CCJ0417 by dwatson

APRIL 2017

ELD BUYERS' GUIDE Find detailed specs, features of 47 systems

CCJ'S TECH TOOLBOX

Driver recruiting goes mobile, social page 41

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

ALT-FUEL COMEBACK?

Do higher equipment costs mean rebound? page 53

Updates on the fly. Introducing Remote Programming.

Taking a vehicle out of rotation to perform software and parameter updates can decrease productivity. So we changed the way those updates are performed. Now with Remote Programming a driver simply pulls over, connects to the Volvo Uptime Center, and the upgrade is done over the air. Available soon on all GHG 2017 Volvo powertrains. No dealership. No downtime. No stopping you. Learn more at remote.volvotrucks.us

UPTIME THROUGH CONNECTIVITY

SMART BUSINESSES RUN SMART TRUCKS.

Your people and your vehicles are your most important assets. Fleetmatics REVEAL gives you the information and insights you need to keep your team safe and productive, and your trucks up and running their best. Find out how Fleetmatics REVEAL Fleet Tracking can help you improve:

SAFETY

PRODUCTIVITY

ELD COMPLIANCE

Monitor speed, harsh driving behavior and unauthorized vehicle use.

Know where your vehicles are located at a glance and eliminate route inefficiency.

Track hours of service quickly and accurately with the Fleetmatics LogBook app.

APRIL 2017 | VOL 174 | NO. 4

CCJ INNOVATOR OF THE YEAR:

NUSSBAUM TRANSPORTATION The Hudson, Ill.-based dedicated carriage and truckload carrier has been named the 2017 CCJ Innovator of the Year for developing a driver behavior measurement tool that has yielded impressive results in fuel efficiency and driver safety, including no preventable U.S. Department of Transportation-recordable accidents and no jackknife incidents or major loss-of-control accidents last winter.

JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Cover photo by Phillip Adams

FEATURES

11 News

Special Section: ELD Buyers’ Guide

34-hour restart study

Since FMCSA’s late 2015 release of its final rule for using electronic logging devices, there’s been a rising swell of ELD development. Customers can choose from hardware and software options offered by dozens of vendors, many of them new to the trucking industry. Our 44-page ELD Buyers’ Guide details specs on 47 systems. See how they work, what they can do besides logs, and how to evaluate them.

affirms less-restrictive hours regs … Safety fitness rule pulled after industry pushback … Truck OEMs, orgs ask EPA head to maintain clean diesel program … Trump’s budget

CCJ ’s Technology Toolbox: Finding drivers

Attracting experienced drivers to your fleet among stiff competition is a matter of recognizing trends, getting in front of waves of new technology and practices and allocating resources where they’ll be the most effective. Those areas involve optimizing drivers’ online experiences on mobile devices and devising an effective strategy for social media as a first point of contact.

plan cuts infrastructure improvements … Trump wants teams to target regulations for repeal, replacement

Still fond of alt-fuel

Cheap diesel and concerns about mileage range may have kept the second wave of alternative-fuel truck buyers out of the market, but domestic shale gas production and increasingly strict emissions standards may be poised to reignite interest in alternative powertrains.

… ATRI: Parking test helped drivers find open spots, adhere to HOS regs … Technologies focus of Senate hearing on truck safety … Report finds nearly 56,000 U.S. bridges

Trailer Focus: Dry vans

Today’s dry vans are lighter than those of the past while also being stronger. By replacing heavier components with equally strong lighter-weight materials and adding extra strength in areas that need beefing up, designers have been able to build significantly better trailers to carry specific loads without fatiguing certain design elements.

‘structurally deficient’ … NACFE researches fuel efficiency for engine-driven accessories

13 InBrief COMMERCIAL CARRIER JOURNAL

| APRIL 2017 3

DEPARTMENTS

ccjdigital.com

technology

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

Editorial

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

21 22

Want to boost your fuel economy by 14 percent? Autonomous truck race heats up

22 InBrief 24 24

32 33 33

Cummins launches connectivity features Volvo, Mack go OTA for new trucks, engines

34 34

editorial@ccjdigital.com

Video event recorders create leadership opportunities SambaSafety acquires Vigillo, plans unified risk dashboard Mix Telematics expands Vision camera system

TMW expands TruckMate’s intermodal capabilities

Phillips launches Connect Technologies division

27 Test drive:

30 InFocus: Tire treads

38 InFocus: Freight matching

Volvo SuperTruck

Mitchell1 touts shop management software

ALSO IN THIS ISSUE

Products

Engine, alternators, LED lights, more 4

COMMERCIAL CARRIER JOURNAL

| APRIL 2017

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

Trucking Media

TMW Systems aims to improve small fleet efficiency

34 InBrief 36

Design & Production

Upfront

Good riddance to SFD proposal

Preventable or Not?

Ad Index

John Doe was turning left into a restaurant’s parking lot when a speeding driver came from out of nowhere in the opposite lane and couldn’t avoid a collision. Was this a preventable accident?

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

Corporate

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

3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by Randall-Reilly Publishing Co. LLC on the representation that the advertiser and/ or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2017, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

Slickest design in axles. Lubrication means combating friction for greater efficiency and durability. That’s why we’ve engineered the new Detroit™ axles with the innovative Axle Lubrication Management system.. It actively regulates the oil level at the ring gear while reducing friction and improving fuel efficiency. It’s a feature that’s only available from Detroit, exclusively in the new Freightliner Cascadia.® Don’t just want better business solutions. Demand them. DemandDetroit.com/TandemAxles

Available exclusively in the new Freightliner Cascadia. DDC-EMC-ADV-0030-1216. Specifi cations are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2017 Detroit Diesel Corporation. All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.

Don’t overthink transportation and logistics. That’s our job. It’s hard for you to grow your business when you’re too focused on moving it. We’ll get rid of your headaches by bringing you the Fleet Management, Supply Chain, and Dedicated Transportation solutions you need to improve - all backed by over 80 years of expertise. Discover how outsourcing with us can improve your fleet management and supply chain performance at Ryder.com.

Engineered with the help of the top consultants in the business. Our customers.

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1453. Specifications are subject to change without notice. Copyright ÂŠ 2017 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

Why do we look to you, our customers, for inspiration? Simple. We only succeed if you succeed. You asked for the new CascadiaÂŽ to be equipped with an easy-to-remove bumper for quicker maintenance. We made it happen. You asked for a better way to access electrical components. We gave you eVault. You challenged us to boost fuel economy, even though we already are a leader in the industry. We improved it by up to 8%*. When it comes to knowing what your business needs to succeed, thereâ&#x20AC;&#x2122;s no better expert than you. freightliner.com/new-cascadia

*Compared to previous Cascadia model with similar specifications.

THERE ARE TRUCKS. THEN THERE ARE

TITANS.

If you think your truck can be a Titan of Tulsa, there’s only one way to find out for sure. Join us for the 2017 ROTELLA SuperRigs event May 18th - 20th in Tulsa, Oklahoma at the Exchange Center at Expo Square. You’ll enjoy free food, entertainment and a whole lot of the hardest working trucks on the road. Plus you’ll get your shot at infamy in the legendary ROTELLA SuperRigs Calendar. ®

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

34-hour restart study affirms less-restrictive hours regs

Safety fitness rule pulled after industry pushback

he results of a congressionally mandated study confirm that truckers’ 34-hour restarts will not require two 1-5 a.m. periods and be limited to once per week. Congress suspended the restart limitations in December 2014 pending the issuance of the U.S. Department of Transportation’s study. DOT’s report released last month shows the restart pro- Truckers can operate as they have since December 2014, meaning 34-hour visions did nothing to enhance safety. restarts can be used at any time and do The regulations had been suspended since not require two 1-5 a.m. periods. a December 2014-issued notice, and the report did not change current rules for truckers. DOT’s Office of Inspector General sent Congress a letter March 2 signing off on the study, saying it agreed with the report’s conclusions and that DOT followed Congress’ directives in completing the research. A few days after OIG notified Congress, the Federal Motor Carrier Safety Administration posted a notice on its website stating that the restart rules would not go back into effect. The study found that truckers abiding by the July 1, 2013 regulations — those requiring the early-morning periods to be included in the restart — operated no more safely than truckers not abiding by the rules. More than 200 drivers were studied for DOT’s report, which was executed by FMCSA and Virginia Tech’s Transportation Institute. The drivers were divided into two groups: One group followed the more restrictive 2013 rules, and the others were free to use the restart as they wanted. Researchers compared drivers’ schedules and analyzed events such as crashes and near crashes, as well as driver alertness and health. The study “did not explicitly identify a net benefit from the use of the two suspended provisions of the restart rule on driver operations, safety, fatigue and health.” The more restrictive hours-of-service rule took effect in July 2013, prompting widespread criticism from both fleets and drivers for preventing truckers from returning to duty until 5 a.m. after a restart, even if the restart had spanned a full 34 hours. One of the chief arguments against the reguScan the QR code with your lations was that it pushed drivers into earlysmartphone or morning rush-hour traffic — which both fleets visit ccjdigital.com/ and drivers argued caused both safety and news/subscribe-tooperational issues — and that FMCSA issued newsletters to sign up for the CCJ Daily Report, a daily e-mail newsletthe rule with little scientific evidence to back ter filled with news, analysis, blogs up the restrictions. and market condition articles. Continued on page 15

he Federal Motor Carrier Safety Administration last month with-

drew its January 2016 proposal to rework the way it rates carriers and determines their fitness to operate. The withdrawal of the Safety Fitness Determination rule was published March 23 in the Federal Register by FMCSA, a few weeks after industry groups asked Transportation Secretary Elaine Chao to kill the proposal. The SFD, which had been in the works for a decade, initially was issued as a Notice of Proposed Rulemaking last January, and FMCSA planned to issue a Supplemental Notice of Proposed Rulemaking this year to tweak the rule and solicit industry feedback. However, due to widespread concern over the rule’s reliance on the Compliance Safety Accountability program’s Safety Measurement System BASIC ratings — which have been pulled from public view due to concerns about their accuracy in judging carriers’ safety — FMCSA says it decided to withdraw the SFD proposal altogether and start anew. Congress in late 2015 used the most recent highway bill to require FMCSA to pull the SMS BASIC carrier rankings from public view because of what many believe is their limited ability to score carriers accurately. Congress also required the agency to work with the National Academies of Science to reform the CSA to address its ability to target unsafe operators. The agency says it will wait to reissue a Safety Fitness Determination proposal until after the CSA SMS revamp has been implemented.

commercial carrier journal

– James Jaillet

| april 2017 11

JOURNAL NEWS

Trump’s budget plan cuts infrastructure improvements

resident Trump unveiled an outline for his “America First” proposed budget for 2018, which cuts the U.S. Department of Transportation’s funding by $2.4 billion, or 13 percent. Trump’s budget “blueprint,” which details only discretionary funding proposals, requests $16.2 billion for DOT’s budget. The cuts mostly affect air and mass transit transportation, but also include the elimination of funding for DOT’s TIGER grants. The Transportation Investment Generating Economic Recovery grant program awards funds to states for resurfacing and other infrastructure improvements. The budget states the elimination of these grants will save $499 million when compared to the 2017 budget. It says the program, implemented in 2009, essentially duplicates a larger federal grant program. Trump’s budget says DOT’s Nationally Significant Freight and Highway Projects grant program, known as Fastlane grants that were authorized by the FAST Act highway bill in 2015, “supports larger highway and multimodal freight projects with demonstrable national or regional benefits.” The full budget is set to be released later this spring. Trump says it will include “specific mandatory and tax proposals, as well as a full fiscal path.” In a Feb. 28 address to Congress, Trump had asked legislators to produce and pass a $1 trillion spending package meant to “launch a national rebuilding” of the country’s infrastructure, including funds for rebuilding U.S. highways. – Matt Cole

Trump wants teams to target regulations for repeal, replacement

Talk of infrastructure spending was revived by President Trump after mentioning it little in the first six weeks after taking office.

resident Trump in late February continued his pursuit of broad regulatory reform, using an Executive Order to target regulations that stifle job creation, impose unnecessary costs or are simply outdated or ineffective. Trump’s Executive Order directed all federal agencies, including the Federal Motor Carrier Safety Administration, to establish teams to evaluate existing regulations and make recommendations about ones that need “repeal, replacement or modification.” Nearly all federal agencies will be required to form a “Regulatory Reform Task Force” to be made up of senior agency officials and others. Trump also ordered federal agencies to appoint a so-called Regulatory Reform Officer within 60 days who would head each agency’s regulatory task force and enforce other Trump orders targeting regulations. Agencies’ task forces are required by the order to produce their first report on regulations within 90 days. This is the third executive action pertaining to existing regulations Trump has issued since assuming the presidency Jan. 20. In his first week, Trump signed a regulatory freeze halting federal agencies from publishing or enacting any new regulations for 60 days. Later, Trump signed an order telling federal agencies to remove two regulations for each new regulation enacted. That order already is facing a court challenge and logistical questions. – James Jaillet

INBRIEF 4/17 • The effective date of a rule establishing nationwide minimum training standards for entry-level truck drivers was delayed again due to ongoing regulatory review by President Trump and his staff. The rule now is set to take effect May 22, according to a Federal Register notice published March 21 by the Federal Motor Carrier Safety Administration. The rule originally was slated to take effect Feb. 6, with a compliance date of Feb. 7, 2020. That compliance date does not appear to be affected by the continuing delays in the rule's effective date. • FMCSA reopened the public comment period for a request made by several large carriers to allow them to drug-test driver applicants via hair sample instead of a urine sample. FMCSA currently only accepts urine sample testing. The initial comment period for the carriers' request lasted 30 days until Feb. 21. In a Federal Register notice published Feb. 23, the agency extended the deadline to April 25. • The American Trucking Associations’ first ATA Economic Summit is set for July 20 at the Westin Arlington Gateway in Arlington, Va. The event will bring together economists and trucking company managers for an outlook on the state of the economy and provide attendees with supply chain forecasts to help plan their fleets' futures. For more information, go to Trucking.org. • The Commercial Vehicle Safety Alliance’s annual 72-hour International Roadcheck inspection blitz will be held June 6-8 this year. The focus for this year’s event is cargo securement. Last year’s focus was on tire safety, and inspectors placed 9,080 trucks – 21.5 percent of trucks inspected – out of service, along with 1,436 drivers – 3.4 percent. • Daimler Trucks North America recalled about 450 model-year 2015-18 Western Star 4900 trucks manufactured between March 3, 2014, and Jan. 31, 2017, because of a problem with the service brakes. The trucks were built with certain triple-compartment aluminum air tanks that could experience weld separation and lead to “a rapid loss of air pressure without warning,” which could cause the sudden application of the parking brakes. commercial carrier journal

| april 2017 13

JOURNAL NEWS

INBRIEF 4/17 • Roadrunner Transportation Systems (CCJ Top 250, No. 34), a Cudahy, Wis.based less-than-truckload company, established Roadrunner Temperature Controlled, a refrigerated division that combines the assets of two affiliated fleets, M. Bruenger and R&M Transportation. The RTC network will employ about 400 drivers, operate more than 400 tractors and manage more than 650 reefer trailers. • Central Freight Lines (No. 108), a less-than-truckload carrier based in Waco, Texas, is buying certain assets of Fisherville, Va.-based fleet Wilson Trucking (No. 131); terms were not announced. Central runs primarily across the southern United States from California to Tennessee and Georgia, while Wilson provides LTL and truckload service to all or parts of 11 states in the Southeast and Washington, D.C. • U.S. Xpress Enterprises (No. 14) announced that Eric Fuller is now chief executive officer, while Lisa Quinn Pate is now president and chief administrative officer. Max Fuller, co-founder, is now executive chairman of the Chattanooga, Tenn.-based truckload company. • The Technology & Maintenance Council elected Glen McDonald 201718 general chairman and treasurer. McDonald, director of maintenance for Memphis, Tenn.-based Ozark Motor Lines, succeeds Doug White, vice president of maintenance for Dunbar Armored. • Martin Daum, president and CEO of Daimler Trucks North America since 2009, was named head of Daimler Trucks & Buses and a member of Daimler AG’s Board of Management. Daum succeeds Dr. Wolfgang Bernhard, who stepped down after four years at the helm because of personal reasons. Daum's successor as DTNA president and CEO is Roger Nielsen, who since 2001 has been chief operating officer for DTNA's manufacturing network. • Navistar International Corp.’s board of directors elected Troy A. Clarke, president and CEO, to also serve as chairman, replacing James H. Keyes, who had served as non-executive chairman since April 2013.

commercial carrier journal

| april 2017

ATRI: Parking test helped drivers find open spots, adhere to HOS regs

study by the American Transportation Research Institute conducted to test the effectiveness of truck parking availability systems found that 60 percent of truck drivers who used the system indicated it “significantly” helped them find parking. ATRI also says 30 percent of drivers An ATRI study found that 60 percent indicated the systems had a “significant of truck drivers who used the parking impact” in helping them to comply with availability system indicated it “significantly” helped them find a spot. hours-of-service regulations. To conduct the study, ATRI developed and installed a multicamera system that detects truck parking stall occupancy at three rest areas along the Interstate 94 corridor within 100 miles west of Minneapolis-St. Paul in Minnesota: Elm Creek, Enfield and Big Spunk Lake. The open stall information was relayed to drivers from the camera systems in three ways: a web portal, an in-cab onboard device and roadside electronic message signs. The survey found that drivers prefer to receive the information through roadside signs, followed by smartphone apps, websites and onboard devices. For roadside signs, drivers indicated they prefer to receive the information 20 miles away from the rest area, and more than 30 percent of drivers indicated they would like more than one notification. – Matt Cole

Technologies focus of Senate hearing on truck safety

Senate subcommittee hearing last month Collision avoidance systems brought together trucking industry stakewere discussed during a Senate holders and subcommittee members to discuss subcommittee hearing as a way what can be done to further address truck safety. to improve safety in trucking. Safety technologies such as forward collision avoidance, lane departure warning and automatic emergency braking systems were some of the initiatives discussed by the Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety and Security. Subcommittee Ranking Member Cory Booker (D-N.J.) said more efforts were needed to reduce crashes, including those involving trucks. Booker said that as the economy has improved, highway deaths involving trucks also have been on the rise. Dr. Adrian Lund, president of the Insurance Institute for Highway Safety, testified that since 2009, there has been a 22 percent increase in fatalities involving trucks compared to just a 4 percent increase for other crashes. Lund said stability control systems, electronic logging devices, speed limiters and similar technologies that already exist have been shown to cut down truck-related fatalities. Jerry Moyes, chairman emeritus of Phoenix-based Swift Transportation (CCJ Top 250, No. 4), touted his fleet’s implementation of safety technologies in recent years with ELDs in 2010; collision avoidance, lane departure and automatic transmission systems in 2013; and dashcams, both road- and driver-facing, in 2015. – Matt Cole

JOURNAL NEWS Continued from page 11 Congress cleared legislation in December 2014 to suspend the regulations while FMCSA performed the required 34-hour restart study. For the 2013 rules to go back into effect, the study had to show exceeding safety and health benefits for drivers operating under them. “The release of this report closes what has been a long, and unnecessary, chapter in our industry’s drive to improve highway safety,” said Chris Spear, president and chief executive officer of the American Trucking Associations. “We knew from the beginning that these Obama administration restrictions provided no benefit to safety, and in light of the DOT’s findings – corroborated by the DOT Inspector General – it is good for our industry and for the motoring public that they will be done away with permanently as specified by language ATA led the charge on including in the most recently passed Continuing Resolution.” ATA had fought against the restrictions since they first were proposed in 2013. “Congress repeatedly told the Federal Motor Carrier Safety Administration that rules of this nature must show a benefit to safety, and this report clearly shows there was no benefit,” Spear said. “This marks the end of a long struggle, but hopefully the beginning of a new era of inclusive and data-based regulation.” David Heller, vice president of governmental affairs for the Truckload Carriers Association, said the results of the study “support what the industry has been saying all along” about the 2013-issued rules providing no “net benefit to the industry.” Heller said TCA looks forward to working with President Trump and his administration “on promulgating future rules regarding truck drivers’

hours of service that make sense for the whole industry.” Lane Kidd, managing director for The Trucking Alliance, called the study’s results “a win for the industry” because it means trucking doesn’t have to “cope with yet another change.”

Kidd said the restart study was doomed from the start because there wasn’t enough data to back up the 2013 regulations, as they were only in effect from July 2013 to December 2014 before being suspended by Congress. – James Jaillet

commercial carrier journal

| april 2017 15

JOURNAL NEWS

Report finds nearly 56,000 U.S. bridges ‘structurally deficient’

bout 1,900 bridges along the U.S. Interstate System are deemed structurally deficient, a fraction of the nearly 56,000 bridges with the same designation, according to a report by the American Road and Transportation Builders Association. The organization’s analysis of U.S. Department of Transportation data on bridges in 2016 found that the country’s 55,710 structurally deficient bridges are crossed more than 185 million times each day. The number of bridges in the report is down a half percent from 2015. The average age of the nearly 56,000 structurally deficient bridges, according to ARTBA, is 67 years old, compared to just 39 years old for nondeficient bridges. Also, 41 percent of all U.S. bridges are at least 40 years old and have had no major reconstruction work. “America’s highway network is woefully underperforming,” said Dr. Alison Premo Black, ARTBA chief economist. “It is outdated, overused, underfunded and in desperate need of modernization. State and local transportation departments haven’t been provided the resources to keep pace with the nation’s bridge needs.” ARTBA found that Iowa, Pennsylvania, Oklahoma, Missouri, Nebraska, Illinois, Kansas, Mississippi, Ohio and New York have the most structurally deficient An ARTBA report found that bridges. Washington, nearly 56,000 U.S. bridges are structurally deficient. D.C., Nevada, Delaware, Hawaii and Utah have the least, the report states. ARTBA says at least 15 percent of the bridges in eight states – Rhode Island, Iowa, Pennsylvania, South Dakota, West Virginia, Nebraska, North Dakota and Oklahoma – are structurally deficient. During inspections of decks and support structures, bridges are rated on a scale of zero to nine, with nine being “excellent” condition. A bridge is classified as structurally deficient and in need of repair if it scores a four or below. – Matt Cole 16

commercial carrier journal

| april 2017

NACFE researches fuel efficiency for engine-driven accessories

he North American Council for Freight Efficiency, Carbon War Room and Trucking Efficiency have determined that variable engine-driven accessories have emerged as minor fuelsaving strategies for long- and Greenhouse gas regulations regional-haul fleets. eventually may push some variable Unlike some past Confidence engine-driven accessories from Report studies that uncovered optional to standard equipment. significant freight efficiency benefits, the advantages of engine-driven accessories appear minimal but have the potential to grow in specific cases, said Mike Roeth, operations lead at Trucking Efficiency and NACFE executive director. “Variable engine-driven accessories present relatively small opportunities for gains in fuel efficiency, but they may provide better payback with further development,” Roeth said. Trucking Efficiency’s team defines engine-driven accessories as products that consume fuel but don’t help move a vehicle down the road. Typically, these accessories use about 3 to 5 percent of the overall fuel consumed by Class 8 tractor-trailers. Current fuel prices make justifying the added cost for variable engine-driven accessories that improve fuel economy difficult, and the added complexity of these systems creates concerns about their reliability, the report finds. “The fuel economy gains are pretty modest” and for some technologies actually are declining due to other technology advancements, Roeth said. The report provides details on two-speed/modulating cooling fans, variable-speed water pumps, clutched air compressors, high-efficiency alternators, smart air dryers, dual-displacement power-steering pumps, electrically-driven A/C compressors and electrically-driven accessories. It also explores some of the challenges presented by these technologies. Proactive fleets should continue to review these accessories, watch them emerge and monitor possible improvements driven by greenhouse gas regulations, Roeth said. Higher-voltage systems will enable additional payback, but accessories will not be the driver for higher voltages, he said. NACFE will continue to monitor developments and update its research work as it warrants. The report is an effort to provide a foundational understanding of variable engine-driven accessories because current and upcoming greenhouse gas regulations are likely to push at least some of these technologies from optional to standard equipment on new truck orders. – Lucas Deal

NAVIGATING DISRUPTION

MAY 22-24, 2017

ALL INCLUSIVE REGISTRATION

INCLUDES 2 NIGHTS AT THE HISTORIC OMNI GROVE PARK INN, EVENT MEALS AND ACTIVITY

INSIGHTS

THE MOST IMMEDIATELY VALUABLE... Karl Rove,

Robert Safian,

William Strauss

The View from Washington

The Secrets of Generation Flux

Economic Outlook

Former White House Deputy Chief of Staff

Editor and Managing Director

Senior Economist and Economic Adviser

GAME CHANGERS: NEW EQUIPMENT TECH COULD IMPROVE SAFESTY, EFFICIENCY

STAKE YOUR CLAIM: E-COMMERCE, UBERIZATION OFFER NEW OPPORTUNITIES

Autonomous trucks aren’t the only thing that is transforming the way freight is moved. New strategies such as the “Uberization” of freight are also disrupting the landscape. This panel, moderated by freight movement expert Steve Sashihara, will explore these strategies with fleets already moving in that direction.

As recently as last year, most experts believed that autonomous trucking was decades away. Recent developments indicate that this massive disruption to freight movement could happen inside the next five years. This panel will host leading manufacturers and progressive early fleet adopters in a discussion of the reality and advantages of leveraging this technology sooner rather than later.

