of it, and the GPS and geofencing technology helps [the driver or fleet] figure out where to go,” says Tina Alread, director of sales for HDA. “Down the road, it will even show you who specializes in your particular fault code and if they have a bay open.”

Geotab introduced its GO7 device in 2014, the sixth upgrade to its GO lineup since its 1997 rollout. The latest iteration, in addition to the standard CAN bus, also can be integrated with the Mid-Speed CAN and Single Wire CAN buses that are supported for legacy vehicles. Four manufacturer-discretion interfaces can be configured in firmware to fit different custom peripherals.

OEM collaborations Last year, Mack Trucks and Volvo Trucks North America announced an upcoming partnership with Geotab that will enable connectivity for older Mack and Volvo trucks not currently equipped with the companies’ integrated telematics solutions.

The program, likely to debut later this year, will bring vehicle uptime connectivity to 2010 model-year and older trucks, says David Pardue, Mack’s vice president of connected vehicles and uptime services.

“The easy accessibility of this information will enable customers to make informed decisions to enhance uptime, productivity, fuel efficiency, compliance and safety,” says Conal Deedy, director of connected services for Volvo Trucks. “These customers are seeing the benefit of the service on their newer trucks, but they want to have support on their whole fleet.”

Volvo’s Remote Diagnostics, introduced in 2012, proactively monitors fault codes from key truck components, including the engine, I-Shift automated manual transmission and aftertreatment system. “We have many fleets that are using Remote Diagnostics service on their (2013 and) newer model trucks,” Deedy says.

If a potential issue is detected, Remote Diagnostics evaluates the code, develops an analysis for repair planning and ensures repair instructions and parts are available, all while the truck remains in service.

Information about a potential issue is captured and commu70

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nicated electronically through Asist, Volvo’s web-based tool that enables real-time communications between customers, dealers and Volvo Action Service staff at Volvo’s Uptime Center, as well as Volvo field personnel. “The customer is always in charge of where they would like to have the truck serviced,” Deedy says.

The Volvo Action Service agent at the Uptime Center will contact the customer and support them through the service process, regardless of where the truck will be serviced. “The driving mission of Volvo Action Service agents is to support the customer through the issue to be sure it is addressed efficiently and effectively,” Deedy says.

Most Detroit-powered Freightliner and Western Star trucks assembled since April 2011 were built with the connectivity platform that delivers the Detroit Connect Virtual Technician remote diagnostics service.

Greg Treinen, Daimler Trucks North America’s manager of connectivity, says the platform also is compatible with older U.S. Environmental Protection Agency 2010-era Detroit-powered Freightliner and Western Star trucks.

“Retrofit kits are available through Freightliner and Western Star dealers or through our telematics partner, Zonar Systems,” Treinen says. Fleets with trucks older than EPA 2010 can purchase Zonar’s V3 platform, a variation of the Virtual Technician platform.

Zonar’s V3 platform delivers fault code information to the company’s Ground Traffic Control web-based fleet management interface. While the V3 platform cannot deliver the OEM diagnostics insights that Virtual Technician provides, it can deliver information pulled from the truck’s J1939 network to help fleets stay informed when their vehicles experience a fault event, Treinen says.

Why do I need diagnostics?

Aside from truck health insights that can be gleaned from diagnostics, the information provided can put those in the know in position to make better decisions for the overall fleet.

“I want to take any decision-making responsibility out of the hands of the driver,” says Michael Riemer, vice president of products and channel marketing for Decisiv, a provider of service

Volvo’s Remote Diagnostics, introduced in 2012, proactively monitors fault codes from key truck components.

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EQUIPMENT: MAINTAINING OLDER TRUCKS

Retrofit kits for the Detroit Connect Virtual Technician remote diagnostics service are available through Freightliner and Western Star dealers or through Zonar Systems.

relationship management solutions for commercial assets.

Decisiv’s software platform powers the Kenworth TruckTech+ Service Management System, allowing fleets to monitor the service status of their individual trucks in real time.

