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MAY 2017

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Autonomous vehicles likely to come later, not sooner Eaton, Cummins form automated transmission partnership

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24 InBrief 26 28

Volvo rolls out new VNR regional-haul tractor International debuts new RH Series regional-haul tractor

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A. Duie Pyle expedites growth using new tech, equipment

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

OOIDA takes ELD case to U.S. Supreme Court

he Owner-Operator Independent Drivers Association has taken its lawsuit against the federal government’s electronic logging device mandate to its last possible stop. The group filed a petition April 10 with the U.S. Supreme Court asking it to hear its case for why the mandate should be tossed. OOIDA wants the U.S. Supreme Court to overturn OOIDA, whose legal team is DOT’s rule to require logging devices to track representing independent truckers records of duty status. Richard Pingel and Mark Elrod in the case, has asked the nation’s high court to reevaluate a lower court ruling issued in October that upheld the U.S. Department of Transportation’s rule to require truckers to use logging devices to track hours of service. The rule was published in December 2015 and requires nearly all truckers, with a few exceptions, to use an ELD starting Dec. 18, 2017. The Supreme Court receives hundreds of petitions a year but generally hears only a few dozen cases. Four of the nine justices must vote to hear a suit for it to come before the court. There’s no timetable for when the court will make its decision on whether it will hear the case. OOIDA filed its suit against the mandate in March 2016, claiming the mandate violates truckers’ constitutional rights to privacy. The rule, it says, “fails to establish regulations at the federal level to serve as a constitutionally adequate substitute for a warrant” as required by court precedent, OOIDA argues. The group wants the Supreme Court to evaluate whether the 7th Circuit Court of Appeals, which heard the cast last year and issued a decision Oct. 31 in favor of DOT and the logging device mandate, “erred by extending the pervasively regulated industry exception…beyond the administrative search of business premises to include the search of drivers in support of the ordinary needs of law enforcement.” The 7th Circuit Court, which is just a step below the Supreme Court, rejected OOIDA’s arguments. A three-judge panel heard oral arguments last September in Chicago Scan the QR code with your before issuing its decision six weeks later, smartphone or ruling the ELD mandate “is not arbitrary visit ccjdigital.com/ or capricious, nor does it violate the Fourth news/subscribe-toAmendment.” The 7th Circuit appellate court newsletters to sign up for the CCJ Daily Report, a daily e-mail newsletis the same court that in 2012 overturned ter filled with news, analysis, blogs DOT’s previous attempt at mandating ELDs. and market condition articles. – James Jaillet

Texas to require intrastate drivers to use ELDs by 2019

exas has updated its hours-ofservice code to require intra-

state truckers to use electronic logging devices by Dec. 19, 2019. The effective date of the federal government’s mandate requiring ELDs for interstate truckers is Dec. 18, 2017. Texas’ new regulations are sparse on detail, simply pointing to the U.S. Department of Transportation code requiring ELDs and establishing an effective date. The minimum device specs will be the same as the federal government’s mandate, but it’s unclear whether the exemptions to the federal mandate will apply to intrastate operators. The state specifies an exemption for truckers hauling agricultural products within a 150-air-mile radius of a commodity’s point of origination or distribution during harvest season. Though Texas appears to be the first state to issue an ELD requirement for intrastate truckers, other states likely will follow soon, said Joe Rajkovacz, head of regulatory affairs for the Western States Trucking Association. Federal regulations require states to adopt laws for intrastate truckers compatible with national laws. Most states will comply without fanfare, Rajkovacz said, but there could be a few standouts, at least initially. “In the end,” he said, federal laws requiring state compliance “will probably win the day.” – James Jaillet

commercial carrier journal

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JOURNAL NEWS

Swift, Knight plan huge merger

rucking giants Swift Transportation (CCJ Top 250, No. 4) and Knight Transportation (No. 24) announced April 10 that the two companies will merge, pending the closing of a deal later this year. The all-stock merger was approved by both the Swift and Knight boards. Following the merger, the companies will be known as Knight-Swift Transportation Holdings Inc. and will trade on the New York Stock Exchange under the ticker symbol KNX. Current Swift shareholders will own 54 percent of the company, while Knight shareholders will own the remaining 46 percent. There will be just one class of shares with equal voting power for each share, according to the merger agreement. “Indeed, by coming together under

common ownership, the companies will be able to capitalize on economies of scale to achieve substantial synergies,” said Swift Chairman Richard Dozer. “This is an exciting chapter in the Swift story, and everyone who is a part of it should be both proud of what we bring to the table and excited about what lies ahead. I am confident in this new team, in the new structure and in the future of Swift in the industry.” According to the deal, each Swift share will be converted into 0.72 shares of the new company’s stock through a reverse stock split. Each Knight share will be exchanged for one share of the new company. Knight-Swift’s board of directors will consist of all of Knight’s directors and four of Swift’s. Jerry Moyes, founder of Swift, will

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Assembled In

Following the merger between Swift Transportation and Knight Transportation, the companies will be known as Knight-Swift Transportation Holdings Inc.

serve as a nonemployee director and senior adviser to the executive chairman and vice chairman. Moyes’ family will own about 24 percent of the company. The leadership team will consist of Kevin Knight, executive chairman; Gary Knight, vice chairman; David Jackson, chief executive officer; and Adam Miller, chief financial officer. “Under this ownership structure, we will be able to operate our distinct brands independently with experienced leadership in place,” says Knight CEO Kevin Knight. “We look forward to learning from each other’s best practices as we seek to be the most efficient company in the industry. We are dedicated to a seamless transition and ensuring continuity for our customers and professional driving associates.” In 2016, Swift reported just over $4 billion in revenue, and Knight reported $1.1 billion. The merger is expected to close in the third quarter. – Matt Cole