TAKE AWAYS BUSINESS/ MANAGEMENT SESSIONS

EQUIPMENT/ MAINTENANCE SESSIONS

SAFETY/ TECHNOLOGY SESSIONS

Regulatory readiness

Maintenance practices to lower CSA Score

Data mining in fleet maintena

Making the most of remote diagnostics

Automated driver training

Recruiting millennials Limiting litigation risks Beyond compliance

The ins and outs of maintenance outsourcing

Driver onboarding

Switching to eDVRs

CONTENT. RELATIONSHIPS. DIALOGUE.

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

One simple step

BUY A NEW TRUCK: That’s a quick way

How to immediately boost your fuel economy by 14 percent

NOT SO ENTICING: Low freight rates

to pick up a double-digit boost in fuel economy. and taxes both taint the lure of buying new equipment.

ant to pick up a quick POLITICALLY INCORRECT: Lawmakers double-digit boost in likely aren’t willing to give up FET money. fuel economy? Buy a new truck. Kenny Vieth, ACT Research presiapproach now.” Fleets are drawn to the dent and senior analyst, says that about fuel-efficiency carrot and beaten with the one-third of all active trucks in the United FET stick. States got an average of 7.5 mpg at the end Vieth proposes rewarding new truck of last year, while nearly half got between buyers by eliminating the FET as an offset 6 and 6.3. to buying more efficient trucks that are With diesel below $3 per gallon, there’s no “If I buy a new truck today, it’s going to better for the environment – using the great reason to pile on an extra 12 percent have about 14 percent better fuel economy of the purchase price in taxes to buy newer, carrot to encourage good behavior. than the average truck in the fleet,” Vieth more fuel-efficient equipment. But lawmakers likely aren’t willing to says. “Fuel economy should be something give up such a chunk of money, so Vieth that incents people to want to buy new trucks.” proposes replacing the FET with a boost – The fuel economy numbers of more than half the truck population are significantly about 12 cents – in diesel taxes. More fuel-efficient trucks will use less lower than what today’s trucks can achieve, but low freight rates and taxes associated fuel and pay less of the increased tax. The with buying new equipment make upgrading a far less enticing proposition. trucks most penalized will be the ones The American Trucking Associations' Truck Tonnage Index showed growth of 1 getting less mpg (the stick) and should be percent in 2015 and only 0.1 percent last year. “We went seven quarters with virtually no freight growth,” Vieth says. encouraged to upgrade (the carrot, again), Freight growth was hindered by low rates, driven down by too many trucks fighting which will drag that national mpg average up from around 6. over too little cargo. Vieth says that by the end of 2015, there were about 100,000 too EPA freight efficiency targets for new many trucks on the road – about 6 percent more trucks than were needed. trucks are all well and good, but given Fuel economy numbers and the truck population aren’t the only figures to swell. Truck prices have grown by about $30,000 since the U.S. Environmental Protection the average age of the truck population, it Agency’s 2004 particulate matter standards, which Vieth says means an additional could be almost 2027 before the majority $3,600 in federal excise taxes and another $2,000 in added state tax. of trucks on the road are even That’s not exactly an incentive to buy more efficient equipment. With diesel EPA 2017-compliant. below $3 per gallon, there’s no great reason to pile on an extra 12 percent of If the goal is to get more futhe purchase price in taxes when you’re actually saving money trudging along el-efficient trucks on the road, at 6 mpg. heaping taxes on them that are If you can make a business case that buying a new truck can save you greater than the savings they $12,000 annually in diesel, that’s attractive. But if you’re paying about that may generate isn’t the way to much in taxes alone, adding a full year of payments just to cover tax isn’t going go about it. to look too great in your ROI calculator. Vieth says that to encourage adoption of fuel-efficient trucks, a “carJASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175. rot-based approach is needed. We kind of have a carrot-and-stick-based commercial carrier journal

april 2017

INBRIEF • Volkswagen Truck and Bus’ equity investment in Navistar became official Feb. 28. As part of the joint venture and strategic technology and supply collaboration, VW Truck and Bus acquired about 16.2 million newly issued shares in Navistar – a 16.6 percent stake – for $256 million, and VW Truck and Bus CEO Andreas Renschler and CFO Matthias Gründler joined Navistar’s board of directors. • Velociti introduced a program designed to allow fleets to use their return on investment to finance the purchase of a Meritor Tire Inflation System by PSI. The program defers the billing of the MTIS by PSI in combination with an extended payment plan that uses the savings generated by the system to pay for the automatic tire inflation system’s hardware, retrofit installation and 24/7 remote monitoring and event reporting. • Noregon released JPRO Professional 2017 V1, an update to its in-shop diagnostics and repair solution used by service centers and fleets for both heavy- and medium-duty vehicles. The latest version adds aftertreatment control module resets and cylinder cutouts. • Dana Inc.’s Spicer AdvanTek 40 tandem axle now is available with a seventh ratio – 2.47:1 – designed to support engine downspeeding for linehaul trucks. Suited for direct-drive versions of Eaton and Cummins’ jointly-developed SmartAdvantage Powertrain, the ratio is recommended for regional-haul applications that travel interstate highways, secondary roads and urban streets. • Dana Inc. agreed to purchase the axle housing and driveline shaft manufacturing operations from Warren, Mich.-based U.S. Manufacturing Corp. for $100 million. Dana said the acquisition will transition significant purchased content to a vertically integrated supply and provide the company with additional lightweighting product and process technologies. • Great Dane announced its smart trailer telematics concept designed to keep drivers and fleet managers informed about basic pre-trip inspection checks and alert notifications such as tire inflation, weight distribution, door sensors, lights and GPS location. The company also enhanced its PunctureGuard and ThermoGuard linings by adding broad- spectrum antimicrobial protection, which help fight bacteria growth, stains and odors.

commercial carrier journal

| april 2017

Autonomous truck race heats up

In March, Volvo completed its first on-highway platooning test in California, employing Peloton’s autonomous technology.

ithin the span of a week in late February and early March, two California-based startups announced intentions to develop retrofit systems to convert existing tractors into autonomous rigs. The companies join the Uberowned Otto in that venture. Otto in late 2016 ran two successful autonomous tests, one in Colorado and one in Ohio. The two latest retrofitters, Embark and Starsky Robotics, say they don’t intend to bump drivers from truck cabs. Both have begun testing their systems in closed courses. Their announcements point to a hotter race for truck automation, with traditional truck makers, Silicon Valley startups, states and industry trade groups all jockeying for leadership positions. Embark hopes to deploy its system for $50,000 per truck and focus on trucker-friendly operation, says co-founder Alex Rodrigues. The company already has run 10,000 miles of tests, he says. Starsky Robotics wants to develop remote control technology, particularly for final-mile delivery. “A lot of Silicon Valley types are barely ever talking to anyone who’s ever spent any time on the road,” says Stefan Seltz-Axmacher, a Starsky co-founder. “Our sixth employee was a truck driver. We came at this from a trucking-first perspective rather than a technology-first perspective. We’re this uncomfortable mix of a trucking company and a technology company.” California-based techies aren’t the only companies vying for a piece of the autonomous pie, however. In March, Volvo Trucks announced a successful test run of its platooning technology developed in collaboration with Peloton. Three VNL 670 model tractors hauled cargo containers in simulated real-world conditions, Volvo says, traveling at 55 mph while maintaining a 50-foot following distance — closer than usual for most on-highway tractor-trailers. Volvo leveraged an advanced cruise control system for the test. Iowa is positioning itself to become a proving ground for platooning technology. Platoons could begin traversing the state’s highways within a year, says Mark Lowe, interim director of the state’s DOT. Lowe stressed the state isn’t investing in the development or deployment of the technology, but simply giving manufacturers space to explore. Despite the rapid pace at which the private sector is working on the technology and limited interest from the federal and state governments, a coalition of large carriers has positioned itself against fully automated rigs. The Trucking Alliance, representing several large fleets, has said it supports autonomous technology as long as it doesn’t boot drivers from truck cabs. “Driver are integral to supply chain accountability, as well as managing unforeseen weather events, emergencies, detours, vehicle conditions, computer software programs, cybersecurity disruptions, cargo security and in providing efficient customer service,” the group said. – James Jaillet

Cummins is reinventing the heavy-duty engine category with two unique X15™ engines.The X15 Efficiency Series has the highest compression ratio in the industry, for unmatched fuel efficiency and responsiveness, delivering up to 1850 lb-ft of torque starting at 1000 rpm. The X15 Performance Series delivers unprecedented power, with up to 605 hp and 2050 lb-ft peak torque. Plus, every X15 engine comes with over-the-air calibration capability, a Single Module™ aftertreatment system, the most powerful engine brake in the industry and extended service intervals, for maximum uptime. Two X15 engines. Zero compromises. Learn more at cumminsengines.com ©2017 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.

INBRIEF • Michelin Americas Truck Tires is adding radio frequency identification technology to its commercial truck tire and retread lineup to help fleets manage tire maintenance and assets. The company also announced that its Tire Care maintenance program now has more features designed to provide fleets with greater visibility.

Cummins launches connectivity features

ummins announced several new features in its effort to optimize maintenance procedures and lower cost of ownership for its fleet customers. Cummins OilGuard, first mentioned at the launch of the company’s new X15 heavy-duty engine last summer, now is available. The engine oil analysis program is free to customers who sign up for and receive oil sample kits to send back to the company’s laboratory for analysis. Cummins personnel make recommendations on oil drain intervals. The Cummins Guidanz app The company also introduced its Connected Advisor, a program that provides support in interpreting engine issues provides engine fault code information and other and improving operational efficiency with time-to-service diagnostic data on iOS and recommendations for both critical and noncritical issues. Android mobile devices. Cummins also introduced Connected Software Updates, allowing over-the-air programming of X15 engines to help improve fleet management and enhance engine performance. Cummins said it is working to allow OTA programming of previous-generation engines with onboard memory. The company debuted Cummins Guidanz, a mobile app for iOS and Android devices that leverages cloud computing technology and allows customers with in-house service centers to read fault codes for 2007 and newer engines. The solution uses a nine-pin Inline mini Bluetooth adapter that plugs into the SAE J1939 interface and provides information for operations managers or service providers. – Jeff Crissey

• Rush Enterprises is integrating its RushCare Service Connect communications and process management platform with both Cummins and Peterbilt SmartLinq. RushCare Service Connect provides customers with an online on-demand 360-degree view of the service process for vehicles in Rush service departments. • Noregon, a provider of vehicle data solutions, and PeopleNet, a provider of fleet mobility technology, announced an extension of their relationship to deliver a real-time health and safety monitoring solution for all heavy-duty truck makes and models. The initial focus will be to deliver a fault intelligence solution with integrated predictive analytics. • Velvac Inc. and Phillips Industries announced a collaboration to offer TrailerLink, a connected vehicle solution designed to support robust and high-performance trailer-to-tractor video and data communications and connectivity. TrailerLink augments the traditional tractor-trailer 7-pin electrical connection with an additional ISO 15-pin cable connection. • Aperia Technologies and FlowBelow Aero announced a partnership that allows a FlowBelow Tractor AeroKit wheel cover to attach over Aperia’s Halo tire inflation system, helping a wheel end earn the fuel savings of both products.

• TruckLite Co., a provider of heavy-duty lighting and visibility systems, announced a partnership with NanoMech Industries, a provider of nanotechnology that helps facilitate corrosion resistance in materials. The companies will collaborate on a line of products designed for increased resistance to electrical malfunction, corrosion and oxidation. • Hendrickson launched Hendrickson Academy, an interactive online education portal designed to provide fleet and service technicians with video-based maintenance and repair procedures for the company’s suspensions and components. For more information, go to Hendrickson-Academy.com.

commercial carrier journal

Volvo, Mack go OTA for new trucks, engines

| april 2017

Executives acknowledge the possibility of OTA capabilities for certain earlier-model tractors equipped with Volvo power.

olvo Trucks North America introduced Remote Programming, an expansion of its Remote Diagnostics platform that allows over-the-air powertrain software and vehicle parameter updates across North America anywhere Mack's service will allow OTA a cellular network is available. The sysprogramming tem will be available this summer for all for powertrain Volvo trucks equipped with Volvo-pow- components and certain vehicle ered 2017 GHG-compliant engines. parameters Likewise, Mack Trucks announced as duty cycles change. Mack Over The Air software updates for upcoming 2018 model-year trucks equipped with GuardDog Connect telematics hardware and 2017 Mack engines. Volvo’s engine software updates can be done during a driver's rest break. Fleet-specified vehicle parameter updates, such as speed limit settings, can take five to 10 minutes. Mack’s OTA programming enhances its GuardDog Connect platform that provides proactive monitoring and repair planning, enabling real-time diagnosis of issues, scheduling of repairs and confirmation that parts are in stock. – Jeff Crissey

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TEST DRIVE: VOLVO SUPERTRUCK

‘Better and smarter’ Volvo SuperTruck’s achievements in weight, aerodynamics and visibility pave the way for tomorrow’s design BY JASON CANNON

f you want to drive a $2 million vehicle, you’ve got about two options: Jay Leno’s 1955 Mercedes 300SL Gullwing Coupe with his 1986 Lamborghini Countach in tow, or Volvo’s SuperTruck. I took the latter. Volvo debuted its SuperTruck at the U.S. Department of Energy late last year, the fruits of its $40 million 50/50 partnership with DOE. The hardware in the resulting demonstration vehicle – not counting the cost of the engine, powertrain and certain components – carries a $2 million price tag, says Keith Brantley, Volvo Trucks’ lead project manager for advanced complete vehicles. The goal of the initial SuperTruck program was to boost freight efficiency by 50 percent, and Volvo’s Swedish-engineered SuperTruck hit 88 percent. Fuel efficiency improved 70 percent, exceeding the 12 mpg target; some test runs topped 13 mpg. Also, SuperTruck converts about 8 percent more of its fuel to usable power, based on a powertrain brake thermal efficiency that reached 50 percent in some tests. Brantley says that even with all of the custom fabrication and one-off parts on the unit, 75 percent of the truck can be found on today’s Volvos. “The other 25 percent, we just did better and smarter,” he says.

A composite skirt runs the length of the trailer and features liftable panels that allow for tire access.

The SuperTruck profile is mostly a VNL 670, but its wider stance comes from a rear wall borrowed from a 780, which helped create a rear chassis flare that improves air movement down the trailer’s side. That flare was put into production trucks with the 2016 model year.

Weight savings and aero SuperTruck’s exterior may resemble production model trucks, but underneath the cab’s mostly steel skin lies a different story. An aluminum frame cuts chassis weight by almost half, but the truck still feels rigid. I couldn’t tell the difference traveling up and down North Carolina’s Interstate 40. SuperTruck, sporting wide single tires, is about 3,200 pounds lighter than a standard truck, quite an accomplishment considering that the additional fairings and other componentry boosted its weight. The roof, hood and side fairings are made from carbon fiber material. Trailer fairings, developed by SuperTruck partner Ridge Corp., were built from composite materials for stiffness and durability. Turbo-compounding system With weight and aerodynamic improvements, the truck requires less engine power, so a D11 engine was used in place of a standard D13. The program also turned into a commercial carrier journal

april 2017

ers pushed the cab some validation platform for a 8 inches forward – about new turbo-compounding where a VNM cab would system designed to recover be – and raised it 3 inches. wasted energy from the That allowed shortening turbocharger and apply it to and sloping the nose and the driveline. Volvo debuted slanting the windshield for turbo-compounding on its better aerodynamics. From 2017 D13 production model the seat, you can’t see the engine, which the company hood, and with no fendsays helps boost fuel effier-mounted mirrors, it has a ciency by up to 6.5 percent. distinct cabover feel despite SuperTruck also althe roughly 7-foot nose. lowed engineers to test a Two screens mounted on the passenger side allow the driver Aero gains also figure in revised wave piston design to see down the trailer’s side and in the truck’s blind spot. SuperTruck’s use of a sophistiand an optimized comcated camera system in place mon-rail fuel system that of mirrors. It still sports the legally required pillar-mounted together help achieve a quieter, more complete fuel burn. mirrors, which Brantley says is its biggest wind-catcher. Just how Both of these innovations also found their way into Volvo’s seriously did the design team take drag? They eliminated the 2017 model-year production engines. hood grip because Brantley says its drag was “measurable.” Offering consistent torque at a wider band – from about I found the cameras as helpful as a mirror in almost every 900 to 1,300 rpm – SuperTruck’s turbo-compounding D11 case, but they do narrow your field of view, making backing engine not only contributes to fuel economy but also runs a challenge. Still, it was easy enough to see down both sides quieter. You don’t have as much horsepower on reserve with of the trailer and in the blind spot. the 11-liter engine, but you hardly miss it. The weight and aero gains also yielded remarkable drivHVAC system ability. The truck glides easier on the highway, using the To best insulate the cab, Brantley’s team removed excess glass 65,400-pound vehicle’s own inertia, gravity and low wind resistance. With 42 percent less aerodynamic drag, I was able such as the skylight. It’s replaced by a sophisticated solar panel and interior LED light bank that reacts to changes in to coast at around 60 mph up and down a negligible grade exterior light. for 1.4 miles. Down even the most moderate grades, the “It gives you the same ambient light you’d get from outtruck can pick up an extra 10 mph easily. side,” Brantley says. “But when you go under an overpass Volvo’s iSee system, incorporating the company’s 12-speed or drive through shadows, it will dim and flicker just like a iShift transmission and reading the road’s topography, deterskylight would.” mines the best shifting patterns and acceleration points to save A large solar panel built into the roof charges the batterfuel when intelligent cruise control is activated. Its ability to ies that run the HVAC. Battery-charging power also comes predict power needs was nothing short of amazing. The system from a 10kW alternator that siphons kinetic energy from the knew when I was coming down a grade, what that would do for drum brakes. speed and what was needed to top the next hill. On a full charge, the batteries can supply all the hotel-load When no throttle input is needed, iSee slips the truck into and auxiliary power needs of a sleepy trucker for 14 to 17 neutral, supplying only enough fuel to the engine to keep it running. Sometimes the truck would descend a hill and crest hours. All that’s needed is some sunshine and driving – and braking – during the next duty cycle to pump energy back another in neutral before coasting a short distance. It would into the system. The ignition works off an independent jump back into gear only briefly to give me just enough mosuper-capacitor, so there are no worries about running the mentum to maintain a 3 mph tolerance to my 61 mph target. batteries down so far that the truck won’t start. Acceleration and shifting is seamless. Unless you’re listenSuperTruck has been through fuel economy validation ing to the engine, you barely know it’s happening. tests, axle tests, trailer tests and complete vehicle tests, and its work is not over. Brantley plans about 18 months more of Sight lines testing on SuperTruck before digging in on the sequel, which One of the first things you notice from inside the seat is will share technology that’s successful on the current truck. the view through the huge panoramic windshield. Design28

commercial carrier journal

| april 2017

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in focus: TIRE TREADS

Tread design, depth play key roles in longevity BY JASON CANNON

ire selection often is focused on brand name and application, but the tread pattern can have just as much impact on the tire’s lifecycle. “The more rubber you have making contact to the road, typically the better the tire is going to perform, and you’ll get longer wear out of it that way,” said Gary Schroeder, director of global truck and bus for Cooper Tire & Rubber Co. “There’s a lot of engineering that goes into a tire – not just the construction, but the compounding, especially the tread compounding with rolling resistance.” Bill Walmsley, product category manager for Michelin Americas Truck Tires, says tire compounds, casing design and tread sculpture work synergistically toward achieving performance gains. “Not only are tires selected by position to maximize performance of the vehicle, but compounding, casing and tire architecture contribute significantly to wear and fuel and weight savings,” Walmsley says. Consider the application A tire’s tread pattern, compounding and other construction elements are determined by the routes and equipment that fleets run, says Brian Buckham, Goodyear’s general manager of product marketing. “Fuel economy and long wear are ongoing concerns for many long-haul fleets, so long-haul tire tread patterns tend to be stiffer in order to promote the fuel efficiency,” Buckham says. Tire tread patterns for regional-haul carriers are similar to long haul in that they place a high emphasis on tread mileage and irregular wear, says Greg Kidd, sales engineer for Bridgestone Americas Tire Operations. 30

commercial carrier journal

“Regional trucks also are concerned with fuel economy, but it is not as great of a need as it is with the linehaul application due to increased stop and go,” Kidd says. In vocations such as mixed service where miles to removal and traction are more important, tread patterns will be deeper and more open for enhanced onand off-road grip.

Drive tire tread designs tend to be deeper and more open to provide more traction.

“The first step is to determine what your goals are for your tire program,” Walmsley says. For over-the-road operations, a common goal is to maximize fuel savings, while more localized operations may focus on lowering cost per mile, he says. Other goals may be to maximize the tire’s overall life an asset, which takes into account the casing’s retreadability. “Once you have an idea of your overall goals, it makes selecting the right tire a smoother process,” Walmsley says. Know your positions Wheel positions also will dictate tread patterns. Since trailer tires are free-roll-

| april 2017

ing and subject to less scrub from turning, they tend to have shallow rib-like designs. “Steer tires tend to be more rib-like in order to promote longer miles to removal and resistance to irregular wear,” Buckham says. “Drive tire tread designs tend to be deeper and more open to provide more traction.” The tread’s rubber compounding and design can enhance performance in specific applications when designed together, Buckham says. “Limitations in a tire’s tread pattern can be made up for in its tread compound, and vice versa,” he says. “If a tire’s tread compound cannot deliver required wet stopping distance performance, its tread pattern can be optimized to improve the way that water is evacuated from the tread area.” Abuse from misuse Tread patterns can have a significant impact on tire life, and selecting a tire with the wrong tread pattern for its application can lead to a wide variety of problems. “Misapplications can result in reduced performance and premature wear,” Buckham says. Equipment also plays a role in determining the tire. If a truck is a 6x4 application, the tire selection may be different than a 4x2 or 6x2 application due to the amount of torque being applied. “Tire manufacturers may use different tread depths, compounds and tire design features depending on the targeted applications,” Walmsley says. “Tire manufacturers normally indicate on their website which tires are best suited for the various applications.”

With our 90-Day Buy & Try Guarantee* we back up our promise, so you never have to back down on yours. See your Firestone Sales Representative for details. * Open only to Firestone TBR (i.e., Truck and Bus) customers in good standing located & doing business in the U.S. (Offer not valid for general public.) Offer good only for customer tire purchase (for a minimum of one full axle) made after January 1, 2017. To receive refund, tire must be used for less than (90) days from date of purchase OR 2/32nd wear, WHICHEVER OCCURS FIRST. Tire (and original paid receipt/invoice with applicable tire purchase circled) must be returned to same dealer where purchased; return of tire to any U.S. location of dealer is permitted. Voiding of original tire purchase also voids Offer. Maximum of (100) tire returns per customer during any given (6) month period. Not valid with any other Bridgestone/Firestone or dealer offer. Receipt/invoice is void if reproduced, sold or transferred; offer is good only for customer that originally purchased tire. Dealer will provide refund of original, pre-tax purchase price of tire to customer (i.e., the company, NOT an individual personally) contingent upon verification of customer’s full compliance with these Terms by Bridgestone in its sole discretion. Should Bridgestone reject refund request for any reason, customer will be solely responsible for full pre-tax purchase price of tire which is due to dealer immediately upon customer’s receipt of notification from Bridgestone/dealer; and, Bridgestone (and dealer) will not have any liability of any kind to customer. Bridgestone’s decisions as to this Offer & these Terms are final and binding in all respects. Any attempted fraud by customer in conjunction with Offer will result in rejection of refund request; and, Bridgestone and dealer each reserve the right to pursue all available legal remedies against such customer. No refund will be provided if tire is determined by Bridgestone (or dealer) to be damaged or irregularly worn for any reason set forth in the Bridgestone Firestone standard commercial tire warranty materials, including that caused by road hazards; improper use/operation/repair; insufficient or improper maintenance; contamination or degradation caused by petroleum products/other substances. Bridgestone is not responsible for incomplete, lost, illegible, damaged, misdirected or stolen refund requests or for technological errors/malfunctions/failures of any kind. Bridgestone may cancel or modify this offer at any time without notice or liability. Void where restricted or prohibited. Sponsored by: Bridgestone Americas Tire Operations, LLC, Nashville, TN

COMMERCIAL.FIRESTONE. C O M

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

Coaching up driver managers

Video event recorders create leadership opportunities

ideo event recorders are the fastest-growing fleet management technology for a reason: They capture clear evidence of risk and liability to help train and exonerate drivers. Another benefit may not be so obvious: The technology can be used to train driver managers to be better leaders. This was an underlying theme during discussions at the Lytx user conference last month in San Diego. About 300 fleet safety officers attended the event, and several described how the technology has made their driver managers effective coaches, a desirable skillset in the transportation industry today. Lytx customers are fleets that use the DriveCam video-based safety platform. The most visible component of the platform, at least to drivers, is the inwardand forward-facing video event recorder mounted on the windshield. The device records video and data in a continuous loop. Software algorithms in the device detect risky beSEEING IS BELIEVING: Event recorders capture evidence of risk to help train drivers. HIDDEN BENEFIT: Technology can be used to train driver managers to be better leaders. CHOOSE YOUR FEATURES: Lytx customers can roll out the company’s new platform in stages.

commercial carrier journal

april 2017

Lytx demonstrated a new scoring system for risky driving behaviors that organizes them into categories and uses a time-weighted score for the last 30 days.

haviors or patterns, such as speeding, rapid deceleration, swerving and drowsy and distracted driving. When these trigger events are detected, the device saves a 12-second audio, video and data record – eight seconds before and four seconds after. The record is sent to Lytx servers in the cloud using wireless cellular or Wi-Fi communications and later reviewed by trained analysts who identify additional behavior and environmental risk factors. Managers use an online portal to review clips of the events along with various reporting and analytical tools that are part of a refined workflow process for coaching drivers. The defining moment At Dean Foods, the Lytx DriveCam system has “empowered front-line managers” to become leaders, especially those who come to that position from being a former driver.