“There are many motivations for the driver to deliver the load on time, and he may decide to keep going because that’s in his best interests, but it’s not necessarily in the best interests of the company,” Riemer says. “The maintenance manager may make a better overall decision.”

Depending on the level of intelligence the truck can provide, diagnostics information may include a suggested repair plan and the fault’s most likely causes, which can expedite repairs.

“The more information I’ve got about the issue, that at least gives me the ability to decide which vendor I want to send it to, or if I want to stop and repower the load,” Riemer says. “It’s allowing me to make more informed decisions.

Knowing that something is going to happen very soon is very important – as is knowing what is going to happen if you don’t do something.”

On early-model trucks, installing diagnostics capabilities – which Alread says can cost about $150, with upwards of a $45 monthly monitoring fee depending on services desired – can be critical to getting more efficiency.

“You’re really focused on two things,” she says. “First, PMs are more critical because the trucks are older. Second, if you’re going to do your ELD compliance, this rolls up into one nice package for you.”

Treinen says the value is found mostly in improved uptime. “Virtual Technician helps fleets make informed business decisions, so that they only service their vehicles when needed,” he says. “In the case that a truck does need to go into the shop, it provides access to the best information possible to get the truck diagnosed quickly and fixed right the first time.”

With this level of actionable information being delivered within minutes, Virtual Technician helps maximize uptime, Treinen says. “Customers using Virtual Technician become believers in the value it delivers the first time they avoid an unnecessary trip to the shop or it expedites the resolution of a severe fault event and gets them back on the road,” he says.

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Choosing a service On most new trucks, onboard diagnostics are standard, but subscription lengths can vary based on the truck model.

For older trucks, retrofit services generally are bundled into packages with everything ranging from regulatory compliance to asset tracking. Riemer says it’s crucial that the end user understands what kind of data they are getting and what they should do with it.

“What I would caution customers on is that just because a telematics vendor says they do diagnostics doesn’t mean they are doing it in an intelligent way,” he says. “Sending out alerts every time a fault is thrown, you’re going to get spammed to death.”

Navistar’s OnCommand Connection, launched in October 2013, is standard on all new International trucks and also is available via the aftermarket for legacy models and nonInternational vehicles. Status and diagnostics trouble code data from more than a dozen telematics service providers can be transmitted to OnCommand Connection, which interprets the data and creates vehicle health reports and recommended action plans that can be accessed through an online portal.

Customers also should be sure that any potential service provider can send the information where the fleet wants it to go, Decisiv’s software platform powers the Kenworth TruckTech+ Service and not just within Management System, allowing fleets a dealership or a to monitor the service status of their individual trucks in real time. predetermined OEM network, Alread says.

“The truck owner owns their own [HDA platform] data, and it can be shared with anyone they want, no matter what the situation is,” she says.

Riemer also cautions that vendors that provide generic equipment are most likely only able to provide generic information, so aligning expectations with reality is important.

“The challenge is that if they plug to a standard OBD-II or J-BUS port, you’re only getting the standard stuff,” he says. “If there’s any proprietary data in there, you’re not going to get it, but you’ll at least get some level of severity in near-real time.”

The main goal of onboard diagnostics – regardless of the provider – is to boost uptime, Alread says.

“We always talk about uptime and preventive maintenance,” she says. “Diagnostics gives you an avenue to do predictive maintenance. We can predictively decide how to run the fleet’s maintenance department to increase uptime. Having the diagnostic health support of the vehicle is like your crystal ball.”

“GPS tracking helps with route optimization, driver safety and idle time,” Riemer adds. “Productivity is a piece of the tracking that can benefit everybody.”

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Trailer brake drum

Webb’s 66764F trailer brake drum features the company’s proprietary Cool Running Technology vents engineered for 20,000-pound axles to combat accelerated drum and lining wear caused by higher temperatures from reduced crosswinds below the trailer due to aerodynamic technologies.