JOURNAL NEWS

INBRIEF 5/17 • Tesla’s electric semi-truck is expected to debut late this summer, cofounder Elon Musk announced via Twitter last month. Musk described the “Tesla Semi” as “seriously next level” technology that is being designed to reduce the cost of cargo transport “while increasing safety and making it really fun to operate.” Musk also said that Tesla expects to unveil a pickup in 18 to 24 months. • The Georgia Department of Transportation offered $3.1 million in incentives to a contracting company to have Interstate 85 in downtown Atlanta reopened as early as May 21. The department previously had announced an “aggressive but attainable” date of June 15 to repair a 700-foot section of the roadway following a fire in GDOT’s right of way underneath a bridge that caused it to collapse. The U.S. DOT previously had issued $10 million in emergency funds to help initiate repairs. • The Federal Motor Carrier Safety Administration increased its fine amounts based on inflation, as required by the Federal Civil Penalties Inflation Adjustment Act of 2015. A Final Rule published April 12 in the Federal Register made the higher fine amounts effective 10 days following the rule’s publication. • The National Association of Small Trucking Companies reached an agreement with Help Inc. to offer the PrePass program’s weigh station bypass and toll payment services as an option for bundled packages on NASTC’s Management and Safety Program. The benefit also is offered through NASTC as a nonbundled program. • California legislators last month passed a bill to increase the excise tax on diesel fuel from 16 cents to 36 cents per gallon over 10 years to help fund a $52 billion infrastructure plan. The bill also increases the state sales tax on diesel from 9 percent to 13 percent. The state’s gasoline tax also would increase from 28 cents to 40 cents per gallon during the same timeframe. The state is expecting to generate $25.2 billion from the new tax rates, which would go into effect Nov. 1. • Schneider (CCJ Top 250, No. 8) began trading on the New York Stock Exchange April 6 under the SNDR ticker symbol. The Green Bay, Wis.based company sold about $550 mil-

commercial carrier journal

| may 2017

Trucking orgs back TWIC reform in the works in Congress

rucking organizations are pleased that Congress is considering a measure to let truckers with Transportation Worker Identification Credentials receive hazardous materials endorsements without additional background checks. The National Tank Truck Carriers supports a The Owner-Operator Independent bill that would allow TWIC holders to obtain Drivers Association, American Trucking their hazmat endorsement without the need for additional background checks. Associations and National Tank Truck Carriers applauded the Surface Transportation and Maritime Security Act, reintroduced March 30. Committee chairman Sen. John Thune bill sponsored S. 763, which is similar to legislation the South Dakota Republican sponsored last September. Since 2002, the Transportation Security Administration has required TWIC for truckers and other workers seeking unescorted access to secure areas of port facilities and vessels. Truckers say undergoing separate but similar security threat assessments for the credential and HME results in duplicate fees without enhancing security. The legislation would require greater risk assessment for surface transportation by TSA and also mandates formation of the Surface Transportation Advisory Committee to enhance communication with the agency and participation in policy and pending regulations. – Jill Dunn

Trucking execs: Don’t neglect infrastructure

rucking executives testified last month before a congressional subcommittee about the industry’s need for greater investment in the U.S. highway system. Trucking executives told a Senate panel that infrastructure improvements will help Mike Ducker, president and chief execumove goods safely and efficiently. tive officer of FedEx Freight (CCJ Top 250, No. 2), and Derek Leathers, president and CEO of Werner Enterprises (No. 11), testified before the Senate Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety and Security, part of the chamber’s Commerce, Science and Transportation Committee. “Without improved surface infrastructure and wise policy decisions from Washington, FedEx and other companies cannot continue to help grow the U.S. economy and increase jobs,” Ducker said. “The need for significant investment in our infrastructure has never been more critical.” Both Ducker and Leathers told the panel that the United States must invest more in its roads and bridges so that the industry can move goods safely and efficiently. “Congress should concentrate investment in major freight bottlenecks and congestion that hamper the efficient movement of both freight and passenger travel,” Leathers said. “The additional mileage and congestion combined with high freight demands and insufficient truck parking continues to cause needless added stress and frustration to our driver workforce.” – CCJ Staff

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JOURNAL NEWS

INBRIEF 5/17 lion worth of stock and netted $288.4 million, with the remainder going to Schneider family shareholders. • Estes Express Lines (CCJ Top 250, No. 12), a Richmond, Va.-based less-thantruckload company, announced that it will offer direct service to Canada by teaming with two Canadian LTL fleets to offer service under its own freight bill, allowing U.S. customers to work only with Estes instead of multiple carriers. Starting May 22, Estes will work with Speedy Transport of Brampton, Ontario, and Pacific Coast Express of Surrey, British Columbia, under the banner Estes Canada. • Saia Inc. (CCJ Top 250, No. 26) and Mississauga, Ontario-based TST Overland Express formed a partnership to serve both companies’ U.S.-Canada cross-border less-than-truckload customers. Saia, based in Johns Creek, Ga., will service TST Overland’s LTL freight entering the United States, and TST Overland will service Saia’s LTL freight entering Canada. • USA Truck Inc.’s (CCJ Top 250, No. 57) third-party logistics division, USAT Logistics, expanded its portfolio of services with the establishment of USAT Logistics de Mexico, located in Celaya, Guanajuato. The Van Buren, Ark.-based truckload company said its growing presence in Mexico allows it to reach new markets and provide customers with additional options. • Graebel Van Lines (CCJ Top 250, No. 148) ceased operations, according to a March 22 post by the Dallas-based company to its creditors. The 65-yearold household goods moving fleet was being sued by a California trucker who cited misclassification, and the lawsuit sought class-action status. • Robert Braswell, longtime technical director of the Technology and Maintenance Council, was named acting executive director. Braswell replaces Carl Kirk, who has left the American Trucking Associations-affiliated organization. • Hornady Transportation owner B.C. Hornady died April 15. His father, G.E. Hornady, started the Monroeville, Ala.based company in 1925, and after his death in 1950, B.C. Hornady and his two brothers took over. Hornady, who was 89, had been sole owner since 1977.