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

“They were not leaders, but the emphasis on coaching has made them better leaders,” said Michael Miller, the private fleet’s vice president of environment, health and safety. Dean Foods is the eighth-largest food and beverage company in the United States. The decision to implement the DriveCam program happened in 2014 after a high-profile accident that involved one of its drivers in Houston. The driver, who was distracted while talking on a cell phone with a hands-free Bluetooth headset, ran into a Ford Focus and killed a woman. The company had a policy that drivers not use any devices while in motion. “That was a defining moment,” Miller said. “We knew we had to do more around distracted driving.” Dean Foods now has installed 5,200 DriveCam units. Miller compared year-over-year results from the fourth quarter of 2015 to the same period in 2016. In that timeframe, the company reduced collisions by 15.5 percent, near collisions by 54 percent and event frequency by 43 percent. A better workspace During the conference, Lytx demonstrated a new redesigned version of its online portal, DriveCam Enterprise Workspace. With the redesign, the company has simplified how users go through the workflow. The new design is “all about changing behavior,” said Kristin Costas, product lead. “It’s really important that driver behavior can get changed through coaching. Through software, we can get people to do the things you want them to do.” A demonstration of the new product showed numerous improvements to the coaching process, with an overall goal to create “more results with less effort,” said Brandon Nixon, chairman and chief executive officer of Lytx. The new DriveCam Enterprise Workspace is built on HTML 5 with a responsive design that scales the interface automatically to any device and screen size. The coachable events and other information are presented using objects called “cards” that show a lot of data in a simple way. A new Driver Profile screen is designed to give managers more context and information to be effective coaches, and it also has new features to track their effectiveness. Costas said that Lytx customers can choose to roll out the new platform in stages and activate any new features that make sense for their businesses. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

SambaSafety acquires Vigillo, plans unified risk dashboard

ambaSafety, a provider of driver risk management solutions, acquired Vigillo, a provider of real-time data for analyzing commercial driver and motor carrier safety performance. Terms were not announced. The companies say the combination of SambaSafety’s driver risk management solution and Vigillo’s Compliance Safety Accountability Daylight Suite will offer the benefit of driver motor vehicle record monitoring with CSA violation and crash monitoring to help customers manage and track the performance of their drivers in all 50 states and identify SambaSafety said its acquisiand mitigate tion of Vigillo will allow it to high-risk driver provide a comprehensive solution that identifies and behavior. – Aaron Huff mitigates driver risk.

MiX Telematics expands Vision camera system

iX Telematics, a provider of fleet and mobile asset management solutions, extended its MiX Vision in-cab video solution by adding two more external cameras, allowing customers to monitor and record activity happening around the vehicle for improved driver safety and additional visual evidence to enhance driver behavior, improve safety and address false allegations. The two exterior cameras are dust- and waterproof and complement the in-cab unit, which has a road-facing camera and an infrared driverfacing camera, allowing for simultaneous capturing of MiX Vision’s extended highresolution videos are available road- and in-cab video on demand, offering visual evidence before, during and after footage. an event to provide fleet opera– Aaron Huff tors with full transparency. commercial carrier journal

april 2017

technology

INBRIEF • Omnitracs announced its updated Roadnet Anywhere v4.4 software that incorporates tools to help quantify savings and analyze effectiveness of route optimization practices. An Optimal Routes feature helps users measure the effectiveness and impact of their routing decisions on cost, time and distance. A MyStats page within the Roadnet Mobile app for iOS and Android gives drivers a real-time view into their performance. • Omnitracs and Peloton announced a collaboration to bring Peloton’s truck platooning technology to Omnitracs customers and to develop joint solutions that combine each company’s safety, efficiency and fleet management capabilities. Peloton will help to roll out automated vehicle technology featuring cybersecurity to Omnitracs customers, beginning with two-truck in-fleet platooning and optimized scheduled and ad-hoc multi-fleet platooning that leverages Omnitracs’routing, dispatch and navigation applications. • General Motors Fleet expanded its suite of driver connectivity and fleet management systems by adding Spireon to its telematics provider roster. Using the embedded OnStar 4G LTE hardware in GM vehicles, Spireon will offer a customized version of its FleetLocate tool that will allow fleet operators to manage Chevrolet, Buick, GMC and Cadillac vehicles. • Pit Group, a research and engineering organization focused on improving fleet maintenance and operations, announced its Fleet Efficiency Review product offering, an analysis of fleet maintenance practices by industry experts that covers maintenance practices and vehicle acquisition and disposal. • PrePass expanded its tolling services for PrePass Plus and PrePass Tolls Only customers to Texas tolling facilities operated by the Texas Department of Transportation, North Texas Tollway Authority and Harris County Toll Road Authority. • Transport Pro, a cloud-based transportation management company, announced a collaboration with Apex Capital Corp. that allows Transport Pro subscribers who use Apex Capital as their factoring company to send a predesigned, polished cover sheet along with all of the necessary paperwork in the required format directly to Apex in one simple step, allowing trucking companies to receive timely payment.

commercial carrier journal

april 2017

TMW Systems aims to improve small fleet efficiency

MW Systems announced two new interactive programs aimed at helping small fleets boost productivity and efficiency: TMW FleetCheck and the TMW Parts Room app. TMW FleetCheck is designed to be an affordable and user-friendly maintenance management solution to increase efficiency, improve cost control and maintain U.S. Department of Transportation compliance. The system’s cloudbased architecture is suited for fleets that operate and maintain up to 150 pieces of equipment to help them avoid the significant hardware and related investments often required by on-premise software. TMW FleetCheck enables users to integrate the management of multiple areas that impact operational efficiency and cost per mile, including preven-

TMW FleetCheck and the TMW Parts Room app both are aimed at helping small fleets boost productivity and efficiency.

tive maintenance schedules, fuel usage and warranty recovery for fleets that outsource their maintenance, and parts inventory and labor tracking for fleets that own their own shops. – Jonathan Willis

TMW expands TruckMate’s intermodal capabilities

MW Systems announced the availability of several new and enhanced features designed to enable users of the TruckMate transportation management software system to expand their intermodal service capabilities, reduce manual processes and increase visibility and control over each shipment. The features – automated chassis billing, rail billing and container tracking and scheduling – are available for users of TruckMate software versions 15.3 and newer. TruckMate is designed to enhance efficiencies for less-than-truckload, truckload, intermodal, pickup-and-delivery and nonasset businesses. TruckMate’s intermodal module now includes a feature that enables users to automate the capture and billing of per-diem charges associated with intermodal chassis pools, enabling drayage companies and nonasset businesses to

TMW’s new TruckMate intermodal features include automated chassis billing, rail billing and container tracking and scheduling.

establish automated billing methods for each customer and shipment. The feature also tracks chassis pickup and dropoff times and locations to help users avoid penalties. TruckMate’s new rail billing functionality enables users to complete rail reservations, transmit bills of lading and receive shipment status updates via electronic data interchange. – Aaron Huff

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technology

INBRIEF • MacroPoint announced a partnership with Eminent Global Logistics, an Oracle PartnerNetwork member, to integrate its load tracking software with Oracle Transportation Management solutions to provide clients with real-time locations and status updates of freight movements. • Orbcomm, a provider of machine-to-machine and Internet of Things communication systems, announced that J.B. Hunt Transport Services (CCJ Top 250, No. 6) selected its telematics system to track and monitor the location and status of its 90,000-plus intermodal and overthe-road trailer fleet. Each unit will be equipped with a solar-rechargeable GPS tracking device and an interior sensor to determine the presence or absence of cargo. • MacroPoint announced that Schneider Transportation Management, the brokerage division of Schneider National (CCJ Top 250, No. 8), selected its automated load tracking solution for the more than 25,000 carriers in its pool. STM integrated MacroPoint with its MercuryGate transportation management software solution. • Pit Group announced that C.R. England (CCJ Top 250, No. 19) has become a fleet member of its testing organization to help identify opportunities to save fuel, improve equipment longevity and realize a lower total cost of ownership. • EpicVue, a provider of in-cab satellite TV packaged for the trucking industry, announced that Navajo Express (CCJ Top 250, No. 121), a Denver-based refrigerated hauler, is installing more than 1,000 systems in its growing fleet. • PeopleNet, a provider of fleet mobility technology, announced that Jacksonville, Fla.-based Florida Rock & Tank Lines (CCJ Top 250, No. 168) will install its in-cab technology in its nearly 500 trucks. FRTL, which transports petroleum and other liquid and dry bulk commodities throughout the southeastern United States, will use PeopleNet’s customized Tanker Workflow throughout its operations. • SmartDrive Systems, a provider of driving performance systems designed to reduce collisions and improve fuel efficiency, announced that Arnold Transportation Services, a Grand Prairie, Texas-based regional truckload company, selected and deployed its video-based safety program.

commercial carrier journal

april 2017

Phillips launches Connect Technologies division

hillips Industries announced the launch of Phillips Connect Technologies, a new company division intended to bring Internet of Things-like technology to trailer safety and security. PCT includes a suite of open-platform systems developed using plug-and-play connectivity that can work with sensor- PCT includes a suite of open-platform systems driven components supplied by various component developed using plug-and-play manufacturers. connectivity that can work with sensor-driven components. The company announced two PCT platform systems with the promise of more in the future. Connect:Security features the company’s Trailer Lock-Down system that locks trailer air brakes when power is disconnected from the tractor. The brakes are unlocked only when dispatch sends a PIN code to the driver’s smart device, which is connected directly to the PCT control box via Bluetooth, WiFi or cellular. The system also includes a remote trailer door lock and camera surveillance that will alert fleet managers and drivers via smart device notification when a thief attempts to open the trailer door. Connect:Diagnostics collects sensor data from trailer components and broadcasts them to the driver, fleet manager and trailer OEM and delivers real-time information about components that may be reaching a critical level before they fail. Phillips is finalizing prototype production and will begin fleet-testing this year with the hope to introduce PCT to market in early 2018. – Jeff Crissey

Mitchell1 touts comprehensive shop management software solution

uilding on its product suite of repair information and shop labor software solutions, Mitchell1 launched its Manager SE Truck Edition shop management software for independent repair shops that service all makes of Class 4-8 trucks. The new software platform is designed to provide a complete Scott DeGiorgio, Mitchell1 general shop management solution for the mediummanager, discusses the features of the and heavy-duty repair shop market based on company’s new Manager SE Truck Edition shop management software. Mitchell1’s automotive repair shop management software. Scott DeGiorgio, Mitchell1 general manager, said the product is the result of two years of development in response to overwhelming demand from independent repair shop customers. “This provides the aftermarket shop the ability to compete at the dealer level,” DeGiorgio said. Manager SE Truck Edition integrates with existing Mitchell1 software to provide a robust portfolio of business tools that can generate more than 250 reports and tracking metrics, including repair orders, purchase orders, invoicing, customer and vehicle information, vehicle maintenance history, scheduling to maximize bay throughput, service recommendations and more. – Jeff Crissey

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in focus: FREIGHT MATCHING

True independence Celadon opens a new freight marketplace for leased operators BY AARON HUFF

t this year’s CCJ Innovators Summit in Duck Key, Fla., Lauren Howard surprised her fellow fleet executives when she explained what the Celadon Group (CCJ Top 250, No. 32) is doing for owner-operators. Howard is president of the Indianapolis-based company’s over-the-road truckload division. Celadon was recognized as the 2015 CCJ Innovator of the Year for the new technology and career path it created for its customer service department. At this year’s summit, Howard gave attendees recognized as CCJ innovators in 2016 and years past a reason to believe the owner-operator model is alive and well. Rather than scale back or retreat from the model, Celadon has gone all in, she said. Mobile load board About 60 percent of Celadon’s drivers are leased and independent owner-operators, while employee drivers comprise the rest of the fleet. In the eyes of tax collectors, leased owner-operators are more similar to employees than true independents since the carrier arguably has more control over them. One area where control might be an issue is the dispatch process. Recognizing this risk, Celadon sought a solution that would give its leased contractors the freedom to choose more loads. Management began by outlining an IT project to send its contractors three load offerings with every dispatch, Howard said. The offerings would be determined optimally by software. Then the company found a better option. Last year, Celadon partnered with Freight Rover, a company that has developed a cloud-based freight exchange marketplace. Several employees at the Indianapolis-based startup, including Michael Pecchia, president, previously worked for Celadon. Owner-operators can download the Freight Rover app to their smartphone or tablet. Freight Rover is integrated with Celadon’s IT systems and gives drivers a large selection of available freight from the company’s asset and nonasset divisions. Drivers are free to choose any load they wish. Celadon sets a few parameters to help, such as limiting driver visibility to loads that have a deadhead of less than 500 miles. Creating a freight market Celadon currently uses Freight Rover in a closed environment similar to a private load board. The company plans to use the Select Board feature that will allow contractors to select loads

commercial carrier journal

april 2017

Freight Rover is integrated with Celadon’s IT systems and gives owner-operators a large selection of available freight.

offered directly by shippers and third-party carriers and brokers using Celadon’s motor carrier authority. Any of the above entities can sign up with Freight Rover as customers. Celadon can choose the companies that can share load visibility with its independent contractors. The app shows drivers the rate, availability and appointment time for loads from Celadon and other parties, Pecchia said. It also shows drivers the equipment requirements and deadhead miles from their current location. When drivers select a load, the system tenders it upon verifying the driver has the right equipment and is not dispatched with another load. Celadon has visibility of the driver’s load selection and receives tracking updates. Upon delivery, drivers use the app to scan their delivery paperwork, and once the delivery is verified, Freight Rover releases funds to the carrier to initiate the settlement process. The platform accounts for deductions in the settlement process. If a driver associated with Celadon pulls a load for a third party using a Celadon trailer, a prenegotiated amount for the trailer rent is withheld automatically, Howard said. The app also captures the number of miles that drivers run for Celadon and other carriers for IFTA accounting. Celadon has seen a significant increase in driver retention from the Freight Rover platform, Howard said. Contractors who use the app have a 33 percent higher retention rate than those who do not, she said.

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ince the Federal Motor Carrier Safety Administration’s late 2015 release of its final rule for using electronic logging devices, there’s been a rising swell of ELD development. Customers can choose from hardware and software options offered by dozens of vendors, many of them new to the trucking industry. This also means serious preparation on the enforcement side. FMCSA has had reported delays implementing its roadside data-transfer system by which officers will interface electronically with any of these systems. Nevertheless, the agency expects to have it in place prior to Dec. 18, the scheduled enforcement date for using electronic logs. Fleet-focused onboard devices offer a lot of bells and whistles, but independent owner-operators are likely to gravitate to a baseline-compliance device. They can benefit from additional

DO YOU USE ANY FORM OF AN ELECTRONIC LOGBOOK IN YOUR OPERATION? Yes, a smartphone app untethered to the engine 7% Yes, an engineconnected e-log platform 11%

No 82%

An Overdrive survey from a year ago showed minimal e-logging by owner-operators. Since then, many larger fleets have added ELD systems to get a jump on compliance before Dec. 18, but most independent owner-operators have yet to install an ELD.

functions such as IFTA data collection, making mileage tracking automatic and easily reportable. As you’re making your decision, consider these issues: Support. The final rule specifies an eight-day timeframe for repairing/ replacing a malfunctioning ELD. Does the provider stock the kind of hardware inventory to meet such a quick turnaround? How are replacements/ repairs handled? For carriers needing more than eight days to replace any ELD, the rule also spelled out a process for requesting more time. It involves contacting your state’s FMCSA division office and making your case. FMCSA registry and compliance. Technically, compliant ELDs must be on FMCSA’s registry of devices. The agency’s vetting process does not entail testing for compliance, relying largely on manufacturers to self-certify that they meet the rule specs. That’s prompted worry among motor carriers about what happens if their device is later found to be noncompliant. FMCSA’s website addresses that scenario: “FMCSA will work with affected motor carriers to establish a reasonable timeframe for replacing non-compliant devices.” At this stage, part of the complexity involving the registry is that automatic onboard recording devices meeting fairly minimal requirements compared to ELD specs are essentially grandfathered through Dec. 16, 2019. The rule notes that any carrier installing an AOBRD prior to this year’s ELD enforcement date can use that device until the 2019 date.

EXEMPTIONS: FEW BEYOND OLDER TRUCKS Perhaps the biggest exemption to FMCSA’s ELD requirement is the exclusion of 1999 and older model-year trucks from complying. Narrower exemptions exist for the following applications: • Drivers in drive-away/tow-away operations, where the vehicle being driven is the commodity being delivered. • Drivers operating under the timecard exception to the hours-recording rules – the 100- and 150-air-mile radius short-haul exceptions – exclusively. • Drivers who occasionally keep a logbook but do not do so for more than eight days in any 30-day period.

Practically, what that means is that enforcing the requirement to use a registry-listed device is unlikely before that time, particularly for carriers who comply with the ELD rule and install an engine-connected e-log prior to Dec. 18. So the registry’s importance for carriers choosing ELDs at this stage is minimal. As the comparison chart of devices beginning on p. 18 of the ELD Buyers’ Guide shows, many established ELD vendors remain off the registry. Those providers consulted for stories in this buyer’s guide, if not already on the registry, expressed plans for eventual ELD compliance for their products through firmware/software updates as the enforcement rollout progresses. Nonetheless, for any product not listed on the registry, ask the vendor about its plans for registering its device and whether it has a plan for success and support for its product beyond 2019. april 2017 | eld buyers’ guide

How the two basic types of ELDs operate A BY TODD DILLS

ll compliant electronic logging devices will share a common bond: They can record data coming in from the system that controls the truck’s engine and component parts. The final rule from the Federal Motor Carrier Safety Administration was specific in requiring synchronization with the electronic control module. That’s one of the reasons the agency didn’t require ELDs in trucks of model-year 1999 or older. The rule requires ELDs to automatically record date, time, location information, engine hours, vehicle miles and identification information for the driver, carrier and vehicle itself. Unless the driver is enabled for use of the vehicle in a “personal conveyance” mode outside of work hours, ELDs are required to record all of those elements “when the driver indicates a change of duty status or a change to a special driving category” such as a yard move, the rule states. When in motion, ELDs are required to record all of the information on an hourly basis at a minimum. Many ELDs are offered as part of systems built for detailed tracking purposes, useful to fleets and owner-operators for purposes such as automatic notification of arrival times. Those systems are capable of recording in a much more refined manner, and some may default to that. Providers may or may not have the ability to adjust the refinement. 2

eld buyers’ guide

| april 2017

Though there are plenty of variations, two types of ELDs have emerged, as labeled on the chart that begins on page 18: In dedicated unit configurations, the device is supplied by the provider and is likely to remain in the truck. BYOD (“bring your own device”) systems allow buyers to purchase their own hardware for the driver interface, such as an owner-operator using an app on a personal Android- or iOSpowered smartphone. A carrier may seek out a deal on tablets to dedicate to its power units and drivers.

Dedicated units Most older forms of electronic logging devices, known as electronic onboard recorders (EOBRs) or automatic onboard recording devices (AOBRDs), have been the dedicated-unit type. Two examples that have been available for years are Omnitracs’ MCP series and PeopleNet’s current products used by many drivers employed by or leased to larger carriers. Many of these units provide ELD functionality in a single device package tied directly to the ECM by a cable and plug.

ISE Fleet Services’ eFleetSuite baseline compliance device is a dedicated unit with its own cellular data connection but without a lot of extra functionality beyond logs.

You drive because your family depends on you. You depend on Omnitracs to keep your wheels on the road, put more money in your pocket and, most importantly, help you get home safely. Learn how our productivity and compliance solutions keep driving you forward. Visit www.omnitracs.com/keepdriving or call 800.348.7227.

ELD BUYERS’ GUIDE Like mobile phones, such units use connections to the cellular network and GPS functionality to deliver on the ELD rule’s requirements for recording location, mileage and engine hours. Data storage occurs using a combination of the internet cloud, back-office servers and the device itself. A notable exception among devices available for years now exists in the base model of the Continental VDO RoadLog, which is limited to hours of service recording and inspectionreport functionality. With no connection to the cellular network with the device, fleets and owner-operators manage data storage via a USB-connected drive to transfer records to a laptop or other computer. Other dedicated devices may pair two pieces of hardware, bridging the gap between the traditional singleunit EOBR and the two-piece BYOD systems readily available today. In most cases, those devices are in evidence on the chart when a BYOD and a dedicated version exist from one manufacturer. While the J.J. Keller Encompass and Rand McNally HD100 systems both are BYOD-capable, they also are offered with companybranded Android tablets that come preloaded with software: the Compliance Tablet from Keller and the TND from Rand McNally. Any fleet or owner-operator willing to make the investment in dedicated tablets can turn a BYOD system into a dedicated one. For years, Bill Frerichs of St. Louis-based Frerichs Freight Lines has run the BigRoad logging app on Android tablets dedicated to his 10 trucks. Though Frerichs at press time still was evaluating his options for mandate compliance, moving all 10 of his trucks’ tablets to ELD functionality could be as simple as signing on with BigRoad’s program for leasing engine-connection hardware to pair to the tablets. 4

eld buyers’ guide

| april 2017

The KeepTruckin BYOD-style ELD “black box” connects to the ECM via cable and plugin. KeepTruckin recommends users mount the device in the dash to maintain a clear GPS connection. The device pairs with the KT app on a smartphone or tablet via Bluetooth connection.

Jack Schwalbach, who manages the private fleet of Reinders, a Wisconsinbased turf and irrigation products company, did just that with Geotab. “We have dedicated tablets,” Schwalbach says. “The tablets are used just for logging – the data plan, we have locked down. Everybody’s got their smartphone on their own, so they use that” for anything else. Bring your own device The “bring your own device” phrase and its BYOD acronym came into use with the profusion of smartphones over the past decade. In trucking, it’s a common term to describe a major part of today’s ELD market. Dozens of providers are offering their own versions of BYOD systems. A BYOD-configured ELD consists of a “dongle” that connects to the ECM via the cab’s onboard diagnostics port. The dongle typically pairs via a Bluetooth connection with a smartphone or

tablet to transmit data. Software from the ELD vendor on your smartphone or tablet enables you to change duty status manually when you stop. When your vehicle goes into motion, the ELD automatically will shift to the drive line in the logbook. (For more on BYOD ELDs, read the story on p. 28.) Variations exist. The engine-connection dongle may or may not have a cellular connection. In the case of the KeepTruckin ELD, the ECM-connected device maintains a GPS connection but no cellular connectivity itself. For that, the system relies on the connected smartphone or tablet and its data plan. Meanwhile, Geotab’s Go — also a BYOD solution (and marketed as the Transflo ELD T7 by Pegasus TransTech) — maintains its own cellular connection and is capable of being updated and troubleshot over the air if software/firmware updates are needed.

Nobody grows up dreaming about ‘Hours of Service.’

PeopleNet’s electronic logs are all about streamlining the truck driving experience – from automatically recording drive time to real-time monitoring of driver performance. But anyone can just sell you an electronic log. With PeopleNet you get the backing of a full-service fleet mobility partner. One that’s dedicated to doing everything we can to make your fleet smarter, safer and more efficient. For you, the benefits go without saying. For your drivers, it means getting the job done and returning to the time that truly matters: The hours of living.