The CRT vents are engineered to increase airflow for added heat transfer efficiency and cooler wheel-end temperatures. The 99-pound brake drum also is designed with a high strength-to-weight ratio.

Webb Wheel Products, www.webbwheel.com, 800-633-3256

Forged aluminum wheel Maxion’s forged aluminum CV wheel is engineered for added resistance to radial and rotary fatigue. A bright, machined finish is standard, and a polished finish is optional. Four sizes are available: 22.5by-8.25, 24.5-by-8.25, 17.5-by-6.75 and 22.5-by-14.

Maxion Wheels, www.maxionwheelsandrims.com, 800-337-0457

Heavy-duty clutches Trailer wash systems

Bitimec’s Wash-Bots advanced power-brush systems are designed to wash trailers in less than 10 minutes. A single operator can use the system’s all-pushbutton functions and lightweight operating mechanism to remove dirt and winter slush from 30-plus trailers a day singlehandedly. Wash-Bots are available in both electric fixed-station versions and portable models such as the diesel-powered A225 and battery-powered 626 units, both one-ton machines on wheels that are equipped with the company’s Integral EZ drive.

Eaton’s upgraded Advantage Series heavy-duty clutches are designed for improved durability, reduced vibration and smooth shifting with torque ratings up to 2,250 lb.-ft. A strap drive system and soft rate dampers help absorb engine vibrations to ward off driveline damage; the dampers also help enable downspeeding at torque ratings up to 1,850 lb.-ft. A spring separator system helps facilitate cleaner, quicker disengagement with the engine for more efficient and smoother shifting, while a second wear tab indicator on the Advantage Self-Adjust model helps with visual inspections.

Bitimec, www.wash-bots.com, 877-637-1900

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commercial carrier journal | march 2017

Eaton Corp., www.eaton.com, 800-386-1911

Radiator flush and degreaser Prestone Command’s Heavy Duty 2-in-1 Flush & Degreaser for radiators is formulated with an oil encapsulation system that helps strip grease and oil from the surface, as well as an acid cleaner that helps dissolve corrosion and scale without damaging metals.

Prestone Products Corp., www.prestone.com/command, 888-269-0750

PRODUCTS

Air-ride single-point suspension

Tool caddy

Minimizer’s Tool Caddy is designed to store up to 100 pounds of tools and gear for roadside and repair shop use. It can fit three applications – standard tire sizes 245 to 295, super-single tires and flatbed trailers for holding straps. The flatbed version can fit inside a 36-inch Minimizer Tool Box. Minimizer, www.minimizer.com, 800-248-3855

Ridewell’s RAR-254 air-ride single-point trunnion-mount suspension is available in ride heights as low as 10 inches and is designed for integration with the company’s drum and disc brake axles; as an option, the suspension can be shipped fully assembled with prealigned axles and pivot hardware torqued to specification. To help reduce maintenance, the RAR-254 uses a high-density urethane bushing for the trunnion assembly center bushing instead of trunnion U-bolts. The suspension uses weld-on pedestal mounts to facilitate easy ride height customization.

Ridewell Suspensions, www.ridewellcorp.com, 800-641-4122

Brake shoe coating

Bendix’s PermaGuard protective coating for its remanufactured brake shoes is engineered to improve resistance to rust-jacking while offering increased life. A reformulated coating and wash process helps improve its ability to adhere to the metal shoe.

Bendix Commercial Vehicle Systems, www.bendix.com, 800-247-2725

No-ream kingpin kits

Kingpin removal system

Stemco’s QwikXtract kingpin removal system is suited for use with most wheel end configurations up to 350 pounds and consists of an integrated cart and self-aligning hydraulic press. The cart is designed to allow the operator to remove the entire wheel end assembly – brake drum, spindle and wheel end –while the press is engineered to keep the push rods in line with the kingpin to help optimize force placement and removal. The system features interchangeable hub mounts to facilitate quicker changeover for different wheel end configurations.