commercial carrier journal

| may 2017

Supreme Court defers to lower court on Crete’s apnea policy

he U.S. Supreme Court last month ruled it will not hear a truck driver’s lawsuit against Crete Carrier Corp., leaving in place a lower court ruling in favor of the Lincoln, Neb.based fleet and its policy of requiring testing for obstructive sleep apnea for certain truckers. Crete driver Robert Parker sued the carrier for wrongful termination in 2013, arguing its apnea-screening program violates drivers’ rights within the American Disabilities Act. Parker sought back pay and reinstatement of employment when he was fired for refusing an in-lab sleep study after Crete ordered him to be tested. Crete instituted the policy in 2010 that requires all driver applicants with a body mass index of 35 or greater to be screened for sleep apnea. The 8th Circuit Court of Appeals issued a decision in October upholding the legality of Crete’s policy, calling it “legitimate and nondiscriminatory.” Parker, after being told by Crete to seek testing, brought a note from his personal doctor who wrote that testing wasn’t necessary. Crete suspended Parker after he again refused to take an in-lab apnea test and never reinstated him. Given the 8th Circuit Court’s ruling and the Supreme Court’s April 3 decision to not hear the case, carriers nationwide possibly could Crete Carrier Corp. requires institute similar sleep apnea screen- all driver applicants with a body mass index of 35 or ing policies and not greater to be screened for be subject to court- sleep apnea. ordered payouts. The Federal Motor Carrier Safety Administration’s Medical Review Board last year recommended that the agency adopt a rule requiring drivers with BMIs of 33 and higher, and who meet other criteria, to be flagged for automatic apnea testing. FMCSA has not issued any rule on apnea screening. – James Jaillet

Concrete pump drivers get 30-minute rest break exemption

ertain concrete pump truck drivers that drive across state lines have been granted a reprieve from the federal 30-minute rest break hours-of-service requirement. The Federal Motor Carrier Safety Administration granted an exemption to the American Concrete Pumping Association to allow all concrete pump operators, concrete pumping companies and drivers who operate concrete pumps in interstate commerce to count on-duty attendance time toward the 30-minute break. The exemption went into effect March 21 and is good through March 21, 2019. ACPA requested the exemption in October, saying the 30-minute rest break requirement increased dangerous conditions on jobsites because it required the concrete pumps to shut down for the break, which could allow air to enter the pipes and cause them to whip around and hit a pump operator. The group also said pump operators take breaks throughout the day anyway, so the extra 30-minute break was unnecessary. ACPA also said in the request that concrete pump drivers only drive about 25 to 32 percent of their shift and average less than 20 to 25 miles each day. – Matt Cole

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JOURNAL NEWS

TCA: Keep 80,000-pound weight limit

T TCA says it is open to options to improve highway efficiency and reduce congestion that don’t include increasing the 80,000-pound limit.

he Truckload Carriers Association last month issued a letter to lawmakers in the U.S. House and Senate asking them to retain the current 80,000-pound weight limit for tractortrailers operating on U.S. roadways. Responding to an apparent interest

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by some legislators eyeing an increase to a 91,000-pound six-axle limit, TCA told lawmakers in the letter that an 11,000-pound increase in the country’s truck weight limit would “only benefit a minority of carriers, while forcing the rest of the industry either to divert critical resources into these new configurations or risk becoming obsolete.” Those in favor of the legislation, such as Rep. Reid Ribble (R-Wis.), say increasing maximum weight limits would boost highway safety, reduce congestion and increase trucking’s efficiency. Ribble introduced a bill in 2015 to bump the maximum weight limit to 91,000 pounds nationally. The issue has cropped up several times in recent years in both the House and Senate as either add-ons to larger bills or standalone legislation. TCA seemingly is getting ahead of the looming session when such legislation could be in play. TCA argues an increase in allowable weight limits and a sixth axle would become a de facto mandate for all carriers, as they would be pressed by market conditions to retrofit with the necessary equipment to haul 91,000pound loads to keep up with competitors. Such equipment updates range from $3,000 to $4,800 per trailer, TCA argues, which would cost mid-size carriers potentially millions. Upfitting also would come with higher ongoing operating costs, the trade group argues, such as for brakes, tires and more. “Carriers are unlikely to see rate increases that fully offset the costs of moving the additional weight,” TCA argues in its letter. “Certainly no one will pay for the increased cost of fuel associated with a sixth axle, especially if it was not required for the shipment. The cost burden will fall squarely on the carrier.” – James Jaillet

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JOURNAL NEWS

TRALA seeks ELD exemption for short-term truck rentals

T The Truck Renting and Leasing Association is seeking an exemption from the ELD mandate for truck rentals of 30 days or fewer.

he Truck Renting and Leasing Association – made up of Ryder, Penske and other commercial vehicle renting and leasing companies – is seeking an exemption from the electronic

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logging device mandate for trucks rented for 30 days or fewer. TRALA says the ELD mandate, which has a compliance date of Dec. 18, will “unfairly and adversely affect short-term rental vehicles.” The group says that while it supports the ELD rule and that many drivers who rent trucks will use ELDs, it is unlikely that the driver’s ELD will communicate properly with the rental truck’s telematics platform given the wide array of devices and subscription options available. TRALA says it has two main concerns – data transfer and data liability. For data transfer, it says that a driver or fleet required to use an ELD may rent a truck that has one operating system, but the driver or fleet may use a different one in its trucks, and the data cannot be transferred from the rental to the other truck unless they are on the same system. The group adds that it also would be a problem for a driver to pull his or her duty status from the previous seven days if requested by law enforcement if the rental ELD is not compatible with the driver’s normal ELD. With data liability concerns, TRALA says it has suggested rental companies should be able to collect and report ELD data to customers, giving them access to the data, but the final ELD rule doesn’t require ELDs to be capable of reading exported data from other providers. Additionally, requiring the leasing companies to safeguard the data for each renter, TRALA says, would increase risk for rental companies. In terms of possible solutions, the group suggests the use of a memory stick to transfer data between devices, but the rule doesn’t require devices to be capable of moving data from one to another. – Matt Cole