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



PeopleNet’s electronic logs: one part of our full-service ConnectedFleet solution. ConnectedFleet is a trademark of PeopleNet. ©2017 PeopleNet. All rights reserved. This information is subject to change without notice. Printed in the U.S.A. 03/17

peoplenetonline.com/ELD

How devices and drivers track duty status changes BY TODD DILLS

hile electronic logs generally automate parts of logkeeping and in some ways simplify the rest, they still require direct driver involvement in most duty status changes. As any driver will know, too, turning the entire process over to a device and its interaction with the truck just isn’t possible. As with paper logs, drivers using electronic logs are in control of all duty status inputs. The exception is the drive line, which functions automatically as specified by the Federal Motor Carrier Safety Administration’s final rule. It’s also the only status the driver will be unable to edit directly through his driver login. To minimize the need for annotations required with any edit, the long-in-practice habit of “catching up the logbook” by drivers will mostly fall by the wayside. With no pencil to be pushed across paper, as long as the device is operational and open, dutystatus changes happen with the simple push of a button in real time. Edits made by the driver are possible for every line 6

eld buyers’ guide

Previous versions of rules that would have mandated electronic logs for some carriers would have required the devices to notify drivers regarding their hours status when they were approaching a limit. That feature is not a part of the device specs for the new rule, but many e-log providers offer quick-glance views, such as the one shown from ERoad, that amount to quick-compliance dashboards, showing time remaining in the daily and cumulative hours limits.

but the drive line, which is locked down since drive time is based on vehicle movement. The drive line can be edited from the administrator’s account to classify an unassigned driving event or drive time as personal conveyance or a yard move. Any edits made from the administrator account in the back-office login must be certified as accurate by the driver. This occurs through the driver’s user

| april 2017

interface of the ELD when the edit is made. An independent owneroperator may have two separate logins for the system: one as a driver, the other as the administrator. An independent lacking two email addresses may need to get a second one. Some systems require unique addresses to associate with the logins as administrator and driver-user. When it comes to the look and feel of the user interface

that e-log provider companies are required to produce, the ELD final rule leaves plenty of room for variation. It did, however, make these requirements of all ELDs: 1) A graph grid of any driver user’s hours analogous to that used in paper logs, showing the various off-duty, sleeper berth, driving and on-duty not-driving lines. The grid display – or as an alternative, a printout, being used by Continental’s VDO RoadLog device

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and its built-in printer – is intended for quick interpretation by law enforcement. This serves as a backup to other required methods of data transfer. Most providers integrate the grid into the driver’s basic log view on the interface. Many reproduce it with further information in a special inspection screen for display to law enforcement, similar to what officers are used to seeing on paper today. 2) On-duty driving status is required to be triggered automatically when the speed hits 5 mph. If the driver is not logged into the system prior to that change in status, an “unassigned driving event” is recorded by the system and can be reconciled only from the administrator account, not via the driver interface. According to the rule, after a driving status is triggered, the vehicle is considered in motion by the ELD until “speed falls to 0 miles per hour and stays at 0 miles per hour for 3 consecutive seconds,” after which manual duty status changes are possible. FMCSA noted it would expect that in most cases drivers would make a duty status change in such an event before shutting the vehicle down. The ELD will record all engine on/off activity. 3) The default duty status for any ELD is onduty not-driving. Absent a driver’s direct change, after the vehicle has been in mo8

eld buyers’ guide

Courtesy of Mobile Warrior

ELD BUYERS’ GUIDE

Ray Cox, Mobile Warrior sales director, says his company’s iDDL device has a “touch-free ELD gauge.” The screen, locked while the truck is in motion, “shows the driver everything going on from a compliance perspective. Our gauge will show how many hours and minutes are left before the driver must take a 30-minute break or how long they have left for driving, and if they have any violations that need to be addressed.”

tion, the ELD automatically should transfer the driver to Line 4 after the vehicle has been stationary for five minutes. 4) Yard moves functionality was specified in the ELD

| april 2017

final rule as a way for carriers to move vehicles around company terminals without automatically triggering an on-duty driving status. Yard-moves mode for particular drivers will be

enabled from the administrator account and then selected by the driver when making a yard move. The default status for a yard move is Line 4, on-duty not-driving. 5) Personal conveyance uses of the truck while offduty also are enabled from the administrator account for drivers. The personal conveyance mode then can be selected by the driver using the truck for personal reasons during off-duty periods. Once selected, the default duty status is off-duty for the ELD for as long as it’s selected, including when in motion. GPS refinement is reduced during personal conveyance mode selection from a 1-mile radius to 10 miles. 6) Various hours exemptions and special rule variants such as those pertaining to the 30-minute break and rules for oilfield operations can be handled as they have been, FMCSA’s rule states, via notes sections to the logs. With the exception of yard moves and personal conveyance, “all other special driving categories, such as adverse driving conditions … or oilfield operations … would be annotated by the driver, similar to the way they are now.” However, numerous ELD providers support special oilfield rule sets, including Apollo, E-Log Plus, Hutch, Omnitracs’ XRS device, PeopleNet and others.

ith Availablehw fees. no mont ly

www.vdoroadlog.com

VDO and RoadLog – Trademarks of the Continental Corporation

VDO RoadLog Electronic Logging Device Whether it’s for one truck or 100, VDO RoadLog™ offers simple, low-cost solutions for FMCSA ELD mandate compliance. Choose no monthly fees or plans with affordable wireless connectivity. Either way, RoadLog makes you more efficient and gives you 100% compliance – now and in the future. Should any regulations change, we’ve got you covered!

Plus, RoadLog is the only ELD with a built-in printer to get through inspections faster. Choose the ELD solution developed by Continental, a global leader in regulatory compliance systems, with over five million electronic logging devices in use worldwide. VDO RoadLog ELD – Fast. Safe. Secure. Printable.

Ask about our VDO RoadLog Office options – online fleet managment and compliance reporting.

Find out where to get yours: Call: (855)-ROADLOG Visit: www.vdoroadlog.com E-mail: roadlog-sales@vdo.com

Bonus features abound BY TODD DILLS AND AARON HUFF

DriverTech’s DT4000 Rev 7 is a communications platform that comes with ELD capabilities and a frontfacing dash camera to capture critical event video. Other ancillary features include truck-specific navigation and the ability to link with Cummins Connected Diagnostics and the Meritor Tire Inflation System. M2M in Motion is another ELD provider offering dashcam capabilities for critical-event video capture.

rom built-in dashcams to scanners and transportation management software (TMS) system integration capabilities, electronic logging devices do more, often a lot more, than merely provide hours-of-service functionality. ISE Fleet Services’ eFleetSuite ELD can be scaled to add features on the Android system that underlies the dedicated unit. Small fleets “can invest on it upfront and spend more money down the road if that’s what’s necessary,” says Chris Nelson, ISE vice president. Although ISE calls the eFleetSuite e-logger a “baseline compliance” device designed originally to satisfy the needs of a particular set of drivers, logs aren’t the only thing it can 10

eld buyers’ guide

| april 2017

do. As with many competing devices, the GPS-enabled connections to the truck’s electronic control module open up the possibility to automate fuel-tax data collection that can be output to multiple IFTA providers, Nelson says. For Jack Schwalbach of the Reinders private fleet, similar functions within the Geotab e-log service are among the biggest benefits he’s seen. “Fuel tax is a huge problem,” Schwalbach says – or was, before moving to Geotab’s system paired with dedicated Android tablets for logs. Previously, Reinders often was at the mercy of its drivers’ recordkeeping abilities or best guesses for state mileages. “Now, at the end of the month and

end of the quarter, I gather the info for fuel tax and don’t waste eight hours at the end of the month, minimum, trying to get the records,” he says. “The guy in accounting can push a button, and there it is.” ERoad and its ELD also take taxmanagement functionality to another level. The product is built on top of a system originally designed for debiting weight-mile user fees in New Zealand and then piloted in Oregon to track use in that state’s weight-mile system. After that, says company representative Gail Levario, the product will have “an endto-end solution on the IFTA side.” Other administrative-type functionality involves electronic driver vehicle inspection reports (DVIRs)

Long haul. Short haul. Down the hall. We’ve got you covered. Keep your fleet productive and profitable by making more informed decisions with vehicle and driver data. Our software platform connects, optimizes and automates what’s happening in the field to help you maximize uptime and exceed customer expectations.

REROUTING Low Clearance Ahead

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HOS Approaching Max Hours

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for pre- and post-trip inspections. Many devices provide drivers with an electronic checklist for areas that need work. Maintenance personnel or the driver himself then can sign off on repairs as they happen, creating an electronic maintainence record. The Drivewyze weigh-station bypassing service is integrated as an option in the dedicated ELDs of Rand McNally, Omnitracs, PeopleNet and Zonar. Many systems also present the back office with dispatching tools, from map views of drivers’ locations and available hours to historical views of routes and more. Bill Frerichs of Frerichs Freight Lines says that even without full ELD functionality, his fleet has been able to improve dispatch by using Android tablets running BigRoad’s software. “We’re using their map feature so you can see the drivers and using it to tell them where to fuel in some cases,” says Frerichs, who participates in the National Association of Small Trucking Companies’ fueling discount network. “My key people [in the office] all have that BigRoad app on their desktop.” Such functionality could help more carriers track detention time. “ELDs are going to come full circle and get your time at the docks under control,” Frerichs believes. A variety of business tools also are emerging from some new players in the ELD landscape. Both the Simple Truck ELD and Konexial’s My20 are marketing load board-like services to drivers. Konexial’s Rick Dempsey says the app associated with his company’s BYOD ELD service, set to debut in June, “will alert a driver of [available loads] within a geographic location.” Larger fleets also are finding ways to make the most of the e-log transition by using their hours-of-service data for more than just compliance. The data can be integrated with TMS systems 12

eld buyers’ guide

| april 2017

Courtesy of iGlobal LLC

ELD BUYERS’ GUIDE

iGlobal’s Edge MDT ELD and communications platform features a push-to-talk cellular option with a familiar CB-style microphone and is used by Paramount Freight Systems to accelerate payments to its drivers. With the Edge’s built-in high-speed scanner, drivers use the module “like a cash machine,” says iGlobal’s Chris Phibbs. “They’ll pay the driver as soon as they get their paperwork.”

and routing applications that optimally match drivers to loads and make adjustments to the pickup-and-delivery schedule as the day progresses. Omnitracs’ new Route, Dispatch, Compliance (RDC) system is designed for fleets with last-mile delivery operations that operate under HOS regulations. The web-based system uses data from the Omnitracs XRS mobile and ELD application to plan routes and make real-time dynamic changes as the day progresses. P&S Transportation, a 1,100-truck carrier based in Birmingham, Ala., uses a planning tool called Driver Feasibility in its LoadMaster TMS system from McLeod Software. The tool provides an automated checklist for driver-load assignments by evaluating

drivers’ current hours, location, load status and future availability. P&S requires all personnel in operations and dispatch to use the tool when assigning loads to drivers that run e-logs, says Tiffany Giekes, director of business process. The company implemented e-logs three years ago in its flatbed and refrigerated operations. “We are making good business decisions before we talk to a driver about a load,” Giekes says. “It is a huge benefit to know if a driver is going to make it on time.” P&S driver managers also use Driver Feasibility to coach drivers who are relatively new to e-logs. Managers can show them how to plan trips, including where to take breaks and fuel, to make deliveries safely and on time.

Guaranteed

ELD Compliance

with Fully Integrated GPS Tracking Software Teletrac Navman DIRECTOR™ with HOS customers* are guaranteed that their fleet will comply with the ELD mandate requirements throughout the ELD timeline and beyond. Beyond compliance, DIRECTOR helps businesses maximize earnings with robust fleet management features like: ▫ Mapping

▫ Mixed Fleet Management

▫ Routing

▫ DVIR

▫ Vehicle Diagnostics

▫ IFTA Reporting

▫ Two-Way Messaging

▫ Driver Scorecards

▫ Platform Integration

▫ In-Vehicle Notifications

Call 1.800.835.3872 or visit teletracnavman.com/eldguarantee to learn how you can guarantee your ELD compliance with zero upfront costs related to hardware and installation. *DIRECTOR HOS customers that purchase and implement the solution before Dec. 18, 2017 are eligible for guarantee; any customers requiring HOS/ELD that sign up after that date will be purchasing our ELD compliant solution and will also be awarded complimentary updates in accordance to ELD and any subsequent compliance changes.

OFF

TeletracNavman.com

The price of compliance BY TODD DILLS

Available for $700, the Continental VDO RoadLog dedicated e-log is no longer alone in the market with a pricing model that doesn’t include a subscription. It does, however, continue to set itself apart in being one of the only systems that doesn’t open up an internet connection with the truck’s ECM and contains a built-in thermal printer.

Courtesy of owner-operator Buster Lewis

oday’s electronic logging devices are different animals from the onboard communications and logging systems of even a decade ago. And while the $1,000-plus onboard systems with expensive ongoing costs in maintenance and subscriptions haven’t gone away entirely, many inexpensive options exist, even among dedicated units. Hardware purchase costs for dedicated-unit systems range from a little more than $400 for Hutch’s Mercury unit up to $2,000 for PeopleNet’s top-

Offering its software as “freeware,” the rather new Zed ELD, available for iPhone (Android coming soon), might be the most affordable ELD out there at just $200 and with no subscription fee.

eld buyers’ guide

| april 2017

ELD BUYERS’ GUIDE

USED LOGGING DEVICES RESOLD AT DISCOUNT Pivot Technology Resources is an outgrowth of company founder Cory Hunt’s long experience in trucking from the information technology side of things. His experience dates to the mid-1990s when he did “troubleshooting, installing, uninstalling” of Qualcomm satellite equipment for Des Moines, Iowa-based TMC. “It got me interested in the mobile communication systems” themselves, after which he worked for various providers, learning “wiring, loading and unloading software” and more. When a couple of trucking companies that were oversold equipment by one of Hunt’s employer providers asked him where to go with the extra stock, the idea for Pivot was born. “This is happening all over the country,” Hunt says. “There’s equipment coming out of trucks that still has a useful life – good working equipment. Trucking companies have so many other problems to deal with than how to sell these other mobile communications systems.” The mission was to figure out how to facilitate others’ investment in the used equipment. “We can offer high-quality equipment for about half the price and still have a

warranty, still perform maintenance on them,” Hunt says. Customers, both fleets and owner-operators, “partner with us as an ongoing resource — the core value is being able to supply them with good equipment and being an outlet for the equipment they don’t need or want – or if they’re just going out of business.” Pivot also can find a solution that fits a customer’s particular needs. “We’re not restricted to any manufacturer,” Hunt says. Fleets often come to him noting a specific set of functions, and he gets to work finding the right solution. Pivot has relationships with some all-owner-operator fleets that have moved to electronic logs to provide a lower-cost option for the units. Some of the resale equipment includes hardware from Omnitracs and PeopleNet.

Pivot also is a distributor for some new systems, including those made by Rand McNally, the company Hunt calls its goto for many smaller operations. Warranties and other repairs to any piece of equipment bearing the Pivot mark are facilitated by the company directly, whether through over-the-air troubleshooting or broader service. “Our processes have been refined over the years,” Hunt says. “We have it down to a science. I feel like our repair process is a little better than some of the service providers.” Rather than bear the cost of shipping the unit out for repair under warranty, “if you have a bad component, you call us,” he says. “If it’s in our system as one of ours, we can send another component out overnight with an airbill on us to cover the shipping cost.” Some buyers might have concerns over older units that are grandfathered in for ELD mandate compliance until the late 2019 deadline. Hunt says software updates from the service provider are most likely to cover that concern on any Pivot-sold equipment, similar to what many providers have been saying about their existing hardware.

of-the-line, fully functional custom fleet management device. For engine-connection-device purchases for BYOD (“bring your own device”) systems, costs range from around $170 up to about $500 on the top end. Most systems with subscriptionbased pricing, even those with the most expansive functionality for fleets, can start with no hardware investment other than a lease cost rolled into a monthly or annual fee. Monthly subscription costs vary with the variety of services used, though many start at as little as $15. It’s possible to satisfy the requirements of the Federal Motor Carrier Safety Administration’s ELD mandate for as little as a one-time $200 investment. Zed Connect made news in March for its Zed ELD, turning

the common BYOD pricing model on its head. Most BYOD ELDs, as evident in our comparison chart, operate in the Software-as-a-Service (SaaS) model, with subscription fees ensuring full functionality. While many give away or lease engine-plug-in hardware, Zed is charging just $200 for the hardware and giving away the smartphone app and web-based administration portal. “This is an application of an innovative company that believes there are a lot of truckers out there who actually don’t want to have that monthly fee and the charges for a lot of things that aren’t applicable to their business,” says Jill Nowlin, Zed’s sales director. Tailoring the company’s e-log offering to small fleets and owner-

operators, Nowlin likens the more well-equipped services to cable TV packages. “You get 800 channels, and you only want two or three,” she says. “We’re targeting that group to be able to give them an ability to meet this mandate” and not keep a monthly fee subtracting from the bottom line in perpetuity. Along with Zed, Blue Ink Technology has adopted a similar pricing model for its BYOD ELD – a $295 one-time hardware purchase. BIT’s Mike Riegel expressed a similar desire to provide something “very lean” and simple to “keep the cost low” for small fleets and owner-operators. The BIT ELD was not unveiled in time to be listed on the chart in this guide. Find more detailed specs of the device by searching the name at OverdriveOnline.com.

eld buyers’ guide

| april 2017

Pivot’s inventory of used communications equipment can be accessed via PivotResources.com.

MORE DRIVE TIME.

LESS PAPERWORK. Introducing OnCommand Connection Electronic Driver Log from Navistar. COMING MID-SUMMER 2017 ®

TIME MANAGEMENT

Automatic auditing tells you how much time you have left.

UNIVERSAL

All makes. All models from 2007 and newer.

DRIVER ALERTS

Alerts of upcoming violations.

SET UP IN A SNAP

Simple interface that walks you through set up.

POWERFUL BACK-OFFICE

Keep track of driver availability, logs and DVIRs.

ELD SPECS

n addition to logging, the electronic logging devices listed here allow for electronic driver vehicle inspection reports. Most include options for messaging and back-office unit tracking. Ancillary features listed are not comprehensive in most cases. Some features may require further investment in services and/or hardware. Many systems include features enabled by the connection to the engine’s electronic control module (ECM), including, for larger fleets, the capability of integration into transportation management software systems. Many providers offer lease options for hardware with prices bundled into service packages. Systems with hardware included in new trucks, including some built by these manufacturers, are not reflected here. Some systems are “bring your own device” (BYOD) products, where smartphone or tablet software is paired with a device that connects to the ECM. For such systems, associated costs exclude the cost of the mobile device unless otherwise noted. Associated data plan charges also are not included. Several providers, including the RapidLog ELD from Eclipse Software, did not meet the deadline to be included in the print chart and also can be examined online at OverdriveOnline.com/ 2015ELDChart. As new products are introduced and existing products are added to the Federal Motor Carrier Safety Administration’s ELD registry, the online chart will be updated. For more about the registry and its status, see the story on page 1. User reviews, where noted, are accessible via CCJDigital.com/Reviews.

Provider

Apollo Solutions

ATS Fleet Management Solutions

BigRoad

Blue Tree Systems

CarrierWeb

Device Name

Apollo

ELD ABW w/ ATS e-Track Certified

DashLink

BT500

CarrierMate

Type of Device

BYOD | Android, iOS

BYOD | Android

BYOD | Android, iOS

BYOD | Android

Dedicated unit | two options, Win-CE (5700) and Android (7000) OS

Initial cost

$0 with lease, $75 to purchase ECM-link

$135 (includes first three months’ service, year of support)

$0 with lease, option to bring own engine-connection hardware, with limits

$0 with lease/ purchase over 3-5 years

$749, lease options available

Monthly: $15- Monthly: $15 $40 depending on options

Monthly: $15 per user, $10 per truck

Monthly: $20$55 depending on options

Monthly: $31 and lower

Other capabilities beyond logs

IFTA, AOBRD/ ELD operating modes, signature capture, proactive notifications, back-office integration, Canada/California/oilfield support

IFTA, optional close-support software; ELD ABW otherwise is a baseline compliance device, ATS provides e-Track Certified software that powers it

Document capture and sharing, engine diagnostics, backoffice dispatch geared to small fleets

Wi-Fi hotspot, driver scoring (performance, safety, compliance), navigation, job workflow management, reefer temperature monitoring

Driver/truck performance and engine diagnostics/ preventive maintenance reporting, incab scanning, navigation; road segment speeding available at additional cost

On FMCSA registry?

Yes

Find more information

AssuredTracking.com

ELD.ABW.com

BigRoad.com or CCJDigital. com/Reviews

BlueTreeSystems.com

CarrierWeb. com or CCJDigital.com/ Reviews

Ongoing lease or service fees per truck

FleetUp

Forward Thinking Systems

Fleet Complete HOS

FleetUp

Field Warrior

Dedicated unit

BYOD | Android, iOS

BYOD | Android (iOS coming soon) w/ Field Warrior app | or paired with dedicated Garmin Fleet series

$169 in BYOD configuration, higher with tablet

$0 with lease, $215

$0 with lease

Monthly: $30 and higher depending on options

Monthly: $19

Monthly: $39-$59 depending on options

Monthly: $36

Monthly: $25 and higher

Monthly: $20$50 depending on device type

GPS tracking, transport and order management, smart forms, alerts, geofencing, IFTA, device events, more

Dashcam with critcal event capture; navigation; integrations with some TMS, diagnostics and tire-inflation providers; smartphone app to link business processes to drivers

IFTA, maintenance alerts, oilfield-capable, auto-backup to cloud storage account, supports up to six-driver slip seat

Electronic weight-mile tax, IFTA, IRP recordkeeping; driver behavior reporting/ management; maintenance, fuel and other management functions; geofencing and event tools

Customizable for fleet management functions such as dispatching and engine diagnostics, Wi-Fi hotspotcapable

Patented fuel waste analysis, e-maintenance, engine diagnostics, IFTA, geofencing, full fleet management solution

Geofencing, maintenance tracking, driver scorecards, IFTA, systems integration, navigation, live-streaming cameras, signature/image capture, roadside assistance program

Yes

VDORoadLog. com or CCJDigital.com/ Reviews

DSIMobile. com

DriverTech. com

E-LogPlus.com

ERoad.com

FleetCompletecom

FleetUpTrace. com

ftsgps.com

Cartasite

Continental

Dispatching Solutions

DriveTime

VDO RoadLog

DSI eLogs

DT4000 Rev 7

E-Log Plus

ERoad ELD

BYOD | Android or paired with ruggedized tablet

Dedicated unit

Dedicated unit or BYOD | Android, iOS

Dedicated unit

BYOD | Android (iOS coming soon) or paired with ELP-branded Samsung tablet

$0 with lease, $500 approximately with dedicated tablet

$700, or $0 with lease option

$450-$700 depending on hardware, capabilities

$799

Monthly: $15$30

$0 for logs, DVIR, IFTA data collection

Monthly: $20 for ELD, $40 for ELD and GPS

Variety of driver safety, fleet management functions possible

Built-in thermal printer, real-time data transfer, fuel consumption, engine diagnostics, driver scorecard, integrated dispatch for small fleets

Yes

Cartasite.com

DriverTech

E-Log Plus

ERoad

Fleet Complete

GeoSpace Labs

Geotab

Gorilla Safety

GPS Insight

HOS 247

HOS Reporter

Hutch

iGlobal

Device Name

HG100

Geotab Go

Gorilla Safety ELD

ELD 2000

HOS 247

HOS Reporter-BT

Mercury

Edge MDT / Journey8 tablet

Type of Device

BYOD | Android, iOS

Dedicated units

BYOD | BYOD | Android, iOS on Android, iOS | the way or paired with tablet

Dedicated unit

$0 with oneyear service commitment, otherwise $99

$170

$175

$0 $650 for ELD 2000 and GPS tracking device combination, rental options available

Initial cost

$475, lease options available

$499 and up depending on configuration

Monthly: $19

Monthly: $20-$30 approx.

Monthly: $24 and higher

Monthly: $34.95 and higher for ELD and GPS tracking software

Monthly: $17$23 depending on options

Monthly: $15 (two years prepaid) or $18 (one year)

Monthly: $19 and higher, depending on options

Monthly: $25 and higher depending on options and configuration

Other capabilities beyond logs

Maintenance resolution/ tracking, paperless manifests and barcoding, dispatch, time-card functionality, route logging, signature capture, detention tracking/billing, mapping

IFTA data collection, engine diagnostics, driver scorecards, safety/risk management functions, data integration for management, more custom adds from Geotab Marketplace

IFTA, AOBRD and short-haul settings, driver accident reporting, document capture/ management, fuel management, custom maintenance management, user permissions

IFTA data collection, engine diagnostics, routing, hierarchy functions for larger fleets, suite of tailored GPS tracking solutions

IFTA, compliance dashboard, data sharing, fleet tracking

IFTA data collection, AOBRD/ELD modes

Wireless/satellite tracking options, IFTA, engine diagnostics, maintenance management, compliance/ safety systems, tire pressure/trailer monitoring, signature capture, more

Edge MDT: built-in scanner, push-totalk cellular. Both: a la carte pricing for IFTA, driver scorecards/ settlements, engine diagnostics, TMS integrations (TMW, McLeod), more

On FMCSA registry?

Yes

Find more information

GeoSpaceLabs. com

Geotab.com

GorillaSafety. com

GPSInsight. com

HOS247.com

HOS-reporter. com

HutchSystems. com

iGlobalLLC. com

Provider

Ongoing lease or service fees per truck

A brand you know and trust

ELD 50™

DC 200™

The ELD 50™ and DC 200™ were born out of Rand McNally’s 80+ years of expertise in the Commercial Transportation industry. These versatile, HOS compliant BYOD solutions allow drivers to get the features they need while remaining cost-conscious. ELD 50™* The ELD 50™ is a low-cost, easy-to-use E-Log device that installs in seconds. With an affordable monthly service plan, drivers can view and certify logs, create and view DVIRs and upload pictures of their fuel receipts right on their Rand McNally TND™ 740 device, Rand McNally tablet or other Android® device using the Rand McNally DriverConnect app.*

DC 200™* The DC 200™ is a sleek electronic logging and fleet-management that plugs directly into a truck’s diagnostic port and pairs with Android® devices, providing a simple, full-fledged solution. Built-in cellular service, Bluetooth® and Wi-Fi eliminates the need for a separate cellular plan, and with the Rand McNally DriverConnect app and web portal, drivers can access HOS logs, DVIRs, fuel receipts, and message and manage reports.