Stemco, www.stemco.com, 800-527-8492

Meritor’s FastSet King Pin Kit lineup includes 45 kits compiled to prevent having to ream bushings after they are installed into the steering knuckle. Instead of pressing in the bushings during installation, customers can use the kit to install spiral bushings by hand. The kingpin’s groove pattern design helps allow grease to permeate high-wear areas.

Meritor, www.meritor.com, 888-725-9355

Steel, aluminum wheels

Accuride’s latest two- and five-handhole versions of its Accu-Lite 22.5-by-8.25 steel wheels each are three pounds lighter than the previous models.

The company’s Quantum 99 aluminum alloy is designed to be 20 percent stronger than its previous alloy while reducing the weight of its standard 22.5-by-8.25 aluminum wheel by 11 percent to 40 pounds.

Accuride Corp., www.accuridecorp.com, 800-626-7096 commercial carrier journal | march 2017

75

PRODUCTS

Air-release fifth wheel with sensor

Jost’s JSK37USK series air-release fifth wheel with dual sensors features the company’s Sensor Coupling System that helps the driver confirm that the fifth wheel is coupled properly and safely from inside the cab. The first sensor is designed to indicate that the kingpin is in the lock position, while the second sensor is engineered to show that the fifth wheel is locked and the release handle is secured. The lock status can be shown by a Jost-supplied dash display or communicated through the vehicle’s CAN bus.

Jost International, www.jostinternational.com, 800-253-5105

Thread identification kit Gates’ Thread Identification Kit includes 21 metric thread sizes, both male and female, and 10 British thread sizes, both male and female. The kit also includes the company’s pocket thread ID guide and tools to help determine the correct couplings for hydraulic assemblies.

Gates Corp., www.gates.com, 303-744-5595

Heavy-duty belt Continental’s Extreme Duty Poly-V straight-ribbed belt is designed for higher underhood temperatures.

The belt is engineered for additional flex life with advanced EPDM polymers and is offered in 90 parts numbers for Class 6-8 trucks, including 8-, 10- and 12-ribbed profiles.

Continental ContiTech North America, www.continentalhd.com, 800-869-0435

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commercial carrier journal | march 2017

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Zamzow-Tarp .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 commercial carrier journal | march 2017

79

I-007

John Doe

Pickwick Pike

Bus

PREVENTABLE or NOT?

Bus stops Doe’s milk run

A

t dawn, trucker John Doe ambled toward the ready line with a granola bar and a jug of steaming-hot coffee flavored with Hershey’s Chocolate Syrup for extra energy. The day’s tow was a 48-foot flatbed laden with steel coils. After his pre-trip inspection, Doe wheeled his rig out of the terminal yard and headed eastward on four-lane Pickwick Pike. The sun rose in a cloudless sky, and traffic was light.

Doe looked forward to an easy trip, but his milk run was about to go sour.

Pickwick Pike dead-ended at the I-007 Bypass, where he needed John Doe was making a wide to turn left. To ensure room for a left turn from the right lane wide turn, Doe got into the right when a bus driver in the adjacent turn lane didn’t turn lane, and when the light turned left sharply enough and sidegreen, he eyeballed I-007 for swiped Doe’s tractor. Was this red-light runners, then cautiously a preventable accident? started to execute his turn.

In the adjacent turn lane, bus driver Wilbur Smurd also started to turn left, but he didn’t turn sharply enough and moved partially into the next lane. Doe, in shocked disbelief, stopped dead and sounded his horn, but Smurd failed to react and sideswiped Doe’s tractor. It took several sips of coffee to calm Doe down, but even that couldn’t help him get over the warning letter from his safety director for a preventable accident.

Doe disagreed that he should have hung back and anticipated that the large bus would encroach on his lane. Asked to resolve the dispute, the National Safety Council’s Accident Review Committee ruled in Doe’s favor. He had proceeded with caution and reacted properly but still fell prey to the bus driver, who had plenty of room to maneuver and initially did not appear to pose a threat, NSC said.

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commercial carrier journal | march 2017

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