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JOURNAL NEWS

Trucks in fatal crashes up 8 percent in 2015

he number of trucks involved in fatal crashes increased by 8 percent from 2014 to 2015, according to the Federal Motor Carrier Safety Administration. The agency’s “Large Truck and Bus Crash Facts 2015” report reveals that 4,050 large trucks, those weighing more than 10,000 pounds, were involved in 3,598 fatal crashes in 2015. The large truck involvement rate per 100 million vehicle miles traveled by large trucks also increased by 8 percent, from 1.34 to 1.45. There were about 415,000 policereported crashes involving large trucks in 2015, and 1 percent of them resulted in fatalities, while 20 percent, or 83,000, resulted in injuries of some sort. In a breakdown of crash types, single-vehicle crashes with trucks – which involved a bicyclist, pedestrian or nonmotorized vehicle – made of 20 percent of all fatal crashes, while most fatal crashes involving large trucks, 64

percent, were two-vehicle crashes. FMCSA’s report states there were 3,996 truck drivers involved in fatal crashes in 2015, 206 of which were 25 years old or younger, while 211 were 66 or older. Also, there were 667 truck occupant fatalities, a 2 percent

increase from 2014, with 89 percent of those killed being the drivers. Of all fatal accidents involving trucks, 60 percent occurred on rural roads, while 25 percent were on interstate highways. – Matt Cole

FMCSA reported 667 truck occupant fatalities in 2015, a 2 percent increase from 2014, with 89 percent of those killed being the drivers.

Doc on failing roads counts down to chaos

new documentary released in April on Amazon.com examines the crumbling U.S. infrastructure system and the effect it has on the trucking industry. “Be Prepared to Stop” looks to raise awareness about the impact of deteriorating roads and bridges and the potential impact of their “impending breakdown,” according to the show’s creators. “I don’t think the average person knows just how much we rely on the movement of goods and commodities and how fast this country would shut down if that were in any way infringed upon,” said Jennifer Clymer, the film’s co-director and executive producer. Creators of the documentary inter-

commercial carrier journal

| may 2017

viewed truckers, company executives, representatives of the Owner-Operator Independent Drivers Association and others. The film also examines what would happen during the first five days without trucks in the event of an infrastructure failure. According to the film, after the first day without trucks, medicine would be unavailable at pharmacies, grocery stores would run out of milk, and hospitals wouldn’t have clean linens. By the fifth day, fresh drinking water would be harder to come by, industrial production would stop, ambulances would stop, and hospitals would run out of supplies, medicine and oxygen. According to the film’s website, the

best way to head off an infrastructure crisis is to be in contact with representatives at the national and local level. More information can be found at BePreparedToStop.org. – Matt Cole

The “Be Prepared to Stop” feature documentary film was released on Amazon for online streaming April 6 and can be rented for $3.99 or purchased for $9.99. More information about the film can be found at BePreparedToStop.org.

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

When the robots come for our jobs Autonomous vehicles likely to come later, not sooner

rom being run over by robot trucks to potential increases in freight efficiency, whether you love the idea of autonomous vehicles or hate them, there’s no shortage of naysayers, cheerleaders and fearmongers. The naysayers are the group who claim this technology is more “Jetsons” than reality, and I think this population of people shrinks a little more every day. We all should be able to agree that this probably is going to happen. We can debate when, and we’re about to. The cheerleaders are the ones who comb the headlines daily for results of Otto and Embark tests, and the ones who follow every turn the Google car makes. Optimists by nature, I think this group has set themselves up most for disappointment because the pace of commercialization in this space simply isn’t moving fast enough for them. I’m somewhere in the middle. I foresee way too many technological and legislative hurdles in both the near and AUTONOMOUS ANGST: People are afraid of this technology and have made that pretty clear. MANY OBSTACLES: I can’t foresee self-driving trucks blowing up the labor force anytime soon.

DIFFERENT ROLES: I think many of the jobs lost with larger carriers will remain in trucking.

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| may 2017

While much of the assembly process at Ford’s plants is automated, the company still employs about 8,000 workers there.

long term for autonomy to be “on the horizon.” I think of it as more “in the pipeline.” People are afraid of this technology and have made that pretty clear. A Tesla already has killed its driver in an at-fault accident, and another accident in Arizona placed Uber’s autonomous program on a brief pause. None of these “self-driving cars” has hit a pedestrian – yet. If or when that happens, that could add years to a rollout. While Henry Ford was banging away on sheet metal in his garage, most people weren’t clamoring for cars. I haven’t passed a horse on the interstate in a long time, so the public got used to the idea and embraced it. That, too, will happen with autonomy, but slower – like pouring molasses through a sieve. The third group, the fearmongers, comes in two subsets: The ones who have watched the killer-car movie “Christine” a few too many times, and the ones who predict major economic upheaval. According to a report from the Center for Global Policy Solutions, 2.86 percent of all U.S. workers are employed in driving occupations, and that same report predicts that more than 4 million of those jobs likely will be eliminated with a “rapid transition” to autonomous vehicles.