Rand McNally DriverConnect App Drivers can edit and certify logs and complete DVIRs all on the Rand McNally DriverConnect app. The app also gives drivers access to a gauges dashboard with information on 10 different diagnostics from the truck’s engine, including average fuel economy, boost pressure, gallons per hour, and battery voltage. The Rand McNally DriverConnect app syncs automatically with the Rand McNally DriverConnect web portal where drivers can view up to 6 months of log history.

For more information visit randmcnally.com *Subscription plan required. **May not work with older Android devices. Android is a trademark of Google, Inc.

Better Mobile Fleet Management.

©2017 Rand McNally. All rights reserved. IntelliRoute, Rand McNally, and the globe logo are registered trademarks, and TND, ELD 50, and DC 200 are trademarks of RM Acquisition, LLC d/b/a Rand McNally. ©2017 HERE. This data includes information taken with permission from Canadian authorities, including ©Her Majesty the Queen in right of Canada, ©Queen’s Printer for Ontario. U.S. Patent Nos. 7,580,791 and 8,214,141. Patent pending.

Load Logistics

M2M in Motion

MiX Telematics

Mobile Warrior

My20

Load Logistics TMS

M2M018

MiX Rovi

iDDL

BYOD | Android, iOS

BYOD | Android tablets

BYOD | Android (iOS coming soon)

Dedicated unit

BYOD | Android, iOS

$299

$0 with hardware lease

$499 for adaptable engine relay

$0 with lease, $215

$0 with lease

$0 with lease, $175

Monthly: $24

Monthly: $20 or less with multi-driver discounting

Monthly: $20 for service

Monthly: $20 or $10 with three-year commitment

Monthly: $25 and higher

Monthly: Varies with service plan/ bundle

Monthly: $20 and higher

Other capabilities beyond logs

IFTA data collection, compliance, mapping, customizable

Optional IFTA reporting, navigation, engine diagnostics, driver qualification, drug and alcohol management, accident tracking, training, recordkeeping

IFTA, idle-time tracking, engine diagnostics, geofencing, driver scorecards, TMS integrations (TMW, McLeod)

IFTA, dispatch/ load functions, engine connection easily transferred from truck to truck, engine diagnostics, lane analysis, customizable for small fleet management

Fuel options, navigation/ mapping, patent-pending GoLoad truckload freightmatching

IFTA, engine diagnostics and other management capabilities, dashcam with critical-event capture and reporting, driver scoring, trailer tracking, mobile device management/ lockdown capabilities, more

IFTA, geofencing, maintenance tools, driver/vehicle utilization tools, fuel/ engine monitoring, journey management, integrated video cameras, distracted and fatigued driving monitoring, more

IFTA, no-touch ELD gauge, dispatch/load functions, document capture, time card, expense tracking with integration to accounting, DVIR with custom checklists, more

On FMCSA registry?

Yes

Find more information

ISEFleetServices.com

JJKeller/ ELogs.com or CCJDigital. com/Reviews

KeepTruckin. com

Konexial.com

LoadLogistics. com

M2MinMotion. com

MiXTelematics. com

MobileWarrior. com

ISE Fleet Services

J.J. Keller

KeepTruckin

Koniexal

Device Name

eFleetSuite

Encompass

KeepTruckin

Type of Device

Dedicated unit

BYOD | Android, iOS | or paired with dedicated J.J. Keller Compliance Tablet

Initial cost

$575, lease options available

Ongoing lease or service fees per truck

Provider

PACKAGES STARTING AT $29.99. NO UPFRONT COSTS for a tablet device, ELD module or set up.

For devices, software and support all in one solution, choose ELD Solutions.

Easy. Smart. Affordable. Made for truckers, by truckers.

855-696-3537 www.eldsolutions.com

Whether you need simple compliance or a full line of reporting features – including telematics, GPS tracking and IFTA mileage – ELDS will find the right fit for your fleet.

Provider

Navistar

Nero Global Tracking

Omnitracs

Pedigree Technologies

Pegasus TransTech

PeopleNet

Quartix

Device Name

OnCommand Connection ELD

Nero Global Tracking

MCP/IVG

XRS

Cab-Mate Open Transflo ELD T7 eDriver Logs | Cab-Mate Connect

Electronic Logging from Quartix

Type of Device

BYOD | Android, iOS or dedicated units

BYOD | Android | or paired with dedicated Android tablet

Dedicated units

BYOD | Company- certified Android, Windows Mobile devices

Cab-Mate Open: BYOD, Android | CabMate Connect: Dedicated unit

Dedicated units

BYOD | Android tablets

Initial cost

$120

$0 with hardware lease, $200 or higher without

$799 and up depending on model, lease options available

$0 with lease, $200 to buy engine relay

$0 with lease, $99 for hard$300 and high- ware/harness er to purchase Cab-Mate Open, $599 and up for Connect

$0 with lease option up to $2,000, depending on capabilities

$79-$119 depending on available promotions

Ongoing lease or service fees per truck

$14.95-$29.95

Monthly: Monthly: Monthly: $20 and higher $20 and higher $20 and higher

Monthly: Monthly: $25$20 and higher $31 depending on plan selected

Monthly: $30-$60 for service, more with lease if applicable

Monthly: $19.20-$22.20/ month or $4/ month on top of InfoPlus tracking system subscription

Other capabilities beyond logs

Tracking, vehicle location, geofencing, harsh breaking and acceleration, idle reporting, breadcrumb trails; error help and alerts of violations; IFTA; advanced vehicle diagnostics

Engine diagnostics, fuel management, IFTA data collection, alerts and reports, geofencing, driver scorecards, maintenance module, more

Engine diagnostics, mobile-based weigh station bypass, IFTA, in-cab scanning, truck navigation, geofencing, custom mobile forms, TMS integration, idle time tracking, more

Customizable for fleet management functions, dispatch, forms, IFTA, maintenance, more

Base service plan includes engine diagnostics and fuel-purchase and maintenance functions; premium package includes IFTA and navigation with oilfield capability

Base plan adds IFTA to common functionality, one-year warranty; premium package adds vehicle analytics, driver behavior insights, accident detection/reconstruction, more

Customizable for fleet management functions, mobile-based weigh station bypass

In addition to sophisticated tracking tools, fleet management functions (including dashboards), IFTA and more

On FMCSA registry?

Find more information

www.oncommandconnection.com

NeroGlobal. com

Omnitracs.com Omnitracs.com or CCJDigital. or CCJDigital. com/Reviews com/Reviews

PedigreeTechnologies.com

Transflo.com

PeopleNetOnline.com or CCJDigital. com/Reviews

Quartix.com

BYOD | Android, iOS

Simple Truck ELD

Spireon

Teletrac Navman

Telogis

Zed Connect

Zonar

ELD50

Simple Truck ELD

FleetLocate FL7

Director

Telogis WorkPlan

Zed ELD

Zonar Connect

Dedicated unit

BYOD | Android | or paired with TND tablet

BYOD | Android, iOS | tablet options available

BYOD | Android, iOS

Dedicated unit

BYOD | Android, iOS

Dedicated unit BYOD | iOS (Android soon)

$299

$699

$149

$0 with lease

$0 with lease option up to $100 and more

$200

Varies according to fleet size and options chosen

Monthly: $20 and higher

Monthly: $15 and higher

Monthly: $19 (first six months free, within limits)

Monthly: $26.95 and higher depending on add-ons

Monthly: $45 and higher depends on options

Monthly: $36 including hardware lease and up

Varies with service plan/ features

TMS integration, workflow, IFTA, mapping, analytics, engine diagnostics, cellular modem

Truck-specific navigation, TMS integration, workflow, IFTA, mapping, analytics, engine diagnostics

TMS integration, workflow, IFTA, mapping, analytics, engine diagnostics

24/7 support, IFTA, parking assistance, engine diagnostics, load boards, roadside assistance, discounted fuel cards, available in Spanish

IFTA, driver safety alerts/ reports, driver scores, audible alerts, engine diagnostics

IFTA, engine diagnostics, dispatch and messaging, safety analytics, workflow solutions, truck-based navigation, driver scorecards, TMS integration, guaranteed compl iance with ELD specs

Document capture, trip plan sharing, engine diagnostics and prognostics, more

Route management, fleet dashboard

Wi-Fi and Bluetooth connectivity for dispatch, management, operational functions; camera; navigation; Android compatibility; over-the-air updates

RandMcNally. com or CCJDigital.com/ Reviews

SimpleTruckELD.com

Spireon.com

TeletracNavman.com

Telogis.com

Zed-ELD.com

ZonarSystems. com

Rand McNally

HD100

TND765

BYOD | Android, iOS | or paired with TND tablet

EASY DEPLOYMENT

PROVEN

ELD BUYERS’ GUIDE

ALL-IN-ONE SYSTEM FOR $799 ELD/Video/Mobilecom

ELD

CERTIFIED

BY FORMER FMCSA ADMINISTRATOR ANNETTE SANDBERG

Driver-Approved, EASY to Use!

Affordable

For Any Budget

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• #1 in log auditing; over one billion logs in 27 years • 3,000+ current fleet customers • Dash-top device records all vehicle movement • Live vehicle tracking and fuel-tax routes • Dispatch can view available hours in real time • Android or Windows used for display Eclipse Software, makers of RapidLog™ Greeley, CO sales@rapidlog.com http://eld.rapidlog.com Ph: 1-87-RAPIDLOG (1-877-274-3564)

Eclipse_CCJ0417_PG67.indd 1

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april 2017 | eld buyers’ guide

Turning your smartphone into a compliant ELD BY TODD DILLS

hough some electronic logging device providers such as ERoad, iGlobal and DriverTech now offer dedicated units of their own, the vast majority of growth has been in the area of BYOD (“bring your own device”) solutions capable of being paired with an operator’s smartphone or tablet. Part of the reason for so many new entrants has to do with the economics of software/hardware development and the relative ease with which companies can bring software to market for existing mobile platforms. Today, many are capable of BYOD configuration and can support both of the two most common smartphone platforms – Google’s Android operating system for phones and tablets by Motorola, Samsung, LG and many others; and Apple’s iOS for the iPhone. BYOD providers include familiar names such as BigRoad and KeepTruckin. Both companies debuted years prior to the ELD mandate as smartphone apps for logging that now are capable of functioning as ELDs with an added device connecting to the engine’s electronic control module. Most such devices maintain a connection to the driver’s smartphone interface via Bluetooth, though some also offer a Wi-Fi option or use it exclusively. The vast majority offer their ELDs in a Software-as-a-Service (Saas) model with monthly fees structured to ensure users get the full functionality of the software and subsequent updates. An exception is Zed ELD, which debuted this spring and is offering its software for free, with the only fees being the $200 hardware charge for the device that connects to the ECM. 28

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Fleet Complete, Geotab and BigRoad are among the dozens of mobile-device-based options for ELD compliance.

While some BYOD ELDs may include a dedicated data plan with a cellular service provider for the device that connects to the driver’s smartphone or tablet, most do not. Before opting for one BYOD solution or another, be certain that the provider’s software is compliant with your smartphone’s operating system. Truckstop.com’s uDrove smartphone app was one of the industry’s first, allowing for logs and other functions in a single software package for Android, Blackberry and iOS devices as early as 2010. It moved into the BYOD ELD market several years ago but recently re-evaluated the product and began its sunset a year after its principal load board competitor, DAT, did the same with its short-lived ELD. Thayne Boren, Truckstop.com mobile

general manager, says the company is ceasing uDrove support at the end of June. User data in the cloud will be available until Dec. 31 to support any inspections or audits. Boren says Truckstop.com is committed to helping customers find a new vendor individually and collectively. The company is planning an ELD marketplace, partly a result of its survey of the burgeoning market for the devices, he says. “We are hoping our marketplace will be a destination for carriers to find ‘vetted’ [ELD provider] companies who are likely on a path for success beyond 2019,” the final year in which previousgeneration e-log use will be possible for truckers subject to the ELD mandate. The goal for the marketplace’s debut is early summer, Boren said.

KICKIN’ ASPHALT IS OUR SPECIALTY. From solutions to service, Zonar® is leading the way. And making it easy for companies like yours to kick a little asphalt of your own. Zonar® is a smart fleet telematics solution, providing the hardware, firmware and software you need, along with the expertise, experience and unbeatable track record you demand. Smart fleet management is all we do, and Zonar does it better than anyone. It’s not a sideline for us like some telecom companies. We have a history of vehicle technology excellence and customer success that’s unsurpassed in the industry. From implementation to optimization, we provide 24/7/365 U.S.-based customer care and an unmatched commitment to service. Zonar® is your one-stop shop for all your fleet management needs: • AOBRD-compliant and ELD-ready for hours of service • Electronic, verified pre- and post-trip inspections • Digital forms and signature capture • Tracking of driving behavior, like hard braking, speeding and shifting • Factory-installed on all Freightliner and Western Star trucks with Detroit Diesel engines • Asset management, routing technology, and much more

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eld buyers’ guide

| april 2017

Mack Trucks and Telogis are offering a free 30-day trial of Mack Fleet Management Services with Telogis Fleet. As with Volvo, Telogis has a connectivity agreement with Mack, allowing the telematics service provider to use data from Mack’s factory-installed telematics device to deliver on a variety of management applications, including electronic logs.

Courtesy of Mack Trucks

ill Frerichs created a deadline of July 1 to have electronic logging devices operational for his ninetruck fleet. The president and owner of St. Louis-based Frerichs Freight Lines is mulling his options. “The almighty bottom dollar is not the deciding factor, but it is part of it,” Frerichs says. “I am hoping I can get into this for under $35 per truck per month.” One option is to upgrade the logging app Frerichs currently is using for his late-model Volvo fleet. The BigRoad app runs on Android-powered tablets secured to dash-mounted docking and charging stations. Frerichs also is considering ELD applications from Omnitracs or Telogis, both of which have connectivity agreements with Volvo Trucks to leverage the telematics data that the truck maker already captures for its Remote Diagnostics service. Volvo installs a telematics device in all new vehicles at the factory. The XRS platform from Omnitracs could run on Frerichs’ existing Android tablets, and so could Telogis’ suite of applications. Frerichs is looking beyond compliance for systems that also report driver and vehicle performance, which Omnitracs, Telogis and others could provide. “I want to create a driver incentive program to pay a fuel bonus and things like that,” he says. In a perfect world, any ELD software developer could leverage the mileage and engine data from telematics devices that truck makers install at

the factory. The data could be accessed by a mobile app through a local Bluetooth connection or be fed to apps installed on a truck’s touchscreen infotainment system. Absent a printer as a backup, the ELD rule requires that logs be viewable by law enforcement officers in a display. For this reason, it might not make sense for truck makers to install a computing device with a non-mobile display, says Wes Mays, director of OEM solutions for Omnitracs. While truck makers are not in the ELD business — at least not yet — their investments in remote diagnostics and telematics can pay dividends for thirdparty ELD providers. Paccar installs a PeopleNet telematics unit in Kenworth and Peterbilt trucks with Paccar MX-13 engines at the factory. To run PeopleNet’s eDriver Logs application, truck owners would need to purchase or lease one of the vendor’s driver displays, but they would gain additional value beyond compliance. “The customer gets access to Paccar’s

detailed and advanced maintenance services preloaded on the device, along with PeopleNet’s fleet management capabilities,” says Eric Witty, vice president of product for PeopleNet. Daimler Trucks North America installs Zonar’s telematics unit, the V3, in Freightliner and Western Star trucks at the factory. DTNA uses V3 to power its Virtual Technician remote diagnostics service, allowing Zonar’s Connect and 2020 tablets to run the ELD application. The 2018 Freightliner Cascadia will have a new platform with the capability to integrate with other third-party ELD applications, says Greg Treinen, sales and marketing manager of connectivity for DTNA. Navistar recently expanded its OnCommand Connection diagnostics platform. The company rolled out OnCommand Connection Telematics and OnCommand Connection Marketplace, which features an ELD app. See the chart on page 18 for more information.

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ELD BUYERS’ GUIDE ELD SOLUTIONS

EROAD ELD

ELD Solutions was established to provide any size of fleet from a single owner-operator to large carriers with simple methods to meet or exceed the ELD rule’s minimum standards. Customized solutions to enhance efficiencies range from basic compliance to a full line of features, including telematics, GPS tracking and IFTA accounting. The initial cost is $0 – with no upfront costs for a tablet device, power cord, case, ELD module, set-up or installation – with an opening monthly subscription fee, whether BYOD or a device supplied by the company. ELDS, ELDSolutions.com

The ERoad ELD is certified on FMCSA’s registry and is designed with a driver-friendly display with data transfer capabilities for facilitating roadside enforcement and reducing administrative time and paperwork. The intuitive in-vehicle device stays in the vehicle and synchronizes with the engine to automatically record HOS, and it has a touchscreen to let drivers view, edit and add notes to their logs and easily present their record-of-duty status during roadside inspections. Drivers and fleet managers can monitor HOS records with summaries and reports of on-duty status, rests and resets; and fleet managers also can review and edit logs that drivers can accept on the in-vehicle display. The dedicated unit’s Software-as-a-Service platform also provides additional compliance and operational solutions, including fuel and weight-mile tax management, GPS tracking, geofencing, maintenance oversight and driver performance monitoring with retrospective event tools. The service includes a secure connection to ERoad’s web-based portal for users to access up-to-the-minute data, administer users, receive real-time notifications, send messages and view reports. The initial cost is $0 with a lease or $215 without one, with an ongoing monthly fee of $39 to $59 depending on selected options. ERoad, ERoad.com

GORILLA SAFETY ELD The Gorilla Safety ELD is a BYOD solution for both the Android and iOS operating platforms and is certified on FMCSA’s registry. The device works as a standalone solution or in sync with its mobile app to maintain logbook records and track and store driver HOS inside a personal device. It is available with AOBRD and short-haul settings and offers IFTA accounting, driver accident reporting, document capture and management, fuel management, custom maintenance management and user permissions. The initial cost is $175, with an ongoing monthly fee of $24 and up depending on selected options. A while-label version is available for companies that wish to offer the solution under their own corporate identity. Gorilla Safety, GorillaSafety.com

HOS REPORTER Connected Holdings’ HOS Reporter is designed to be a two-in-one driver-friendly compliance solution for owner-operators and small fleets. The device includes both an ELD solution and a full AOBRD solution that provides e-logs under older regulations that allow for editable logs and less data sent following stops, meaning added driver privacy and possibly fewer citations. It also offers electronic vehicle inspection reports and automated IFTA data logging. The subscription includes an easy-to-install GPS device for the truck’s 6-pin, 9-pin or Volvo-Mack data port connector. To use the software, download a licensed copy from HOS-Reporter.com and login. 34

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GPS INSIGHT ELD-2000 GPS Insight’s ELD-2000 system bundles a GPS tracking, alerting and reporting device hardwired to a ruggedized Android tablet designed with an intuitive user interface. The ELD also offers messaging for drivers and dispatch to reduce the number of phone calls and streamline communications with individual drivers or the entire fleet, as well as navigation to allow management to dispatch audible and visual directions using designated truck-specific routes for each job to drivers. A webbased management portal is accessible via PC, tablet and smartphone. The initial cost is $650, with an ongoing monthly fee of $34.95 and up; rental options are available. GPS Insight, GPSInsight.com

Options include HOS Reporter-Bluetooth, the lowest-cost option that sends information using the driver’s smartphone and data plan; HOS Reporter-Bluetooth/Cellular, which sends information over cellular networks using the driver’s smartphone as a display device; and HOS Reporter-Bluetooth/ Cellular and Tablet, which sends information over cellular networks using the company’s dedicated HOS compliance tablet. The initial cost is $0, with an ongoing monthly fee of $15 (two years prepaid) or $18 (one year). Connected Holdings, HOS-Reporter.com

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ENGINE DIAGNOSTICS

ELD BUYERS’ GUIDE HOS 247 HOS 247’s flexible ELD packages for small to large fleets and owner-operators include free logging devices, a logbook app, electronic DVIRs, a web portal for fleet managers, a compliance dashboard, GPS tracking, IFTA accounting and free integrations with dispatch, routing and load board systems. Heavy-duty vehicles (9-pin or 6-pin ports) and lightand medium-duty vehicles (OBDII port) both are supported by easyto-install devices. The packages work with most 3G and 4G tablets and smartphones; drivers and fleets can use their own or purchase Android devices and data plans from the company. The simple and easy-to-use logbook app connects to the ELD via Bluetooth and displays recorded driving time while automatically calculating available driving hours, required breaks, on-duty limits and required off-duty time. Visual notifications and sound warnings help drivers avoid hours of service violations and stay compliant, while the compliance dashboard monitors hours, duty statuses and violations in real time to keep fleet managers informed. The initial cost is $0, with an ongoing monthly fee is $17 to $23 depending on options. HOS 247, HOS247.com

ISE FLEET SERVICES EFLEET SUITE ISE Fleet Services’ eFleet Suite is a configurable end-to-end compliance-only ELD that includes applications for electronic driver logs, DVIRs, compliance mapping and fuel tax data collection. Driver benefits include HOS records that are captured automatically; automated calculations that keep drivers informed of driving availability, improving time management and warnings of impending violations; an integrated DVIR workflow that ensures inspections are performed at the appropriate time; and HOS and DVIR documentation available for roadside inspection. Fleet benefits include driver logs and DVIR reports that are easily viewed, updated and printed; real-time information that assists in resource allocation and equipment defect resolution; CSA BASIC scores; and automated back-office record retention. ISE Fleet Services, ISEFleetServices.com

IGLOBAL EDGE MDT/ JOURNEY8 TABLET The Edge MDT/Journey8 Tablet from iGlobal is a dedicated unit certified on FMCSA’s registry. The Edge MDT has a built-in scanner and push-to-talk cellular, and when paired with the Journey8 Tablet, a la carte pricing is available for IFTA accounting, driver scorecards and settlements, engine diagnostics and transportation management software system integrations with TMW Systems or McLeod Software. The initial cost is $499 and up depending on configuration, with an ongoing monthly fee of $25 and up depending on options and configuration. iGlobal, IGlobalLLC.com

NAVISTAR ONCOMMAND CONNECTION Navistar’s OnCommand Connection Electronic Driver Log leverages the company’s telematics offerings with BYOD capabilities for both the Android and iOS operating platforms. ELD capabilities include automatic auditing of remaining time, error help, violation alerts, DVIRs and IFTA accounting. The solution also offers full-featured telematics for GPS tracking, vehicle location, geofencing, harsh braking and acceleration detection, idle reporting and breadcrumb trails. Also available are Navistar’s OnCommand Connection advanced diagnostics vehicle health reports, fault code severities and fault code action plans. The initial cost is $120 for the telematics hardware, with an ongoing monthly fee of $14.95 to $25.95 depending on service options. Navistar OnCommand Connection, OnCommandConnection.com

NERO GLOBAL TRACKING Nero Global Tracking provides ELD and GPS telematics solutions that help owner-operators and drivers comply with FMCSA’s ELD mandate, streamline operations and increase revenue, providing a complete fleet management solution to provide accurate, measurable and timely business insights. The company supports BYOD options and also can provide in-cab hardware, including a tablet, rugged mount and power source. A live map with detailed trip, stop and off-hours usage report36

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ing allows users to plan and organize routes more efficiently and improve productivity, and real-time GPS locations also help improve customer service. Speeding and driver behavior reports and alerts allow for identifying and coaching unsafe drivers to improve fleet safety. Idle reports and alerts help reduce costs, and vehicle maintenance for an entire fleet can be scheduled and managed in one place to help maintain and improve vehicle health. Nero Global Tracking, NeroGlobal.com

Android

and iOS

compatible.

BYOD (Bring your own device) or tablet options available.

ELD BUYERS’ GUIDE OMNITRACS MCP, XRS

PEDIGREE TECHNOLOGIES CAB-MATE

The Omnitracs Enterprise Services platform on the Intelligent Vehicle Gateway is compatible with all MCP models and Omnitracs applications, with flexible connection and integration options. The solution offers engine diagnostics, mobile-based weigh station bypass, IFTA accounting, in-cab scanning, truck navigation, geofencing, custom mobile forms, idle-time tracking and integration with transportation management software systems. Driver-friendly features include a large self-dimming screen, intuitive alerts and hands-free functionality. The company’s BYOD line of XRS products are available on Android and Windows Mobile devices and, in addition to ELD compliance, are customizable for fleet management functions, dispatch, forms, maintenance, IFTA accounting and more. The XRS platform is compatible with Omnitracs applications and most TMS platforms. Omnitracs, Omnitracs.com

Pedigree Technologies offers CabMate HOS compliance solutions for both drivers and fleets. The base service plan also includes engine diagnostics and fuel-purchase and maintenance functions, while the premium package includes IFTA accounting and navigation with oilﬁeld capability. Cab-Mate Open is a BYOD solution available for both the Android and iOS operating platforms; the initial cost is $0 with a lease and $300 and up to purchase the hardware, with an ongoing monthly fee of $20 and up. The initial cost for the Cab-Mate Connect dedicated unit is $599 and up, with an ongoing monthly fee of $20 and up. Pedigree Technologies, PedigreeTechnologies.com

PEGASUS TRANSTECH TRANSFLO ELD T7 Pegasus TransTech’s Transflo ELD T7 is a BYOD solution available for both the Android and iOS operating platforms. In addition to HOS compliance, the base plan adds IFTA accounting and a one-year warranty, while the premium package also adds vehicle analytics, driver behavior insights and accident detection and reconstruction. Integrations with other services can allow drivers to access load management, document capture, weather overlays and dispatch chat features. The initial cost is $99 for the hardware and harness, with an ongoing monthly fee of $25 to $31 depending on the plan selected. Pegasus TransTech, Transflo.com

RAND MCNALLY Rand McNally provides a variety of devices for both fleets and drivers for HOS compliance. The ELD50 is a BYOD solution available for the Android operating platform that also can be paired with the company’s TND tablet. It offers transportation management software system integration, workflow, IFTA accounting, mapping, analytics and engine diagnostics. The HD100 is a BYOD solution available for both the Android and iOS operating platforms, or it can be paired with the company’s TND tablet. HD100 also offers TMS system integration, workflow, IFTA accounting, mapping, analytics, engine diagnostics and a cellular modem. The TND765 is a dedicated unit that also offers truck-speciﬁc navigation, TMS system integration, workflow, IFTA accounting, mapping, analytics and engine diagnostics. Rand McNally, RandMcNally.com 38

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PEOPLENET EDRIVERLOGS PeopleNet’s eDriver Logs automates HOS tracking and compliance while reducing violations and improving driver efficiency and safety. The easy-to-use solution provides fleet owners and drivers with real-time information without additional hardware or software, allowing users to pinpoint violations before they are made and eliminate risks by knowing how many hours a driver actually spent driving versus being on duty. If an HOS violation is imminent, the system alerts the driver. The electronic easy-to-read grid displays updated driver log information both inside the cab and at the back office. Fleets can access a snapshot of a driver’s proﬁle. When in Smart Mode, the system detects movement and stops switching drivers between on-duty and driving statuses. The system meets U.S. regulations and state regulations for Texas, California, Florida and Alaska, as well as Canadian regulations below the 60th parallel for AOBRDs. PeopleNet, PeopleNetOnline.com

SIMPLE TRUCK ELD Simple Truck ELD is a BYOD solution for both the Android and iOS operating platforms, with tablet options available. The dedicated logging software is connected to the recording device’s interface with the truck’s ECM to capture geolocation, date, time, miles driven, duration of engine operation and if the vehicle is moving. The secure easy-to-use app includes standard data displays and transfer processes to help make it easier to accurately track, manage and share records of duty status with safety officials. The software includes provisions to help block data tampering and aid in preventing harassment. The initial cost is $0 to lease, with an ongoing monthly fee of $19 and up. The company is offering a six-month free trial. Simple Truck ELD, SimpleTruckELD.com

ELD BUYERS’ GUIDE SPIREON FLEETLOCATE FL7 Spireon’s web-based FleetLocate fleet management systems monitor vehicle and driver performance and give fleet operators insights into driver behavior and help them reduce fuel costs, idle time, labor, fleet mileage and maintenance-related downtime. FleetLocate FL7 is a BYOD solution for both the Android and iOS operating platforms that offers compliant e-logs, IFTA accounting, driver safety alerts and reports, driver scores, audible alerts and engine diagnostics. The initial cost is $0 to lease, with an ongoing monthly fee of $26.95 and up depending on add-ons. Spireon, Spireon.com

TELOGIS COMPLIANCE Telogis Compliance helps ensure that drivers’ logs are up to date while supporting federal and state rules as well as local exemptions. The solution is designed in a user-friendly manner so that drivers easily can provide HOS information to law enforcement during an inspection without any CSA-related form and manner and driving time violations. HOS duty and driver statuses update automatically, and automatic HOS limit warnings help drivers stay legal; HOS reports and alerts also are available for the back office. The solution also offers DVIR compliance capability. Telogis, Telogis.com

ZED CONNECT ZED ELD Zed Connect’s Zed ELD is a BYOD Bluetooth-ready compliance solution for the iOS and Android operating platforms. Zed’s Bluetooth adapter is compatible with 9-pin J1939 diagnostic ports – both Type 1 (black/gray) and Type 2 (green) – and uses multiple levels of security to connect to Zed’s mobile app to capture the required ELD data for FMCSA compliance. For drivers, Zed ELD offers daily certification, HOS tracking, duty status records and DVIR reporting for DOT inspections to maintain compliance; it also offers routing and navigation, including real-time updates on road conditions, closures and construction. For fleets, the solution also offers route management, GPS tracking, DVIR documentation and a dashboard. ZED intends to use its open platform to develop additional services. The device is designed for easy installation, and the initial cost is $200 with no ongoing monthly fee. Zed Connect, Zed-ELD.com 40

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TELETRAC NAVMAN DIRECTOR Teletrac Navman’s Director fleet management platform tracks assets and collects data for business insights. In addition to reducing the paperwork necessary for tracking HOS, it provides second-by-second information to help carriers reduce operational expenses, identify trends, improve business processes and build a more efficient, safe and connected fleet. In addition to ensuring ongoing ELD mandate compliance as specifications are updated, Teletrac Navman Director HOS customers receive updated ELD mandate compliance specifications and free system installation and training. The solution also offers sophisticated navigation and dispatch capabilities. The initial cost is $0 to lease, with an ongoing monthly fee of $45 for the e-logs edition. Teletrac Navman, TeletracNavman.com

VDO ROADLOG VDO RoadLog has a built-in thermal printer provides an instant hard copy that resembles a traditional paper logbook grid for an inspection officer to review. A paper printout eliminates technical issues involving transferring log data that otherwise might lead to drivers handing over their personal cell phones to an officer or having the officer climb into the cab to review an ELD screen. VDO RoadLog ELDs work with VDO RoadLog Office, an online fleet management tool for automated compliance reporting designed for fast, secure data transfers and automatic online record backup. The solution also helps automate IRP and IFTA reporting, as well as pre-and post-trip inspections. Optional features include Driver/Vehicle Track & Trace, Load & Trip management, VDO RoadLog Office Advanced and VDO RoadLog Office Premium. VDO RoadLog is designed for easy installation and use and is available without monthly fees or contracts. VDO Commercial Vehicles, VDORoadLog.com

ZONAR CONNECT Zonar Connect is a dedicated ELD-compliant tablet that also offers Wi-Fi and Bluetooth connectivity for dispatch, management and operational functions, as well as a camera, navigation, Android compatibility and over-the-air updates. Connect is connected even when outside of the cab, allowing the driver to submit completed documents and electronic DVIRs to dispatch without returning to the truck. The tablet recharges in its in-cab cradle and integrates with the company’s Ground Traffic Control to help provide fleets with better visibility of assets on the road. Pricing for the unit and ongoing service varies according to fleet size, service plan and options chosen. Zonar, ZonarSystems.com

Your go-to guide for understanding, selecting and using technology in your trucking business.

MOBILE BRANDING

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PAGE 44

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TRYING NEW THINGS

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Finding out what sticks

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PART 4: Finding drivers

Driver recruiting goes mobile, social and increasingly high-tech BY TODD DILLS “WORD OF MOUTH is the

biggest thing for a driver” evaluating a company, says Steve Fields, a driver for Overland Park, Kan.-based YRC and an America’s Road Team captain. Low-tech messaging such as the driver-centric slogans on Crete Carrier’s trailers – “Our most valuable resource sits 63 feet ahead” – can be effective in spurring CB conversations on the road. But such conversations increasingly are taking

place online. That’s where more direct recruiting ad dollars are going, as fleets look to broadcast their company culture through a variety of media and methodologies, from online job boards, social platforms and search engines to sophisticated online remarketing and retargeting. “I’ve been in advertising for 13 years now,” says Rob Hatchett, vice president for recruiting and communications for Chattanooga,

Tenn.-based Covenant Transport. His past four in trucking have been eye-opening throughout the industry as the focus has changed. “The whole goal of anybody marketing or advertising – how to get your product in front of people’s eyeballs,” Hatchett says. “When I came to Covenant four years ago, we were spending 50 percent in digital and the other 50 percent in print media. We are now 92 percent digital and 8 percent print.” That’s a big and rapid shift that recognizes how and where drivers spend their time. “It’s easier and cheaper to get your product in front of more truck drivers,” Hatchett says. When he came to trucking, driver smartphone use wasn’t ex-

actly an unwritten rule, but today, “it’s the norm,” he says. They “have apps, social media, they’re on Google, they’re watching Youtube videos.” Attracting experienced drivers to your fleet among stiff competition is a matter of recognizing trends, getting in front of waves of new technology and practices and allocating resources where they’ll be the most effective. Increasingly, those areas involve optimizing drivers’ online experiences on mobile devices and, perhaps most importantly, devising an effective strategy for social media as a first point of contact. In this edition of CCJ’s Tech Toolbox, we look at technologies and services that some of the nation’s largest fleets are using to find drivers that may inspire your path to do the same. 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 keeping drivers.

MOBILE-FRIENDLY BRANDING Learn how to be present and optimized CCJ PARENT COMPANY Randall-Reilly has played a prominent part in driver recruiting’s digital revolution for years, serving to help facilitate the carrier-driver connection online, says Nick Reid, vice president of digital services. Among the company’s data-driven digital recruiting campaigns conducted for a

variety of trucking clientele, “81 percent of the traffic generated [in Q4 2016] is now mobile,” Reid says. For company driver- and owner-operator-focused media brands, respectively, 75 percent and 65 percent of the traffic was mobile-based, with another “9 to 10 percent” in each case represent-

ing mobile tablet traffic. Technology can help generate positive word of mouth and build a fleet’s brand in many ways. Key in today’s world is being present and optimized for mobile users, Reid says. Referencing CCJ’s Top 250 list of the nation’s largest forhire fleets, “one out of every three of the Top 250 fleets

don’t have mobile-friendly websites,” he says. While many of those fleets do target recruits with custom landing pages that are mobile-friendly and designed to provide a trackable place for candidates to fill out applications and/or express interest otherwise, Reid calls a non-mobile-friendly corporate home

PART 4: Finding drivers page a big missed opportunity. A “major thing we use to measure branding success is brand search volume,” or how often the company name is searched in Google, he says. When a Google search on a company leads to “the corporate page that’s not a mobile-friendly landing page – the interaction with your brand creates a first impression that’s hard to change,” Reid says. “People are used to the immediacy of choice. If you don’t deliver, they’ll go somewhere else.” Beyond branding, decision-making around application form design always should be mobile-centric, says Priscilla Peters, vice president for marketing and training for Conversion Interactive Agency. “If you have a long application online that’s not easily filled out from a mobile device,” it’s not going to perform as well or generate the volume and quality of leads it should, Peters says. Make it a short form or a form that auto-advances or gives users the option to autocomplete. “The mobile shift has been really big,” she says. Lane Williams, director of recruiting and retention for Alsip, Ill.-based Carrier One, speaking at Conversion’s annual Recruiting and Retention conference, spoke to the necessity of an active Facebook presence in his company’s branding and growth strategy through

Share of total internet traffic generated by Randall-Reilly clients’ 2016 recruiting campaigns that came from mobile devices

Mobile’s share of company driver-centric Truckers News’ 2016 internet traffic

Mobile’s share of owner-operator-centric Overdrive’s 2016 internet traffic Source: Randall-Reilly

recruiting. The Carrier One Facebook page demonstrates an engaged sense of customer service for the all-owner-operator flatbed fleet. Williams said the company has provided a platform for its own leased drivers to answer questions that come up in comments under online posts. With their smartphones always at hand on downtime wherever they are out on the road, “a lot of them are on Facebook answering questions before I can even get on there,” he said.

“FOCUS ON APPLICATIONS BEING USER-FRIENDLY AND QUICK AND EASY – MOBILE-OPTIMIZED.” – FedEx Freight driver and America’s Road Team captain Don Logan, on trends toward drivers’ use of mobile devices that have accelerated quickly in recent years

EXPANDING SOCIAL MEDIA Work within today’s digital landscape “YESTERDAY’S RECRUITING PHONE CALL is today’s social media comment,” says Priscilla Peters, vice president for marketing and training for Conversion Interactive Agency. “Their initial inquiry used to be to call the recruiting department. Now it’s to go to the company Facebook page and ask a question.” Devoting staff to monitoring Facebook comments to look for opportunities to engage can generate plenty of solid leads and leave good first impressions. Asked what tool had 2016 Facebook/ yielded the most recruiting Instagram post success lately, Brad Vaughn, impressions served by vice president of recruiting for Randall-Reilly trucker Little Rock, Ark.-based Mavermedia brands’ audience ick Transportation, names the campaigns social network. “Social media has taken off way more than I thought it ever would,” says Vaughn, who recently found out firsthand what the tool has done for direct driver engagement. “Our folks that manage it were out of the office and asked me if I’d do it,” he says. “It was literally answer 10 questions, refresh and answer 10 more.” Vaughn describes generating leads this way as a matter of moving a conversation in comments under a post to a private message session, “then having a call” to continue the conversation. Among smaller fleets, this kind of mobile technology-facilitated recruiting process is becoming the norm. Though Fleenor Bros. gets plenty of mileage out of 800-numbers on its dry van trailers, co-owner Kyle Cousins has had success via an expanded social media presence. The Joplin, Mo.-based fleet grew by around 33 percent between mid-2015 and mid-2016, hiring more than a dozen new drivers for its 40 mostly team-driven trucks. When Fleenor was half the size it is today, “we heavily relied on referrals,” Cousins says. “After a while, those kind of dried up.” After several high-profile custom-truck beauty show wins, Fleenor devoted time and effort to ramping Increase in traffic to trucker up its social media efforts media sites from social via a company Facebook media in 2016 compared to page. “That generates a the prior year lot of traffic,” Cousins says,

PART 4: Finding drivers adding that numerous conversations have been initiated there. Drivers messaging the company via the page are encouraged to call direct for one of the few conversations that typically precede any prospect’s visit to headquarters. It’s a clear case of “strength capitalization,” says Lane Williams, director of recruiting and retention for Alsip, Ill.based Carrier One. For his fleet with around 150 owner-operators, that means messaging that emphasizes the personal first-name-basis treatment of company contractors. “We’re a small carrier,” Williams says. “That’s a good thing – if a driver calls into operations and talks to the director over there, it’s on a first-name basis – not truck number such and such. We allow an open door before they show up.” Close monitoring of and quick replies to questions on the carrier’s Facebook page is part of that strategy. From an advertising perspective, Facebook is now the

second overall source of leads in Randall-Reilly recruiting campaigns, says Nick Reid, vice Rank of social president of digital services. media as source “When we talk to fleets” of driver leads for looking to implement social Randall-Reilly client media strategies in recruiting, recruiting campaigns “some believe it’s too much work or too dangerous for their brands,” Reid says. “There’s a spectrum, but this is where you need to challenge your partners. There are so many tools and services out there that can help, with targeting and with data, to work with you for some of that heavy lifting on the social side. The benefits you get from a recruitment standpoint far outweigh” the disadvantage of not doing anything.

BOYD BROS.: RECRUITING GOES SOCIAL Flatbed fleet uses Facebook to target needs LORI FURNELL, vice president of communications for Clay-

ton, Ala.-based Boyd Bros. Transportation, says the flatbed carrier in recent years has “really found our social-media presence [to be] totally integral to everything we do.” Either from the perspective of capturing driver leads or as “a total recruiting tool,” there’s no denying its importance, she says. Through its Facebook page, Boyd communicates the company’s family image and more, with a goal toward branding and engaging drivers over questions that inevitably arrive. The company’s most-viewed video features Gail Cooper, chief executive officer and once a proud highschool cheerleader, leading a cheer for Boyd’s million-milers at an in-house banquet for the drivers. “We took an internal video and launched it out there,” Furnell says. “Then we had a lot of people asking about our company,” mostly questions about hiring area and

COMBINED STRATEGIES CAN PAY DIVIDENDS CONVERSION INTERACTIVE AGENCY recently studied 10 clients’ recruiting campaigns and found that a combination of social and other online strategies performed significantly better than any one strategy alone. Clients’ ad cost per hire ranges between $400 and $1,000 or slightly more. Each client previously had been doing search engine marketing alone. Combining those efforts with a Facebook advertising campaign cut their cost per hire in half, the agency said.

home time. “All of that video mix can contribute to your corporate personality.” Boyd’s social media advertising strategy involves specific targeting of drivers according to company preferences and needs. “We know who we’re after, where they live, what they do and what their interests are,” Furnell says. “As much as we’re targeting them,” she’s found, drivers also certainly are “targeting their research” when thinking about where to apply. Furnell frequently asks new recruits about social platforms that they use, and the conversation inevitably turns to how they use the platforms to conduct their own research. One thing she’s heard repeatedly from drivers about such research: “The first thing I did was go to their Facebook page.” Online job boards remain part of the marketing effort, where Boyd can conduct more targeted marketing and do “better at finding an exact fit.” The company uses Tenstreet’s applicant tracking system to follow up on responses to leads and allow recruiters to know exactly what sorts of communications have been made with any individual recruit. “We can create a variety of emails and texts and all kinds of things to ensure” the conversation continues with any lead that hasn’t followed through to formal application, Furnell says.

PART 4: Finding drivers

COVENANT TRANSPORT: TRYING NEW THINGS

Working the long game for long-haul teams ROB HATCHETT, vice

president of recruiting and communications for Chattanooga, Tenn.-based Covenant Transport, says he gets “pitched day in and day out” by companies offering a variety of new recruiting-related products, from software to online platforms and more. “You’ve got to be wise about your spend,” Hatchett says. “Ultimately, it has to turn into applications that turn into hires.” When it comes to new recruiting products on the market, “I’d love to be the first person to the party,” he says. “Sometimes, though, you end up

being the only person that came to the party. I like to be the third person to the party.” With most recruiting campaigns now conducted digitally, proving efficacy is easier than ever. “Sometimes you have to try stuff,” Hatchett says. His department sets aside a certain amount of dollars a month to experiment with new tools and strategies “to see what’s going to work.” In analyzing your digital

spend, he says to always “make sure you are portraying the right message” through whatever avenue you’re using to market to drivers. For Covenant, which employs team drivers for long-haul freight, “I want to make sure that if someone is calling, they already know they have to come in a team. In digital, you’re paying per click or paying per application – why do you want someone to click on you and have no

desire to do what you do?” Hatchett’s department recruits for two affiliated fleets in addition to the Covenant teams – Southern Refrigerated Transport and Star Transportation (regional dedicated dry van). He’s seeing the most success working through the company’s inhouse prospect database. “I spend a bunch of money with ad partners sending me leads, then I take my applications over the past 12 months and constantly work the whole database,” Hatchett says. That’s accomplished through a series of “basic email campaigns and through remarketing and retargeting,” he says.

WHERE AVAILABLE CDL HOLDERS LIVE THIS MAP SHOWS the residential location of total 2015 commercial driver’s license-holding applicants per capita, by state, according to BestDriverJobs.com and associated network sites owned by CCJ publisher Randall-Reilly. The sites offer trucking employers access to driver leads to initiate conversations about potential employment. “We get around 11,000 applications a month,” says Chip Aldridge, Randall-Reilly Digital Services director. Many come from initial points of contact through job searches, Google-served ads, Facebook and ad aggregators such as Indeed.com. Trucking companies then purchase leads based on geographic need or by lane. Customers include many of the largest truckload fleets but also smaller carriers with targeted needs. “We have about 200 clients per month purchasing this type of service,” says Aldridge. “Half of the 200 clients are

150 trucks or less. I’d say 10 percent are in the 50-truck range.” Deep South states are perennially among those most densely populated by CDL holders treading the waters for employment. Mississippi ranked the highest in 2015, but Wyoming further afield was not far behind. Vermont

and Massachusetts showed the lowest per-capita density of applicants. For video showing how this has changed each year since 2008 and to see total 2015 applicant volume distribution, search “driver population heat maps” at the website of CCJ sister publication Overdrive, OverdriveOnline.com.

2015 CDL DRIVER APPLICATIONS PER 100,000 PEOPLE

25-35 15-24 5-14 0-4

PART 4: Finding drivers

MAVERICK: MAKING MOVIES In-house video proves captivating BRAD VAUGHN, vice president of recruiting for Little Rock, Ark.-based Maverick Transportation, has seen a lot of change in his 15 years with the flatbed fleet, following work as a recruiter for the Natural State’s IT professionals. “When I started, you had to be in the magazines, have an ad in the digests and do a lot of newspapers,” Vaughn says. “My first or second year, we started trying online applications. It’s interesting to see how that’s changed. I can remember sitting in meetings where people would say, ‘If you pull out of the magazines, everybody’s going to notice.’ We didn’t do a magazine ad in 2016.” Everything is happening digitally, from ad buys to applications. What Vaughn believes now is gaining Maverick the most atten-

tion from potential recruits are Youtube videos combined with the company’s Facebook social platform. A

couple of dozen videos are available via the MaverickTransLLC Youtube channel and the company’s website.

“They’re a huge tool for us,” he says. Maverick hired its own in-house videographer

The screenshot in the player shows a recent high-quality video that features brief interviews with drivers in Maverick Transportation’s reefer division.

THE RISE OF VIDEO IN RECRUITMENT MARKETING, INTERNET CONSUMPTION WHILE MAVERICK TRANSPORTATION’S VIDEOS have

a slick professional quality, for those with lesser expertise or lacking the resources to hire talent to produce videos, there’s nothing stopping you from using moving pictures to your recruiting advantage. The march of technology has delivered on bursting barriers to entry, with high-definition cameras in all manner of mobile devices, GoPro cameras and webcams delivering views around the world directly from the truck driver’s point of view. What newer social platforms such as Snapchat have in common is one thing, says Oliver Feakins of AllTruckJobs. com: “Video.” Speaking at Conversion Interactive Agency’s Recruiting and Retention conference, Feakins said the proliferation of online video also is changing the expectations of those who consume the medium – including truck drivers thinking about working for your fleet.

Worrying too much about high production values and image sanitization increasingly will backfire. “Ten years ago, it was all about production values,” he said. “Now it’s about authenticity. The next generation of wouldbe truck drivers is learning how to consume their social media in a video channel.” Feakins referenced the Youtube work of driver Allie Knight, who with a GoPro on the truck, among other explanatory videos and more, has garnered 68,000 followers and more than 20 million video views. “Her cost of admission into this was a $300 camera,” Feakins said. Analysis of online advertisements that contained video versus those that didn’t showed that cost per lead was considerably less for video ads ($6 per lead) versus static banners ($9). “Early adopters win, period,” Feakins said.

PART 4: Finding drivers after realizing that working with an agency was “jaw-droppingly expensive,” Vaughn says. “After we priced three or four, we sat down and made a laundry list of all of the videos we could do. We lucked out and found somebody from an agency here locally who is super-talented.” Vaughn also lauds the video blogs of three or four of Maverick’s drivers who publish almost daily, noting that driver Dale Clay’s Youtube channel is followed by thousands of viewers. “We get a decent amount of hires from our drivers, but we haven’t hosted driver videos directly yet,” he says. The company also uses geotargeting in particular regions through a variety of means and data services. “When I first started

and we had a dedicated job opening in this little town in this rural area of the country, we might try to run a newspaper ad or do local radio,” Vaughn says. “Often, I would end up sending somebody or go myself and set up in a hotel room or banquet hall to recruit. Now, with these tools to identify and market to specific people, it’s all changed the way I do business.” The ability of recruiting service providers to track data and verify the effectiveness of their strategies has greatly improved Maverick’s own in-house efforts, allowing for more effective use of marketing and advertising dollars, Vaughn says. “We’re able to see pretty early on” whether something is

working or not, he says. “If it’s not producing, let’s reallocate these dollars somewhere else.” For applicant tracking, Maverick’s targets on leads “stay live with us for a long time,” Vaughn says. An applicant tracking system database from EBE Technologies enables the fleet to follow the touch points a driver has had with the company, including “text blasts, robocalls, mailers, advertising,” he says. There’s also still a lot of

traditional recruiting that plays a role. “I don’t think that the bedrock things that attract people to the company have changed,” Vaughn says. “For years, we’ve always said we’re a family company and that we treat people like they’re family members. Every company says that, but how else can you do that? You’ve got to prove that to them. Get them on the phone, and then do what you say you’re going to do. It boils down to the golden rule.”

MOST COMMON INITIAL POINTS OF CONTACT WITH JOB CANDIDATES, REPORTED BY DRIVERS Other 11% Facebook or other social media 4% Print advertisement 10%

Referral through other drivers, family, community 51%

Direct phone inquiry 11% Online banner or other advertisement 13%

Source: OverdriveOnline.com poll of company drivers and leased owner-operators

LOW-TECH REFERRALS, BEST SOURCE OF LEADS. From left: FedEx Freight driver Don Logan, YRC driver Steve Fields, ATA Chairman/Jet Express President Kevin Burch and Walmart drivers Allen Boyd and Kenny Lowry. Speaking at Conversion Interactive Agency’s 2017 Recruiting and Retention conference, the four drivers, all America’s Road Team captains, stressed the importance of a fleet’s current drivers when establishing a good reputation for successful recruiting. “You’re never going to get PR as good as you will from your drivers talking about your company to other drivers,” Boyd said at the conference.