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

My prediction on full autonomy (Level 5) doesn’t have the phrase “rapid transition” anywhere close to it – at least not to the point that it obliterates most of the workforce. A little math is in order to help make my point. Through the 1950s and into 1960, a heyday for U.S. automotive production, about 16.6 percent of working Americans were employed directly or indirectly by the industry. According to the Auto Alliance, automobile manufacturing currently provides 7.25 million American jobs – about 3.8 percent of private-sector employment. The employment gap during those nearly 60 years is caused by robots. CGPS claims the number of workers in driving occupations from 2010 to 2014 was 4.1 million. Just more than 3.1 million (about 77 percent) are delivery and heavy-truck drivers. If autonomy actually slashes 4 million jobs as CGPS predicts, the entire transportation labor force would crash to about 120,000 jobs. Assuming each segment (buses, taxis and trucking) takes a proportionate share of the 97.5 percent loss of jobs, there could be fewer than 80,000 truck-driving jobs available in the United States. Using the hit taken by automotive manufacturing as a baseline – a process much easier to automate than 3 million 18-wheelers – I can’t foresee autonomous trucks blowing up the labor force anytime soon. I’m not going to pretend to be an expert on the subject of economics or job losses, but my from-the-hip estimate is something in a range of 10 percent or less, and even that will be phased in over a series of many years as trucking graduates through autonomy Levels 2 through 5. An autonomous truck doesn’t make the same amount of business sense to John Doe Trucking as it might for UPS or Walmart, and CGPS’s estimated loss of more than 3 million truck-driving jobs indicates that almost the entire industry goes driverless. That won’t happen rapidly. Maybe ever. Further, I think many of the jobs lost with larger carriers – which will embrace autonomous capabilities first and most – will remain in trucking, but in a different capacity, such as logistics and warehousing. The number of people actually displaced, I am hopeful, will be small. There’s no arguing that autonomy in trucking is what the techno-guys like to call a “disruptor.” We’re all going to get a new version of reality one day, but I think it will be more of a series of uncomfortable adjustments rather than a sweeping reinvention of the industry – at least for the foreseeable future. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Eaton, Cummins form automated transmission partnership

aton and Cummins formed a joint venture to produce automated transmissions for heavy- and medium-duty commercial trucks. Cummins and Eaton each will own 50 percent of Eaton Cummins Automated Transmission Technologies. Under the terms of the agreement, Cummins will consolidate joint venture results as part of its components business segment, and Eaton will receive $600 million in cash from the engine maker for its share in the deal. Tom Linebarger, Cummins chairman and chief executive officer, said the partnership will deliver advanced au- The Cummins-Eaton partnertomated trans- ship will deliver advanced automated transmissions missions and and also develop an intealso develop grated powertrain and a an integrated service network. powertrain and a service network. Eaton’s current medium-duty automated transmission, Procision, and next-generation heavy-duty automated transmissions will be part of the joint venture. In addition, the joint venture will market, sell and support Eaton’s current generation of automated heavy-duty transmissions to OEM customers in North America. Eaton’s Vehicle Group will retain its global manual transmission business, global clutch business, current-generation medium-duty and heavy-duty automated transmission businesses outside of North America, global aftermarket business, light-duty transmission business, agricultural transmission business and global automotive business and associated product lines. – Jason Cannon commercial carrier journal

may 2017

INBRIEF • Navistar recalled about 2,700 International trucks because of a faulty air dryer mounting bracket that could fracture, causing the air brakes to lose pressure. Affected trucks include 2017 LoneStar models manufactured between June 7 and Dec. 20, 2016; 2016-17 ProStar models made between May 5, 2015, and Dec. 22, 2016; 2016-18 LT models built between June 1, 2015, and Jan. 12, 2017; and 2017-18 RH models manufactured between March 30, 2016, and Dec. 14, 2016.

If I use thinner oils will my engine still be protected? The ability of engine oil to prevent wear by keeping moving parts separated is one of the key functions that it has to perform. That ability comes from the fluid viscosity and the additives which protect By Dan Arcy Shell Lubricants the metal surfaces. The thickness of the oil film which separates the moving parts is dependent on the viscosity of the oil and it will also depend on the speed and load of the engine operation. If oil is too thin to provide effective separation between moving parts or does not effectively control contaminants, this could result in increased wear through the contact of metal parts or abrasive wear, and could possibly shorten engine life.

• Detroit Diesel Corp. changed the factory-fill oil for its DD13, DD15 and DD16 heavy-duty engines to low-viscosity FA-4 for extended maintenance intervals and improved fuel economy. An“Efficient Long-Haul”category has been created for the DD13 and DD15 in over-the-road duty cycles that exceed 7 mpg, allowing the DD13 to travel up to 65,000 miles between oil and filter changes and the DD15 to reach 75,000 miles.

As truck and engine manufacturers are trying to achieve the maximum fuel economy for their equipment, the trend is to use lighter viscosity oils to assist in reducing fuel consumption. These full synthetic or synthetic blend oils are expected to provide fuel economy benefits, but not compromise on engine durability. Through extensive testing on synthetic blend Shell Rotella® T5 10W-30, Shell has demonstrated a 1.6% fuel economy improvement benefit vs. conventional 15W-40* with no compromise on durability.

• Peterbilt now offers a warranty for certified preowned Paccar MX engines through Peterbilt dealers and Paccar Financial Used Truck Centers. The warranty covers the engine and aftertreatment system for one year/125,000 miles.

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

• Mack Trucks made rolling start and auto neutral standard on its mDrive and mDrive HD transmissions. Rolling start allows drivers to shift the transmission into drive without pressing the service brakes, while auto neutral automatically shifts the mDrive into neutral when the parking brake is set.

A number of diesel engine manufacturers recommend lower viscosity lubricants in their newest engines, and the move to lower viscosity lubricants is reinforced by the announcement that one of the focus areas for the next generation of heavy-duty diesel engine oils will be fuel economy improvements, which lower viscosity oils have demonstrated the ability to provide. This is particularly important as the first-ever fuel economy regulations for heavy trucks will begin in 2014.

• Kenworth’s T680 and T880 models now are available with Dana Spicer’s D-Series lightweight steer axles for use with air disc brakes. The axles feature a lightweight beam with a robust axle-to-brake attachment to help maximize performance, while the steer arm uses a smaller design envelope to also help reduce weight. The axles also feature an integrated air disc brake knuckle.

Synthetic engine oil also can help keep the engine clean through improved sludge, deposit and varnish protection, and helps reduce overall engine wear under extreme operating conditions. Synthetic engine oils typically have more stable viscosity and provide better protection when the engine is running under high-temperature conditions, such as high speeds and heavy loads.

• Peterbilt Models 520 and 320 equipped with the Cummins ISL-G Near Zero engine have been granted eligibility for the California Air Resources Board Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project, which encourages the adoption of low-emitting hybrid and zero-emissions trucks by assisting fleets with their purchase.