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

Attracting drivers with technology International Truck's DriverFirst™ initiative gathers insights that give fleets an edge in recruiting and retaining the best drivers.

riverless trucks – autonomous self-driving vehicles – are often hailed as a future solution for the trucking industry, but a different type of “driverless trucks” – those sitting idle for lack of human operators – are a major problem facing the industry today. Linda J. Negele Any fleet that can’t keep its vehicles on the road due to the decade-long driver shortage has experience with “driverless trucks.” To help customers succeed in this environment, International Truck launched DriverFirstTM, an initiative aimed at listening to driver input and using it to design trucks that drivers want to drive. Linda Negele, who holds a Ph.D in computer science with a specialty in heterogeneous database technology and is senior manager for business strategy in Navistar's Connected Services, answers questions about how the information DriverFirst™ is gathering can help your fleet attract and retain qualified drivers.

What has DriverFirst uncovered from their driver clinics, and fleet feedback?

Our findings show the life of a driver is demanding. The hours are long and the work can be diffcult. The sendentary nature of sitting for prolonged periods of time can also contribute to health problems. When regulations are factored in, such as hours-of-service, the administrative challenges on compliance are presented. In addition to these

concerns companies are finding long haul drivers are becoming harder to find and hire. It's not surprising that some fleets report driver turnover rates of 100 percent, costing fleets thousands of dollars to replace and train new drivers.

Since widespread use of true driverless trucks is still considered science fiction, what is the best strategy fleet managers can use now to keep their vehicles on the road?

Fleets that provide vehicles designed with a strong emphasis on the driver’s perspective have an edge when it comes to attracting and retaining the best drivers. Drivers want trucks they trust to be safe and perform well. Technologies that save time and make their jobs easier are high on their priority lists.

What comfort and convenience features do drivers say are most important?

Comfort and convenience are paramount for a truck that is a driver’s home for long periods of time. That starts with a comfortable ride and interior, made possible by technologies like air suspension, and convenient features like the ability to run key appliances such as fridges, cooking facilities or CPAP devices. Ergonomic features must be geared to the driver’s frame and reach. Vehicle chassis and powertrain designs that reduce noise, vibration and harshness in the cab can ease driver stress and strain. So can a stronger, faster HVAC. Connected vehicles can deliver new entertainment sources in remote areas where cable TV is not accessible.

Q A

What can make the job of driving easier?

More trucks today have automated manual transmissions than was the case 10 years ago, when 90 percent of trucks had manual transmissions. Disc brakes also make for an easier drive. Driver input on placement of controls has resulted in putting key engine controls on the steering column for easier access, and clustering displays for better visibility. And soon, drivers will be able to rely on trucks that park themselves and know when they are getting close to the dock.

What technologies can fleets offer that will increase safety for drivers?

New safety technologies offer improved stability control and better visibility through expanded windshield dimensions and LED headlights. Advanced technologies offer breakthrough features like combined radar and digital cameras to facilitate object detection, lane departure warnings, avoidance of blind spots, and collision mitigation. Catastrophic events like highway pileups during severe weather can be avoided with advanced sensor

technology and vehicle-to-vehicle connectivity.

Can new truck features make a driving career more financially rewarding while improving fleet profitability?

Connected trucks – trucks that use advanced technology to communicate with the driver, a computer in a fleet’s back office, infrastructure and even other trucks – offer many ways of making truck driving more productive, efficient and financially rewarding. Predictive cruise control ties into GPS data and topographic data to optimize fuel efficiency. Remote, predictive diagnostics like OnCommand™ Connection can ease uncertainty about blinking dashboard lights and prevent breakdowns that cost drivers and fleets time and money. For example, OnCommand™ Connection’s Fault Code Action Plans can tell a driver or a fleet manager not only the description of a Diagnostic Trouble Code that caused the light on the dash, but also why it occurred and what needs to be done to fix it. Fault Code Action Plans include a set of driver questions about truck symptoms and lead to a fault code severity rating that tells the driver to stop now, service immediately or service soon. Advanced diagnostics can also link to smart repair routing, sending drivers to the most appropriate service facilities for their needs. Over-the-air programming of engine control

modules can prevent unnecessary trips to service facilities, while optimizing ECM configurations for fuel efficiency and other benefits. Connected technology can even be fun while it impacts the bottom line. When you apply gamification to fuel efficiency, you can allow drivers to compete against each other for the best fuel scores. This type of game has been shown to increase drivers' awareness of and interest in saving fuel and driving down fleet costs.

What is the bottom-line message gleaned from driver clinics and research?

Much has been learned about what can be done to end the driver shortage. Fundamentally, we need to expand the pool of qualified drivers, lower the barriers to entering the profession and make truck driving more attractive. New technologies can build trucks and offer products like connected trucks that drivers want to drive.

INTRODUCING OVER-THE-AIR PROGRAMMING. THE POWER TO UPDATE ENGINE SOFTWARE WITH A SECURE WIFI CONNECTION. Over-the-Air Programming is the first of its kind technology that gives you the ability to recalibrate when it’s most convenient for you, meaning no more scheduled appointments to hold you up. Simply connect your vehicle through the use of the OnCommand™ Link device and a secure WiFi connection, and follow a few easy steps. Combine this with OnCommand Connection, offering you up-to-date diagnostic reports, and you’ll be increasing uptime like never before. Available on Cummins engines in 2017. Now that’s freedom for the open road.

InternationalTrucks.com/OTA

Low diesel prices slow market penetration, but for how long? BY JASON CANNON

he price of a gallon of diesel hovered around $4 from 2011 to 2014, which made a strong business case for fleets interested in cheaper and cleanerburning natural gas. However, the average price of diesel fell to $2.30 per gallon last year, its lowest point since it crossed the $2-per-gallon mark in 2004, stunting growth in the alternative fuels segment. “Diesel prices are a headwind,” says Brad Douville, Westport Fuel Systems’ vice president of business development and product management. “The [return on investment], depends on mileage and several other factors, but at $4 [for a gallon of diesel], the phones don’t stop ringing.” The U.S. Department of Energy says the use of natural gas reduces greenhouse gas emissions anywhere from 6 to 11 percent, and according to ACT Research data, 6,885 natural gas trucks were sold last year, up slightly from 6,767 units sold the prior year. Driven mostly by engine emissions regulations, the agency’s forecast calls for 6,900 units this year – about 4 percent of all heavy truck sales expected for 2017. “I don’t want to call it a stagnant UPS last year invested $100 million in CNG fueling stations and plans to build six market,” says more while deploying 390 new CNG trucks. Steve Tam, ACT

Cheap diesel and concerns about the mileage range of natural gas engines may have kept the second wave of truck buyers out of the market.

Research vice president. “But I would argue we’re in-between the innovator and early-adopter stage.” Cheap diesel and concerns about the mileage range of natural gas engines may have kept the second wave of truck buyers out of the market, but domestic shale gas production and increasingly strict emissions standards may be poised to reignite interest in alternative powertrains. Frost & Sullivan, in a February report, projects market penetration of natural gas heavy-duty trucks to reach 7.2 percent by 2025. “As the market experiences increased propane penetration rates, OEMs need to expand their engine portfolio with gasoline engines or forge partnerships with technology experts,” says Saideep Sudhakar, Frost & Sullivan mobility research analyst. “The entry of Nikola and Tesla in the hybrid- and electric-truck market and Provost and Temsa in the alternative-fuel bus market will prompt major OEMs to launch similar offerings.” From 2011 to about 2013, when natural gas-fired engines quickly were building momentum, many foretold of adoption rates of 20 percent by 2020, but Douville says those expectations have been dialed back. “Twenty percent by 2020 isn’t realistic,” he says. “We can get to 20 percent, but on a delayed timeframe. What’s driving [adoption] is going to move from parity in the price of oil to ‘What is the price of a diesel vehicle that’s going to meet the GHG requirements?’ I think we’re going to see the economic equation shift, and that will drive penetration.” commercial carrier journal

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EQUIPMENT: ALTERNATIVE FUELS Non-diesel price hurdles The biggest issues with wide adoption of natural gas equipment, diesel prices aside, are the upfront cost and range limitation. “You’re looking at an upcharge these days of a minimum of $40,000 to $50,000 between a natural gas-powered truck and a comparably spec’d diesel-powered truck,” Tam says. Sudhakar says increased government incentives across many states will give rise to a fueling infrastructure. But high upfront costs, low oil prices and the launch of hybrid-electric powertrains present hurdles to fleet adoption rates. “Incentives are important, because you don’t have to get over the hurdle of asking yourself ‘What are the financial implications of doing this?’ ” Tam says. “But the cost arbitrage between diesel and natural gas is what brought some people into the market, and when diesel fell below $3, it became ‘advantage diesel.’ ” Expensive emissions equipment that diesel engines need for compliance isn’t necessarily part of a natural gas-fueling setup in a heavy-duty truck, and Tam suggests that rolling those cost savings into additional credits for fleets willing to burn the cleaner fuel would pay dividends. “It doesn’t make a lot of sense to me that when you take all that equipment off, that you can’t apply that as a credit or reduce the costs [of the engine],” he says. Natural gas-powered units also pose challenges on the secondary market. Sales volume of used natural gas trucks to-date is extremely low, making values wildly inconsistent, says Chris Visser, J.D. Power commercial vehicle senior analyst and product manager. “I have seen a few groups of identical trucks sell with pricing all over the place,” Visser says. “I think there are a few dealers with a customer or two in the local delivery and construction industries who buy and sell the trucks. Most dealers will tell you they don’t have a market for them.” Political opportunity While hope for a wide adoption of natural gas in trucking isn’t lost, Tam says some of the fuel’s fate lies in the settling of political upheaval. Last year, Nikola Motor Co. promised the launch of a hydrogen fuel cell-powered Class 8 tractor.

Last month, the Trump administration announced plans to roll back Corporate Average Fuel Economy standards that called for passenger car and truck manufacturers to build units that average 54.5 mpg by 2025. That doesn’t affect greenhouse gas Phase 2 regulations for trucking — yet. “Phase 2 GHG is significant because it’s the most stringent regulation in the world,” Douville says. “But vehicle makers are always hesitant to make changes with new administrations.” That’s left many would-be buyers in the market watching from the sidelines. “With this new [presidential] administration, everyone is waiting to see what is going to happen with emissions regulations,” Tam says. “Potentially pulling out EPA requirements, that’s going to make a tough environment for natural gas adoption. But if it does happen, does the next administration go back and put it back in place?” About 60 percent of the cost of diesel is tied to raw materials. With natural gas, that falls about 25 percent, making it far less susceptible to international political volatility and wild pricing swings. “I think we, as a nation, are going to continue to strive for cleaner air,” Tam says. “We have an ample supply of natural gas, and we cannot say the same thing about oil.” Options, options, options In heavy-duty transportation, natural gas is pretty much a twohorse race between the compressed and liquefied varieties, with CNG starting to pull away.

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EQUIPMENT: ALTERNATIVE FUELS Britt, UPS global director of maintenance and engineering. Britt says UPS has been working on a fuel-cell product in its 22,000-pound trucks since 2010. “A hydrogen fuel cell that propels electric vehicles is the pathway to zero emissions. We really believe renewable hydrogen is the way to go.” Hydrogen, LNG and CNG are only a small sampling of the alternative fuels running the streets in UPS vehicles – part of what Britt calls the company’s “rolling laboratory.” Last year, UPS eclipsed 1 billion miles using alternative fuels since 2010.

Power Solutions International’s 8.8-liter propane engine is available factory-installed in Freightliner’s S2G.

“LNG has somewhat fallen out of favor in the industry,” Tam says. “The issue has been that it’s more expensive [due to dispensing], even though it kind of does address the range issue.” Douville says CNG adoption has been aided by the fact that fleets can experiment with the fuel on a smaller scale, and with less investment, than LNG. “You need a critical mass to open an LNG station,” he says. “If it’s cold LNG, you need about 20 trucks, and if it’s warm LNG, you need about 40 trucks. That becomes significant for fleets that would like to step towards it rather than run towards it.” Tam says that no engines currently being manufactured require LNG, but most natural gas engines can burn it. “The consumer has spoken,” he says. UPS (CCJ Top 250, No. 1) last year invested $100 million in CNG fueling stations and plans to build six more while deploying 390 new CNG tractors and terminal trucks. UPS also is adding 50 LNG trucks and last year deployed 50 LNG vehicles in Indianapolis, Chicago, Earth City, Mo., and Nashville, Tenn., where the company has existing LNG stations. In addition to CNG and LNG, other options are becoming more available. Just last year, Nikola Motor Co. promised the launch of a hydrogen fuel cell-powered Class 8 tractor – a prospect that has Tam excited. “I tend to root for the underdog, so I want to see it be a success,” he says. “The technology works. The application of the technology is the part [NMC founder Trevor Milton] has got to figure out how to make work.” Tam and Milton aren’t the only ones excited by the possibilities of hydrogen. “We are defiantly drinking the hydrogen cocktail,” says Mike

Propane set to pop? UPS has almost 1,400 LNG tractors in the United States and 19 biomethane tractors internationally. Almost 1,800 CNG package cars have been deployed in the United States. Among the fuels in use in the company’s rolling laboratory are electric/hydraulic hybrid, electric, ethanol, LNG, CNG, biomethane, renewable diesel and propane autogas. Propane autogas has emerged as a strong player in the Class 1-7 market. Michael Taylor, director of autogas business development for the Propane Education and Research Council, attributes its market penetration to a propane-fueled vehicle’s lower cost of ownership from initial spec to retirement. “Seven hundred-plus school districts use more than 12,500 propane-powered school buses to transport 700,000 kids to and from school every day,” Taylor says. “The fuel is working exceptionally well in fleets of all types.” Based largely on gasoline-fired engines, propane hasn’t yet found a footing in Class 8. The largest propane engine on the market to-date is Power Solutions International’s 8.8-liter with 339 hp and 495 lb.-ft. of torque – an engine currently available factory-installed in Freightliner’s S2G. “The 8.8-liter is probably good for a baby 8, but we haven’t really cracked the Class 8 heavy transport market yet,” Taylor says. “But we do have Class 8 in our sights.” UPS has almost 1,200 propane-powered package cars as part of its overall investment strategy that calls for about 11 percent of all new vehicles purchased to be powered by alternative fuel.

Power Solutions International’s 8.8-liter propane engine provides 339 hp and 495 lb.-ft. of torque.

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TRAILER FOCUS

Dry Vans

oday’s dry vans are lighter than those of the past while also being stronger. By replacing heavier components with equally strong lighter-weight materials and adding extra strength in areas that need beefing up, designers have been able to build significantly better trailers to carry specific loads without fatiguing certain design elements. Structural integrity has been improved due to more accurate methods in determining where stress loads are the highest, thanks primarily to better design tools that can analyze the properties of the various materials used in the construction process. Manufacturers also have reduced trailer weight by using

composite floors, which also increases load capacity. Composite panels used as side, front and rear door materials allow maximum interior width and length, and a smooth snag-free surface. Thinwall designs also provide added interior width and cube capacity, which means more freight per trailer and better margins for fleets. Many fleets also spec anti-snag roof bows because they help prevent damage to cargo as it’s being loaded. And as durability and maintenance have become major issues for fleets, trailer manufacturers have moved away from, or engineered alternatives to, traditional plywood liners. Look for specs of selected flatbeds in July and refrigerated models in October.

GREAT DANE | www.greatdanetrailers.com CHAMPION CL

CHAMPION CP

LENGTH: 53 ft.

WIDTH: 102.36 in.

HEIGHT: 13.6 ft.

SIDES: 1.1-in. steel hat section uprights on 24-in. centers; logistics

SIDES: Flat composite plate with PPW galvanized steel skins; 0.38-in. aluminum rivets; logistics uprights on 48-in. centers ROOF: 0.04-in. aluminum sheet with bows on 24-in. centers REAR DOORS: 0.5-in. composite swing; dual-seal gaskets; white galvanized steel cover sheet FLOOR: 1.38-in. laminated hardwood CROSSMEMBER: Front – steel hat type for tire protection between support gear and coupler; bay and side areas – 4-in.-deep steel I-beams on 12-in. centers SUSPENSION: Hendrickson HKANT-40K sliding air ride with 49-in. axle spacing ANTI-LOCK BRAKES: Meritor Wabco 2S/1M Easy Stop BRAKES: 16.5-by-7-in. drums with S-cam brakes SCUFF BAND: Two rows – first row, 6-in. extruded aluminum integrated with bottom rail; second row, 7-in. galvanized 18-gauge steel INTERIOR OPTIONS: Overlaid track; various scuff bands; aluminum cargo floors; interior and ceiling linings

posts optional; 0.05-in. prepainted white flat aluminum side sheets; side doors optional ROOF: 0.04-in. aluminum sheet with bows on 24-in. centers REAR DOORS: 0.5-in. composite swing; dual-seal gaskets; white galvanized steel cover sheet; rear rollup doors optional FLOOR: 1.38-in. laminated hardwood CROSSMEMBER: Front – steel hat type for tire protection between support gear and coupler; bay and side areas – 4-in.-deep steel I-beams on 12-in. centers SUSPENSION: Hendrickson HKANT-40K sliding air ride with 49-in. axle spacing ANTI-LOCK BRAKES:

Meritor Wabco 2S/1M Easy Stop BRAKES: 16.5-by7-in. drums with S-cam brakes SCUFF BAND:

12-in. galvanized 18-gauge steel, full length INTERIOR OPTIONS:

Overlaid or recessed track; various scuff bands; aluminum cargo floors; interior and ceiling linings

LOOK FOR SPECS OF SELECTED FLATBEDS IN JULY AND REFRIGERATED MODELS IN OCTOBER.

commercial carrier journal

| april 2017

Today’s dry vans are stronger than those of the past while often being lighter, thanks to improved structural integrity and lighter-weight materials.

TRAILER FOCUS DRY VANS CHAMPION SE LENGTH: 53 ft. WIDTH: 102.36 in. HEIGHT: 13.6 ft. SIDES: 1.1-in. steel hat section uprights on 24-in. centers; logistics posts optional; 0.5-in. prepainted white flat aluminum side sheets ROOF: 0.04-in. aluminum sheet with bows on 24-in. centers REAR DOORS: 0.5-in. composite swing; dual-seal gaskets; white galva-

nized steel cover sheet FLOOR: 1.38-in. laminated hardwood CROSSMEMBER: Front â&#x20AC;&#x201C; steel hat type for tire protection between support gear and coupler; bay and side areas â&#x20AC;&#x201C; 4-in.-deep steel I-beams on 12-in. centers SUSPENSION: Hendrickson HKANT-40K sliding air ride with 49-in. axle spacing ANTI-LOCK BRAKES: Meritor Wabco 2S/1M Easy Stop BRAKES: 16.5-by-7-in. drums with S-cam brakes SCUFF BAND: 10.25-in. galvanized 18-gauge steel, full length INTERIOR OPTIONS: Overlaid track; various scuff bands; aluminum cargo floors; interior and ceiling linings

HYUNDAI TRANSLEAD | www.translead.com HT ORIGINAL

HT HY-CUBE

LENGTH: 53 ft.

WIDTH: 102.36 in.

HEIGHT: 13 ft. 6 in.

SIDES: 0.05-in.

SIDES: 0.05-in. prepainted white aluminum ROOF: One-piece 0.04-in. full-width aluminum sheet, tension-leveled prior to installation REAR FRAME: Hot-dipped 0.375-in. galvanized steel construction with low-profile header, tube-shaped posts; forged steel angle iron in top corners for added rack resistance; lights recessed in rear sill with heavy-duty protection bars CROSSMEMBER: 4-in.-deep hot-rolled steel I-beam; 80,000-psi yield strength, located on 12-in. centers; hat-shaped crossmembers ahead of landing gear; rear 4 ft. of trailer has crossmembers located on 8-in. centers SUSPENSION: Hendrickson Vantraax HKANT 40K Air Ride ANTI-LOCK BRAKES: Two-sensor/one-modulator valve 2S/1M system, PLC4Trucks-compatible system BRAKES: Nonasbestos lining, 16.5-by-7-in. quick-change type; S camoperated automatic slack adjuster INTERIOR LINING: White 0.235-in. HDPE lining installed full height between uprights with no fasteners; side lining hooks into place for easy replacement; exterior-grade 0.5-in. plywood installed on bottom, 0.25-in. on top over front wall

prepainted white aluminum ROOF: One-piece 0.04-in. full-width aluminum sheet, tension-leveled prior to installation REAR FRAME: Hot-dipped 0.375-in. galvanized steel construction with low-profile header, tube-shaped posts; forged steel angle iron in top corners for added rack resistance; lights recessed in rear sill with heavy-duty protection bars CROSSMEMBER: 4-in.-deep hot-rolled steel I-beam; 80,000-psi yield strength, located on 12-in. centers; hat-shaped crossmembers ahead of landing gear; rear 4 ft. of trailer has crossmembers located on 8-in. centers SUSPENSION: Hendrickson Vantraax HKANT 40K Air Ride ANTI-LOCK BRAKES: Two-sensor/one-modulator valve 2S/1M system, PLC4Trucks-compatible system BRAKES: Nonasbestos lining, 16.5-by-7-in. quick-change type; S camoperated automatic slack adjuster INTERIOR LINING: Exterior-grade 0.25-in. plywood installed horizontally over side posts; exterior-grade 0.5-in. plywood installed on bottom, 0.25-in. on top over front wall

HT COMPOSITE/XT LENGTH: 53 ft. WIDTH: 102.36 in. HEIGHT: 13 ft. 6 in. SIDES: 0.25-in. composite panel with prepainted white high-tensile galvanized steel inner and outer sheets ROOF: One-piece 0.04-in. full-width aluminum sheet, tension-leveled prior to installation REAR FRAME: Hot-dipped 0.375-in. galvanized steel construction with low-profile header, tube-shaped posts; forged steel angle iron in

top corners for added rack resistance; lights recessed in rear sill with heavy-duty protection bars CROSSMEMBER: 4-in.-deep hot-rolled steel I-beam; 80,000-psi yield strength, located on 12-in. centers SUSPENSION: Hendrickson air ride ANTI-LOCK BRAKES: Two-sensor/one-modulator valve 2S/1M system, PLC4Trucks-compatible system BRAKES: Nonasbestos lining, 16.5-by-7-in. quick-change type; S camoperated automatic slack adjuster INTERIOR LINING: Exterior-grade 0.5-in. plywood installed on bottom, 0.25-in. plywood installed on top over front wall, none on sidewalls

commercial carrier journal

| april 2017 63

TRAILER FOCUS DRY VANS STOUGHTON | www.stoughtontrailers.com

Z+ COMPOSITE

TOUGH PLATE

LENGTH: 53 ft.

LENGTH: 53

ALUMINUM SHEET & POST

WIDTH: 102 in.

ft. WIDTH: 102 in.

LENGTH: 53 ft.

INSIDE WIDTH: 101 in.

INSIDE WIDTH: 101

WIDTH: 102 in.