*as demonstrated in 2009 on-the-road field testing for 10W-30 viscosity grade only, highway cycles, compared to Shell Rotella® T Triple Protection® 15W-40.

This monthly column is brought to you by Shell Lubricants. Got a question? Visit ROTELLA.com, call 1-800-237-6950 or write to The ANSWER COLUMN, 1001 Fannin, Ste. 500, Houston,TX 77002.

• Ryder System updated its standard rental truck specifications to include safety technologies such as forward-looking radar and collision mitigation systems. Ryder previously offered these technologies as an available option to its ChoiceLease customers.

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

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• Penske Truck Leasing established an onboard technology consulting group as a value-added service to help customers ad-

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

dress the proliferation of technology choices and answer questions that fleet operators may have about selecting, evaluating, implementing and using onboard systems. • Prestolite Electric, a manufacturer of high-output alternators and gear-reduction starter motors marketed under the Leece-Neville Heavy Duty Systems and Prestolite brands, is working to develop advanced-efficiency and next-generation technologies to support the initiatives of the SuperTruck II program created by the U.S. Department of Energy to improve heavy-duty truck efficiencies. • Pressure Systems International completed the acquisition of Truck System Technologies, a provider of tire pressure monitoring systems for the recreational vehicle market. • Firestone Industrial Products announced an average price increase of up to 6 percent for its light- and heavy-duty air spring products. The company said the increase was driven by the escalating costs of raw materials, including natural rubber. • Stoughton Trailers purchased 17 acres of land in Brodhead, Wis., for possible future expansion of its current semi-truck overthe-road trailer operations in the city. The Brodhead facility employs over 100 people. • Wabco opened a new air disc brake plant in Charleston, S.C. The company invested $20 million in the 145,000-square-foot facility, which employs 230 workers. • Agility Fuel Solutions debuted its Blue iQ natural gas fuel product developed through the company’s partnership with Cummins to help natural gas vehicles optimize fuel consumption and maximize uptime. Blue iQ integrates with Cummins Connected Diagnostics, Decisiv’s Insite service tool and QuickServe support to connect vehicles, drivers, managers and technicians. • Momentum Fuel Technologies added a 175-gallon diesel-gallon-equivalent back-ofcab system – its largest to date – to its lineup of compressed natural gas fuel solutions for Class 6-8 trucks. The 175DGE system’s fuel management module works in conjunction with Rush Truck Centers’telematics platform. • Consolidated Metco, a supplier of commercial vehicle components, announced a partnership with Protean Holdings to develop an electric in-wheel drive system to provide hybrid-electric solutions for medium- and heavy-duty commercial vehicles. • Tenneco’s Monroe Commercial Vehicle technical resource center produced two videos for service technicians –“Preventive Maintenance: How to Reduce Downtime” and“Shock Inspection Processes.”The videos are available for free on YouTube.

YOUR FLEET MAY RUN OUT THERE. BUT ITS SUCCESS STARTS RIGHT HERE. From this chair, you can see the business you’ve built. But you can also see where it can go. We can too. That’s why Shell ROTELLA is made to help you take your business farther. Shell ROTELLA T4 Triple Protection is our most advanced Shell ROTELLA ever, with exceptional wear protection, superior engine cleanliness, and enhanced protection against oxidation. So you can close the gap between the business you see today, and the one you can see tomorrow. Learn more at www.rotella.com ®

THE ENGINE OIL THAT WORKS AS HARD AS YOU.

VNR production will begin in August at Volvo’s New River Valley plant in Dublin, Va.

Volvo's VNR a response to evolving regional market BY JASON CANNON

olvo Trucks North America has a new addition to its VN Series: the VNR, a regional-haul tractor that will succeed the VNM at yearend. It will be available as a day cab, a 42-inch flat-roof sleeper and a 61-inch mid-roof sleeper. “With the new VNR, we’ve actually brought really great aesthetics to that product, but we’ve also brought aerodynamics with that,” said Wade Long, director of product marketing, at the truck’s debut at ExpoCam in Montreal. The Volvo D11 is standard on the VNR, with up to 425 hp and 1,550 lb.ft. of torque. It also can be spec’d with a D13 rated up to 500 hp and 1,850 lb.-ft. of torque. Compared to a VNM equipped with an EPA 2014 engine, the new VNR, with an EPA 2017 engine, features a fuel economy improvement of more than 3 percent. “The regional-haul segment is changing and growing,” said Göran Nyberg, VTNA president. The VNR’s launch coincides with what the company believes is strong market potential in regional trucking operations, citing shrinking lengths of haul, driver desire for more home time and consumer demand for immediate deliveries. The VNR features Volvo’s highstrength steel cab that exceeds the Volvo Swedish Cab Safety Test and 26

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ECE R-29 rollover requirements. Available side airbags for the driver’s seat offer extra protection; the steering wheel-mounted airbag is standard. VNR’s chief designer Brian Balicki said inspiration for the exterior came from motorsports. “We wanted to make sure it looked light and airy but also very robust,” he said. With a 113-inch BBC and improved sightlines over the hood, the VNR is designed for increased maneuverability and versatility in tight spaces to complement its 50-degree wheel cut. “We’ve brought the hood in closer to the radiator package, giving us 4

more inches of corner visibility,” Long said. “It puts the ends of the bumper completely inside the turning circle so the driver doesn’t have to worry about where those are in tight turning situations.” Volvo Active Driver Assist warns drivers through sound and a critical warning signal projected onto the windshield when they approach too close to an object in front of them. The system can apply brakes automatically to help mitigate a collision. A 5-inch full-color display features audio with Wi-Fi, Bluetooth, navigation, apps and an exterior camera.

Volvo’s VNR improves the driver’s position with two additional inches of seat travel. The seating is designed to ensure that shorter drivers can keep their feet flat on the floor. A new three-motion adjustable steering wheel offers tilt and telescoping and provides a 30-degree tilt relative to the steering column.

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Learn more—and see if Jimmy kisses that taser— at getbestpass.com or call 888.410.9696.

RH Series improvements include fuel economy, turning radius, dash design, visibility and noise reduction. Navistar will begin taking orders this month.

International debuts regional-haul tractor BY JASON CANNON

nternational Truck’s new RH Series tractor replaces the ProStar 113-inch BBC model and the TranStar 107. The regional-haul tractor, introduced last month at ExpoCam in Montreal, will be offered in a 56-inch low-roof sleeper, 56-inch high-rise sleeper, day cab with roof fairing and 56inch high-rise sleeper with roof fairing. The RH Series is the first to get International’s new 12.4-liter A26 engine and Bendix's Wingman Advanced Collision Mitigation system as standard. Aerodynamic and driveline improvements make the RH Series up to 6 percent more fuel-efficient than the trucks it replaces. The same aerodynamic improvements also reduce wind noise. Engineers with International’s parent Navistar redesigned side windows and mirrors to provide enhanced side visibility. The truck has an inside wheel cut of up to 50 degrees, delivering a curb-to-curb turning radius of 27 feet and 10 inches. The interior design was based on a study of interaction points between the driver and the truck, Navistar says. Features such as a large swept-back windshield, optimized mirror placement and an aerodynamic sloped hood contribute to greater visibility. “We drew upon the expertise of drivers to ensure that the RH Series 28

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is the most driver-centric Class 8 regional-haul vehicle we’ve ever built,” says Denny Mooney, senior vice president of global product development for Navistar. The cab wiring includes all-new harnessing and an in-cab power distribution module that is inside the truck, tucked away from the elements. All key service points under the hood, inside the cab and around the vehicle are designed for easy access and servicing, and many components have been engineered with longer intervals between required maintenance. The new single-canister aftertreatment system is 60 percent smaller and 40 percent lighter than the prior system

and also offers faster servicing. Built from the MAN D26 engine crankcase, the A26 outputs up to 475 hp and 1,750 lb.-ft. of torque. International says the A26 is the quietest, most efficient engine in its on-highway lineup. At 2,299 pounds, it’s the lightest engine in its class and is 55 pounds lighter than the N13 engine it will replace at the end of the year. The A26’s design includes a compacted graphite iron crankcase – a North American first for a Class 7-8 truck – an aluminum flywheel housing that is shotpeened to prolong durability, composite valve covers and a hollow assembled camshaft that features tool-grade steel lobes for added durability.

The redesigned interior features a new premium gauge cluster with a digital driver display. Real-time monitoring of fuel economy and other important alerts are in clear sight. The new display also offers up to 15 customizable digital gauges.

You stop sooner because we go further. Abex RX 6297

217 feet*

Abex RN 6260

218 feet*

Current FMVSS 121 RSD Standards

250 feet

Previous FMVSS 121 Stopping Distance Requirement

355 feet

Abex® has a proven history advancing brake technology with continuous and determined global R&D. It’s why Abex is dramatically enhancing safety with brake shoes engineered to stop up to 33 feet shorter than the industry standard.* Now that’s just what you would expect from one of the largest global friction manufacturers: brake technology that’s miles ahead.

To learn more, visit us at www.FMheavydutyparts.com * Stopping distance for Abex RN 6260 represents the best of the 6 stops at 60 mph and GVWR from results based on FMVSS 121 vehicle test conducted by Link Commercial Vehicle Testing, Inc. (“Link”), an ISO-certified independent testing facility, on a 6x4 truck-tractor at a GVWR of 52,000 lbs (12,000 lbs. steer/40,000 lbs. tandem) configured with 16.5" x 5" S-cam Drum brake on the steer axle and 16.5" x 8.625" S-cam Drum brakes on the drive axles. Stopping distance for Abex RX 6297 represents the best of the 6 stops at 60 mph and GVWR from results based on FMVSS 121 vehicle test conducted by Link on a 6x4 truck-tractor with a GVWR of 60,600 lbs (14,600 lbs. steer/46,000 lbs. drive axles) configured with 16.5" x 5" S-cam Drum brake on the steer axle and 16.5" x 7" S-cam Drum brakes on the drive axles.

TEST DRIVE: MACK GRANITE MHD

A manly Baby 8 Mack’s Granite MHD a grownup on worksites BY JASON CANNON

he idea of a tweener or a Baby 8 truck isn’t exactly new, but Mack’s approach with the Granite MHD is somewhat unique. In many cases, a Class 6 or 7 unit is spec’d up to give the smaller truck enough power and the capability to move upwards of 60,000 pounds. This lowers the sticker price, but most often you’ll find a smaller cab with fewer features and lighter components, including frame crossmembers. In the case of the Granite MHD, a standard Granite model is refitted with lighter components, including a Cummins 9-liter ISL engine, an Allison 3000 RDS sixspeed automatic transmission and, in some cases, lighter frame rails, axles and suspensions. The end result is a scaled-down Class 8 truck that still provides a larger cab and increased rigidity. Powered by Cummins’ lightweight ISL, the truck sits on a Mack Cornerstone chassis with a high-strength steel frame that, while weighing less, doesn’t sacrifice stiffness and performance. My drive on the surface roads of Indianapolis was highlighted by tight handling and more than enough power from the engine’s 345 hp and 1,050 lb.-ft. of torque.

The test-drive unit was outfitted with a 10-foot-by-36-inch snowplow, which added some head-weight to the truck.

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Mack’s Granite MHD is designed to be a scaled-down Class 8 truck that still provides a larger cab and increased rigidity.

The cab of the Granite MHD is roomy, comfortable and quiet.