LOWER RAIL: 3½ inches taller, allowing rivets

to be placed 3½ inches higher and away from scrape zone SIDES: Prepainted white aluminum panels, splice plates riveted with ¼-in.-diameter aluminum rivets on 1½-in. centers; 14-gauge galvanized steel inner splice plates with 6 in. on center vertical A-slots SIDE RAIL/SCUFF: Height, 1 ft. TOP RAIL: Sidewall sheet extended behind lower portion to eliminate drilling holes and improve water shedding ROOF: 0.04-in. one-piece aluminum sheet; galvanized steel bows 24 in., 16 in., 24 in. on center; roof bows connected using T-bolt and slot REAR DOORS: ½-in. composite panel swing rear doors with dual durometer PVC gaskets FLOOR: 1.375-in. laminated oak; three screws per board CROSSMEMBER: 4-in. I-beam on 12-in. center SUSPENSION: Holland CB-4000 air ride with PosiLok, no dump valve REAR IMPACT GUARD: Full width, standard LANDING GEAR: Holland Atlas 55 LIGHTS: All LED

in. SIDES: Prepainted white composite panels above extended base rail, splice plates riveted with ¼-in.-diameter aluminum rivets on 1½-in. centers; 6 in. on center vertical A-slots SIDE RAIL/SCUFF: Height, 1 ft. TOP RAIL: Sidewall sheet extended behind lower portion to eliminate drilling holes and improve water shedding ROOF: 0.04-in. one-piece aluminum sheet, galvanized steel bows 24 in. on center with 16 in. on center in bay; roof bows connected using T-bolt and slot REAR DOORS: ½-in. composite panels with dual durometer PVC gaskets FLOOR: 1.375-in. laminated oak; three screws per board CROSSMEMBER: 4-in. I-beam on 12-in. center SUSPENSION: Holland CB-4000 air ride with PosiLok, no dump valve REAR IMPACT GUARD: Full width, standard LANDING GEAR: Holland Atlas 55 LIGHTS: All LED

INSIDE WIDTH: 99 in. SIDES: 0.05-in. prepainted white aluminum panels, 0.125-in. corner panel; 14-gauge single-slot logistics posts, 24 in. on center with 16 in. on center landing gear forward SIDE RAIL/SCUFF: Height, 1 ft. TOP RAIL: Sidewall sheet extended behind lower portion to eliminate drilling holes and improve water shedding ROOF: 0.04-in. one-piece aluminum sheet, galvanized steel bows 24 in. on center; roof bows connected using T-bolt and slot REAR DOORS: ½-in. composite panels with dual durometer PVC gaskets FLOOR: 1.375-in. laminated oak; three screws per board, staggered CROSSMEMBER: 4-in. I-beam on 12-in. center SUSPENSION: Holland CB-4000 air ride with PosiLok, no dump valve REAR IMPACT GUARD: Full width, standard LANDING GEAR: Holland Atlas 55 LIGHTS: All LED

UTILITY TRAILER | www.utilitytrailer.com 4000D-X COMPOSITE LENGTH: 53 ft. WIDTH: 102.375 in. HEIGHT: 13 ft. 6 in. INSIDE WIDTH: 101 in. at wearband, 101.25 in. lining to lining REAR DOORS: Composite, satin-finish stainlesssteel rear door case FLOOR: 1.375-in. laminated hardwood CROSSMEMBER: 4-in. steel I-beam on 12-in. center line SUSPENSION: Hendrickson HKANT 40,000-lb. Vantraax air-ride sliding tandem with

commercial carrier journal

| april 2017

Quik-Draw pin release ANTI-LOCK BRAKES: Bendix TABS-6 2S-1M ABS System BRAKES: Outboard-mounted cast-iron drums AXLE: Hendrickson LDA; N-spindle; UTM Premium five-year wheel-end system EXTERIOR/INTERIOR: Prepainted white aluminum exterior side skins; prepainted white 80,000-psi galvanized steel Snag-Free lining with injected polyurethane foam core bonding interior lining panels to outside skin panels LOGISTICS POSTS: A-slot side posts on 24-in. centers; extra posts over kingpin and landing gear

ROOF SKIN: One-piece aluminum coil roof skin with galvanized steel anti-snag roof bows on 24-in. centers; 16-in. centers in bay area

TRAILER FOCUS DRY VANS 4000D LENGTH: 53 ft. WIDTH: 102.375 in. HEIGHT: 13 ft. 6 in. INSIDE WIDTH: 100 in. at wearband, 100.25 in. lining to lining REAR DOORS: Composite, satin-finish stainless-steel rear door case FLOOR: 1.375-in. laminated hardwood CROSSMEMBER: 4-in. steel I-beam on 12-in. center line SUSPENSION: Hendrickson

HKANT 40,000-lb. Vantraax airride sliding tandem with QuikDraw pin release ANTI-LOCK BRAKES: Bendix TABS-6 2S-1M ABS System BRAKES: Outboard-mounted cast-iron drums AXLE: Hendrickson LDA; N-spindle; UTM Premium fiveyear wheel-end system EXTERIOR/INTERIOR: Prepainted white aluminum exterior side skins; 0.25-in. AC grade plywood interior lining ROOF SKIN: One-piece alumi-

num coil roof skin with galvanized steel anti-snag roof bows on 24-in. centers; 16-in. centers in bay area

4000D-X COMPOSITE TBR LENGTH: 53 ft.

EXTERIOR/INTERIOR:

WIDTH: 102.375 in.

Prepainted white aluminum exterior side skins; prepainted white 80,000-psi galvanized steel SnagFree lining with injected polyurethane foam core bonding interior lining panels to outside skin panels

HEIGHT: 13 ft. 6 in. INSIDE WIDTH: 101.75 in. at wearband, 101.25 in. lining to lining REAR DOORS: Composite, satin-finish stainless-steel rear door case FLOOR: 1.375-in. laminated hardwood CROSSMEMBER: 4-in. steel I-beam on 12-in. center line SUSPENSION: Hendrickson HKANT 40,000-lb. Vantraax air-ride sliding tandem with QuikDraw pin release ANTI-LOCK BRAKES: Bendix TABS-6 2S/1M ABS System BRAKES: Outboard-mounted cast-iron drums AXLE: Hendrickson LDA; N-spindle; UTM Premium five-year wheel-end system

LOGISTICS POSTS:

A-slot side posts on 24-in. centers; extra posts over kingpin and landing gear ROOF SKIN: One-piece aluminum coil roof

skin with galvanized steel anti-snag roof bows on 24-in. centers; 16-in. centers in bay area

VANGUARD NATIONAL | www.vanguardtrailer.com VXP LENGTH: 53 ft. WIDTH: 102.36 in. HEIGHT: 13 ft. 6 in. SIDES: 0.313-in. composite laminate CONNECTION POSTS:14-gauge 50-ksi Series A logistics posts, 48-in. centers throughout ROOF BOWS: Anti-snag, 1-in. deep on 24-in. centers prebonded to roof skin, 80 ksi ROOF SHEET: 0.04-in. aluminum REAR DOORS: Composite swing with structural anti-theft pin and collar fasteners, five hinges and one lock rod per door FLOOR: 1.375-in. laminated oak; preunder-

commercial carrier journal

| april 2017

coated, three screws per board CROSSMEMBER: 4-in. I-beams on 12-in. centers; wax-coated 80-ksi high-strength steel SUSPENSION AND SUBFRAME: Air-ride slide, 216-in. rails ANTI-LOCK BRAKES:

Meritor Wabco 2S-1M FRONT LINING: 0.5-in. plywood full height, close out at bottom SCUFF LINING:

Extruded aluminum base rail with

18-gauge galvanized corrugated steel attached to sidewall for a total of 12-in. side protection

Plan for the best, prepare for the worst.

The 4000D-X Composite TBR is the right choice for high cube, heavy duty applications. Featuring a new heavy duty Tall Bottom Rail (TBR) that is 10" taller and 50% thicker at floor level than the standard bottom rail. The 4000D-X Composite TBR still achieves a minimum 101" inside width. ÂŽ

Visit your dealer or learn more at utilitytrailer.com ÂŠ 2 017 Utilit y Tr a ile r M a nu fac tu r ing C o.

TRAILER FOCUS DRY VANS VIP 4000

VIP MAXCUBE

LENGTH: 53 ft.

WIDTH: 102.36 in.

HEIGHT: 13 ft. 6 in.

SIDES: 0.05-in. aluminum

SIDES: 0.05-in. aluminum prepainted white CONNECTION POSTS:14-gauge VIP MaxCube Series A logistics posts, 16-in. centers throughout ROOF BOWS: Anti-snag, 1-in. deep on 24-in. centers prebonded to roof skin ROOF SHEET: 0.04-in. aluminum REAR DOORS: Plymetal swing with structural anti-theft pin and collar fasteners, five hinges and one lock rod per door

prepainted white CONNECTION POSTS:14-gauge 50-ksi Series A logistics posts, 16-in. centers throughout ROOF BOWS: Anti-snag, 1-in. deep on 24-in. centers prebonded to roof skin ROOF SHEET: 0.04-in. aluminum REAR DOORS: Plymetal swing with structural anti-theft pin and collar fasteners, five hinges and one lock rod per door FLOOR: 1.375-in. laminated oak; preundercoated, three screws per board

CROSSMEMBER: 4-in. I-beams on 12-in. centers; wax-coated 80-ksi highstrength steel SUSPENSION AND SUBFRAME: Air-ride slide, 216-in. rails ANTI-LOCK BRAKES: Meritor Wabco 2S-1M FRONT LINING: 0.5-in. plywood full height, close out at bottom SCUFF LINING: 12-in. corrugated steel directly attached to posts SIDE LINING: 0.25-in. plywood recessed between posts

FLOOR: 1.375-in. laminated oak; preundercoated, three screws per board CROSSMEMBER: 4-in. I-beams on 12-in. centers; wax-coated 80-ksi high-strength steel SUSPENSION AND SUBFRAME:

Air-ride slide, 216-in. rails ANTI-LOCK BRAKES: Meritor Wabco 2S-1M FRONT LINING: 0.5-in. plywood full height, close out at bottom SCUFF LINING: 12-in. corrugated steel directly attached to posts SIDE LINING: Snap-in highstrength polypropylene

WABASH NATIONAL | www.wabashnational.com

DURAPLATE

DURAPLATE HD

DURAPLATE XD-35

DIMENSIONS: 53 ft. by 102.375 in. by 13 ft. 6 in.

SIDES: DuraPlate composite panels; flat seam design allows top rail connection to outside panel; extruded aluminum base rail NOSE: Heavy-duty stainless-steel lower nose rail with approach angle; optional DuraPlate nose ROOF: Aluminum roof sheet, anti-snag roof bows; optional DuraPlate roof REAR FRAME: High-performance powder coat; galvanized and stainless steel available DOOR: DuraPlate composite swing door with TrustLock Plus system FLOOR: Full 1.375-in. laminated oak; up to 24,000-lb. rating available CROSSMEMBERS: 4-in. steel or aluminum crossmembers on 12-in. centers in bay, steel crossmembers over subframe and landing gear, 8-in. centers in rear 2 feet, steel-bolted crossmember attachment SUSPENSION: Mechanical or air suspension; parallel P-spindle wheel ends LIGHTS: All LED lights

SIDES: DuraPlate composite panels; flat seam design allows top rail connection to outside panel; 22-in.-high extruded aluminum base rail in lower sidewall NOSE: Heavy-duty stainless-steel lower nose rail with approach angle; optional DuraPlate nose ROOF: Aluminum roof sheet, anti-snag roof bows; optional DuraPlate roof REAR FRAME: High-performance powder coat; galvanized and stainless steel available DOOR: DuraPlate composite swing door with TrustLock Plus system FLOOR: Full 1.375-in. laminated oak with up to 28,000-lb. rating available CROSSMEMBERS: 4-in. steel or aluminum crossmembers on 12-in. centers in bay, steel crossmembers over subframe and landing gear, 8-in. centers in rear 2 feet, steel-bolted crossmember attachment SUSPENSION: Mechanical or air suspension; parallel P-spindle wheel ends LIGHTS: All LED lights

SIDES: DuraPlate composite panels; flat seam design allows top rail connection to outside panel; 22-in.-high extruded aluminum base rail in lower sidewall NOSE: Heavy-duty stainless-steel lower nose rail with approach angle; DuraPlate lower nose scuff riveted to nose panel ROOF: Aluminum roof sheet, anti-snag roof bows; optional DuraPlate roof REAR FRAME: High-performance powder coat; galvanized and stainless steel available DOOR: DuraPlate composite swing door with TrustLock Plus system FLOOR: Full 1.375-in. laminated oak with 35,000-lb. rating CROSSMEMBERS: 4-in. steel crossmembers on 8-in. centers, seven crossmembers over landing gear, steel-bolted crossmember attachment SUSPENSION: Mechanical or air suspension; parallel P-spindle wheel ends LIGHTS: All LED lights

commercial carrier journal

| april 2017

Tire management platform

Self-deploying trailer tail

Wabco’s OptiFlow AutoTail aerodynamic trailer fairing is engineered for automatic deployment and retraction based on driving speed as determined by sensors linked to the company’s Trailer Anti-Lock Braking System. The device is designed to deploy automatically at vehicle speeds of 45 mph to ensure it is used to help maximize aerodynamic fuel savings at higher speeds and to retract automatically at 10 mph. It is made from automotive-grade thermoplastic, a lightweight, durable and long-lasting material that resists wear from weather and vibration. The injection-molded panels have a curved shape and smooth surface that help reduce air resistance. Wabco, www.wabco-optiflow.com, 248-276-1970

Navistar’s 12.4-liter engine

Navistar’s International 12.4-liter A26 inline six-cylinder engine weighs 2,299 pounds – 55 pounds lighter than the N13 engine it will replace in the company’s order book at the end of the year. The engine, which is 2017 greenhouse gas certification-pending, provides up to 475 horsepower and 1,750 lb.-ft. of torque and is available for order on International LT Series long-haul tractors and RH Series regional-haul trucks. The lightweight design includes a compacted graphite iron crankcase, a shot-peened aluminum flywheel housing, composite valve covers and a hollow assembled camshaft that features tool-grade steel lobes for added durability. A variable geometry turbocharger, which uses a titanium compressor wheel with a simplified single-stage design, simplifies the engine’s air and cooling system and also boosts engine braking power by up to 67 percent. A high-pressure fuel system helps boost fuel economy by upwards of 5 percent versus the N13.

Dana Inc. unveiled Rhombus TireAnalytics, a cloud-based tire management platform designed to enable truck owners and fleet maintenance managers to identify best practices for tire maintenance and optimize tire lifecycle management. The platform can help provide insights into the condition of tractor and trailer tires, help identify and analyze tire wear trends, predict maintenance issues that can be addressed preemptively to minimize truck downtime and establish optimal timeframes for scheduled replacement. For larger fleets, it also can help implement custom standardized tire inspection and maintenance practices across terminals. The system integrates portable communications and computing platforms, advanced data collection and analysis, information sharing and dashboard technologies through a cloud-based solution that can be implemented with existing mobile, tablet and desktop devices. Dana Inc., www.dana.com, 419-887-3550

The cylinder head’s port flow geometry is optimized to reduce air restriction and help the engine breathe more consistently from cylinder to cylinder to help increase fuel efficiency. A six-blade radiator fan and a sculpted crankcase and oil pan both help reduce noise. The pistons are engineered with a low-friction skirt coating and advanced piston ring geometry to reduce parasitic losses while also helping to enhance fuel economy. An oil cooler thermostat bypass allows oil to bypass the oil cooler in colder weather, which also helps improve fuel economy. Larger piston pins, connecting rods and bushings help optimize load distribution, and smaller piston cooling jets increase oil pressure to improve lubrication, which helps increase oil change intervals up to 70,000 miles. A laser-welded stainless-steel single-stage exhaust gas recirculation cooler is designed to deliver reliability and performance in a compact easy-to-service package. Navistar International, www.navistar.com, 331-332-5000 commercial carrier journal | april 2017

PRODUCTS

Enhanced trailer lineup

TRUCK PARKING COMMUNITY

• FREE Truck Parking • Shuttle bus transportation to convention center • Showers, food vendors and entertainment • RV parking (no hook-ups)

• Daily meet and greets and celebrity appearances • Live performances at the booth • Prize giveaways and drawings

HEALTH & WELLNESS PAVILION • Free health screenings • Cooking demos • In-cab ﬁtness demos • Healthy food options • Health-related vendors

and we will keep you posted on EVERYTHING to look forward to this year in Dallas!

GATSonline.com

Stoughton Trailers has redesigned several features of its Z-Plate and Aluminum Sheet & Post dry van trailers to help reduce maintenance, improve durability, increase interior space and provide more standardization so that they are interchangeable between both types of trailers. An updated top rail design allows for the sidewall sheet to extend up behind the lower portion of the top rail to improve water shedding. By eliminating drilling holes in the top rail, water tightness has been improved. Roof bows now are connected using a T-bolt and slot design, which allows replacement roof bows to be installed entirely on the trailer’s inside, reducing installation time and the need for exterior scaffolding. The roof bow is pushed up into position, making the replacement process cleaner without caulk smearing, which occurs on trailers where roof bows have to rotate up over a flange. Dry van corner posts and top corner castings now feature interchangeable common corner components, which reduces the number of parts needed for trailer repair. The redesign also increases the Aluminum Sheet & Post corner panel to 0.125 inch from its original 0.050-inch thickness. The casting profile overlaps with the top rail to provide an improved fit and a better water shed. The updated corner posts also create a square interior corner, allowing full-width cargo placement to extend to the front lining. Stoughton’s updated Z-Plate lower rail design is 3½ inches taller, allowing rivets to be placed 3½ inches higher, which moves the rivets away from the scrape zone. A redesigned aluminum side rail and scuff combination has been increased to a full foot in height. The scuff prevents damage from loading and unloading with no exposed attachments that loads can snag or tear out. A redesigned rear impact guard provides improved underride protection over the full width of the rear end without added weight. Stoughton Trailers, www.stoughtontrailers.com, 800-227-5391

Air suspension

SAF-Holland’s lightweight CBX23 AeroBeam air suspension has a base weight of 465 pounds – 45 pounds lighter than the previous-generation CBX23 – and a 23,000-pound-rated fixed-frame suspension suited for flatbeds and tankers. The suspension has heat-treated cast-alloy beams, 80-ksi frame brackets, a 53/4-inch-diameter friction-welded axle and a flexible frame attachment system engineered to fit a wide range of trailer types with multiple frame bracket styles, including weld-on tapered top, weld-on with wing and bolt-on. The suspension is treated with the company’s Black Armour hot-dipped corrosion protection and is available with the NewP89 or P89 Plus Air Disc Brake System and SAF’s Auto-PosiLift Automatic Axle Lift System programmed to automatically lift the front axle in a trailer tandem a minimum of 4 inches when it senses that only one axle is needed to carry the load. SAF-Holland, www.safholland.us, 888-396-6501

commercial carrier journal | april 2017

GATS GET ON THE ROAD TO

AUGUST 24-26, 2017 REGISTER NOW FREE

GATSonline.com WHERE TRUCKING IMPROVES

We will keep you posted on EVERYTHING to look forward to this year in Dallas!

These are just a few:

TRUCK PARKING

HEALTH & WELLNESS PAVILION

DISCOVERY PAVILION

@TruckShow #GATS | #TruckShow GreatAmericanTruckingShow #GATS | #TruckShow

PRODUCTS

Heavy-duty alternators

Prestolite Electric’s Leece-Neville heavy-duty 12-volt alternators are engineered to deliver high output at low engine speeds. The IdlePro and IdlePro Extreme high-efficiency alternators both are designed to help extend battery life and increase vehicle uptime by enhancing electrical system and engine performance. Both also feature a heavy-duty housing design and Prestolite Electric’s Isolated Ground Technology that helps protect engines from potentially severe electrolytic damage caused by stray voltage. IdlePro outputs range from 190 to 350 amps, while the IdlePro Extreme’s output is rated at 220 amps. Prestrolite Electric, www.prestolite.com, 800-354-0560

Linehaul tandem drive axle

Meritor’s 14X HE High-Efficiency Linehaul Tandem Drive Axle is engineered for added fuel efficiency with super-fast ratios down to 2.15 for aggressive downspeeding. The axle offers a 1,850 lb.-ft. torque rating and an 80,000-lb. GCWR and features high-efficiency bearings, the Meritor Lube Management system and precision-finished gearing. Laser welding is used to reduce weight, making the axle 30 pounds lighter than previous 14X designs. The 14X HE’s ring gear is laser-welded to the differential housing to facilitate a robust joint that eliminates fasteners and reduces oil churning losses.

Decking system components Kinedyne’s redesigned head assembly trigger for the company’s K2 Kaptive Beam Decking System interfaces with the revised groovedhead design of the system’s beam adjustment tool to facilitate smoother and more efficient operation. The trigger features an angled lip engineered to enable the beam adjustment tool to make a more secure connection to help ease beam height locking, unlocking and adjustment. The beam adjustment tool has been lengthened to 54 inches and comes with a storage mounting bracket. Kinedyne, www.kinedyne.com, 800-848-6057

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

Trailer monitoring system Industry-Best Output at Low Engine Speeds The innovative new IdlePro™ and IdlePro Extreme™ high-efficiency/highoutput alternators feature exclusive technologies that help extend battery life and increase vehicle uptime. • Superior amperage at low engine RPM • Engine-saving Isolated Ground Technology • Remote Sense capable

Learn more @PrestoliteElectric

commercial carrier journal | april 2017

Assembled In

Truck-Lite’s Road Ready trailer telematics monitoring and communications system is designed to continually monitor and cellularly transmit data from wireless peel-and-stick customizable sensors to an intuitive user interface without requiring tractor power. The system features a solar-powered Master Control Unit and a quickcharging battery engineered to keep its charge for 60 days without any sunlight. It is suited for tire pressure monitoring, lights-out detection, anti-lock braking system monitoring, unauthorized door openings, cargo fill and movement detection, reefer temperature and auxiliary fuel levels, trailer arrival and departure notifications and GPS-based alerts. Truck-Lite, www.truck-lite.com, 800-562-5012

PRODUCTS

LED lights with shapes, patterns

Optronics’ latest 4-inch round and 6-inch oval LED stop, tail and turn lamps employ the company’s Light Guide light delivery method designed to transmit light from one location in the lamp to another and enable the illumination of complex shapes and patterns. The lights are available in flange-mount and grommet-mount versions with standard PL-3 and weather-tight termination options designed for connecting to existing harnesses. The lenses and housings are made of sonically welded polycarbonate material. Optronics Inc., www.optronicsinc.com, 800-364-5483

Fiber braid hose

Gates’ Fiber Braid Lock-On Hose is suited for petroleum-based hydraulic oils, glycol antifreeze compounds, water, engine-lubricating oils and air. The reinforced hose has an oil- and mildew-resistant cover and a 300-psi working pressure and is designed to meet performance requirements for fuel and B20 biodiesel transfer applications of up to 125 degrees Fahrenheit. Gates Corp., www.gates.com, 303-744-5595 commercial carrier journal | april 2017 Untitled-27 1

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PRODUCTS

Trailer access steps

Ancra’s Trailer Access Steps are designed for permanent mounting under the doors of van trailers or straight trucks with a 48-inch deck height. Both the two-step and three-step models are built with interlocking tabs and a slot construction to hold up to 350 pounds. Each unit is manufactured with either a highly-visible safety-yellow powdered coat or a hot-dipped galvanized zinc coat for added corrosion resistance. An anti-slip surface and self-cleaning design allows snow and ice to drop through the tread to avoid buildup. A stow latch secures the system until needed. Ancra International, www.ancra.com, 800-233-5123

Trailer control module

Haldex’s Intelligent Trailer Control Module is engineered to expand the capability of trailer anti-lock braking systems to include faster communications and increased functionality between trailer and tractor, as well as other devices. The ITCM uses Power Line Carrier protocol and the Controller Area Network port and offers multiple auxiliary ports where additional devices can be connected, including Haldex Stability Module, a plug-in auxiliary device for trailer rollover control and automatic braking; Trailer Lift Axle Control; Switch Control, which acts as an on/off switch to provide an action determined by pressures, temperature, power voltage and other inputs; and External System Monitoring, which provides monitoring and reporting on non-Haldex equipment such as tire pressure monitoring systems and integration with a fleet’s GPS system. The self-configurable and flash-upgradeable ITCM’s electronic control module is compatible with 1M, 2M and 3M ABS configurations. Haldex, www.haldex.com, 816-891-2470

commercial carrier journal | april 2017

PRODUCTS

SmartWayverified drive tire Giti’s SmartWay-verified GT Radial GDL651FS long-haul drive tire has a low-rolling-resistance compound engineered to improve fuel economy and generate less heat for added durability. Four zigzag longitudinal grooves are designed for added traction and driving stability, while a continuous shoulder rib design helps prevent irregular wear. Ooptimization of the tread block ratio helps create uniformity in block stiffness, and an enhanced angle in the groove walls and tie bars help resist stone trapping. The tire has a 26/32-inch tread depth and is available in size 295/75R22.5. Giti Tire U.S.A. Ltd., www.giti.com, 866-488-4737

Steam generator

Sioux’s Steam-Flo steam generators are suited for accelerating the curing process in precast concrete operations, heating aggregates for ready-mix concrete operations, sterilizing soil, heating railcars, degassing tanks and thawing frozen pipes and culverts. The low-pressure units operate at 15 psi and are available with diesel fuel-, liquid propane- or natural gas-fired power burners. Stationary and trailer-mounted models, self-contained packages and other custom options are available. Sioux Corp., www.sioux.com, 877-763-4032

Our C Catalog atalog in

Insulated gloves

Galeton’s maX Dominion Gloves are designed with 100 grams of thermal insulation and feature molded rubber protection pads on the back of the hand and fingers and a padded palm for added impact and vibration comfort. They also feature soft, durable goatskin fingers, an adjustable cinch-strap wrist and the company’s Sure-Grip material over the palm and fingertips. Galeton, www.galeton.com, 800-221-0570

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Mugwump Parkway

Pearl’s Pizza Palace

PREVENTABLE or NOT?

Doe’s trailer sliced during pizza pullover

t noon, rain was falling on Mugwump Parkway. Northbound, John Doe was waiting for a chance to turn his tractor-trailer across the opposing traffic lane and enter the parking lot at Pearl’s Pizza Palace. “10-4 on the low-cal cheese and veggies,” mused Doe. Finally, confronted by a virtually empty stretch of road, Doe started his turn. Simultaneously, far ahead in the southbound lane, Betsy Bibbel put John Doe was turning left into a restaurant’s parking lot the pedal to the metal in her bright when a speeding driver came blue Trans Am Formula 350, seekfrom out of nowhere in the ing to beat the “pink” trafﬁc light in opposite lane and couldn’t her path. Traveling at warp speed, avoid a collision. Was this a Bibbel shot through the intersection preventable accident? – and suddenly was faced with the last few feet of Doe’s trailer as it was disappearing into Pearl’s lot. Bibbel realized at the last second that she’d badly miscalculated her closing speed and slammed on her brakes, but her emergency maneuvers weren’t enough to avoid the right rear corner of Doe’s trailer. Thankfully she wasn’t hurt, but when authorities arrived on the scene, they cited a now-starving Doe for failure to yield right-of-way. He never got his veggie pizza, and to make matters worse, he later got slapped with a warning letter from his safety director, who charged him with a preventable accident. A ﬂabbergasted Doe contested the decision, and the case was turned over to the National Safety Council’s Accident Review Committee. NSC ruled in Doe’s favor, saying there was nothing he could have done to anticipate or ward off Bibbel’s mindless sneak attack.

commercial carrier journal | april 2017

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