Otherwise, the MHD looks and is outfitted like any other Granite – comfortable, roomy and rugged. The Granite MHD features flush and extended channel-type front bumpers and hood-splash shields to help extend component life by keeping the engine compartment clean. My unit was outfitted with a 10-foot-by-36-inch snowplow, which added some head-weight to the truck, and the back was equipped with an 11-foot dump box – a common municipal spec for the truck. The galvanized steel cab, coupled with the 9-liter ISL, makes for a quiet ride, and mounting it on airbags and shocks means the truck absorbs most of the battering before it reaches the driver. With a tight steering radius, the Granite MHD easily navigates narrow streets and crowded jobsites and makes quick work of plowing a small patch of snow from the Indianapolis Zoo parking lot. All Baby 8s are built to take a beating, but Mack’s Granite MHD is a heavyweight that is fighting in the middleweight division, allowing it to take one across the teeth time and time again.

in focus: SUMMER TRUCK PREPARATIONS

Springtime is a great time for PM BY JASON CANNON

easonal shifts in temperatures can be a welcome change for fleets that are prepared for them. Many trucks have spent the last several months battling winter conditions, and as spring arrives, several key maintenance areas should be addressed before the summer heat hits hard. HVAC Since the air conditioning system doesn’t get a workout in the winter, problems may go undetected. Cooling the cabin against hot temperatures is more stressful on the system than heating it. While a pressure test is a good idea, it’s also worth looking into a recharge. Replacing filters is also a good summer-readiness practice. “With warmer weather comes an increase in seasonal allergens such as pollen and mold,” said Layne Gobrogge, Luber-finer’s director of heavy-duty marketing. “Higher temperatures also bring about an increase in air pollution and dust mites.” When these contaminants enter the cabin through the truck’s HVAC system, concentrations can multiply by up to eight times higher than normal, resulting in the in-cab air becoming more polluted than the air outside. “Given the number of hours OTR drivers spend behind the wheel, that’s why it’s so important to maintain a safe, healthy and comfortable environment with a cabin air filter that cleans and purifies the air coming into the cab, especially when temperatures start to rise,” Gobrogge said. Tire pressures Outside temperatures can cause subtle adjustments to tire pressure, leading to increased wear. “For every 10-degree change in tire temperature, the tire pressure can change 2 psi,” said Joe Puff, NationaLease’s vice president of truck technology and maintenance. “The reduction of pressure in the tire may reduce the tire’s rated weight-carrying capacity significantly.” Tires get hotter as they roll, and with outside temperatures climbing, so will pressures with each mile. “Too low of an air pressure for the load being carried will increase the tire temperature, which can lead to tire failure,” Puff said. Cooling system Cooling system maintenance during the fall and winter is common, but spring may be the most critical time. “Cold snaps can certainly wreak havoc on a cooling system,” said Colin Dilley, Prestone Products Corp.’s vice president of

Several key maintenance areas should be addressed before the summer heat hits your trucks hard.

technology. “However, the prolonged warm season where temperatures tend to spike for weeks and months at a time can be even more destructive.” Hoses become damaged and brittle over the winter and during summer are exposed to extreme temperatures that can cause leaks and breaks. Clamps and metal components may have been damaged by salt and road sludge, making them weaker and prone to failure. “Compound these environmental problems with upkeep issues, and you have a recipe for potential engine failure,” Dilley said. To protect against overheating, test the fluid to ensure its coolant-to-water ratio is near 50 percent, and also test for inhibitors and water quality. Drivers also should examine the coolant’s color, Dilley said. “If the original color has turned to a murky brew, or if you don’t remember when the coolant was last changed, it’s time to take action,” he said. Batteries and electrical system While batteries usually get a thorough checkup before winter, hot weather actually is more damaging. Weak batteries can fail in excessive heat, damaging other parts of the electrical system. “High resistance in cables can take out a starter or alternator by overworking it,” said Daniel Mustafa, TA’s assistant manager of technical development. “Resistance goes up with temperature.” Resistance often is caused by corrosion that fortunately must work its way several feet into the cable before affecting cranking power. Before summer arrives, check all cables, the battery, the starter and the charging systems. “I would specifically request for a voltage drop test on my starting and charging cables and then ask them for the value,” Mustafa said. “Anything over .5 volts is a failure.” commercial carrier journal

may 2017

PA R T N E R S O LU T I O N S / P R E PA S S

6 Things to Consider When Selecting a Weigh Station Bypass System

According to the Federal Motor Carrier Safety Administration, weigh station bypass systems can save an average of $8.68 and five minutes per bypass. That does not include extra time and money spent should your truck get inspected. Two primary types of technologies are used for weigh station bypassing: Radio Frequency Identification (RFID), which identifies vehicles through windshield-mounted transponders, and Commercial Mobile Radio Services (CMRS), which uses cellular technology for truck identification through mobile phones, tablets and in-cab telematics devices. Here are 6 factors to consider before selecting the weigh station bypass system that’s best for your fleet.

Not All Bypass Technology Platforms are Equal

One of the primary differences between RFID transponders and cellular CMRS is reception – how well signals are transmitted between weigh stations and trucks. RFID transmits and receives signals with almost 100% accuracy. Alternatively, just like your cell phone, CMRS signals can be dropped, affected by terrain, weather, service providers, the type of cellular device or tablet, and the quality of the GPS chip set. Another concern of CMRS is signal latency, or delays in the transmission time between the truck and the station. You don’t have to worry about latency when using RFID. That’s because RFID transponders have a response time measured in just a few hundredths of a second from the time the truck approaches a weigh station, transmits its credentials and the driver receives

a green light to bypass. In contrast, because so many different factors affect cellular CMRS-based weigh station bypass, a driver may get a bypass signal too late to bypass, if he or she gets one at all.

Compare Bypass Opportunities That Best Match Your Routes

When evaluating weigh station bypass service providers, an obvious consideration is the number of service locations. However, there are big differences in how providers count the number of weigh station locations where they offer service. Fixed open weigh stations are permanent facilities in regular operation. Alternatively, “mobile” sites are possible temporary positions staged along a highway by law enforcement. There is typically no active law enforcement presence at these so-called “mobile” sites except when a special targeted enforcement activity is underway, if ever. Therefore, determine where your trucks operate in relation to a truck bypass service provider’s network of fixed open sites. Often, providers will quote the number of total bypass opportunities and savings resulting from these bypasses. Before you bank on these numbers, ask vendors if they claim bypasses of closed sites and virtual sites where no enforcement is present as true bypasses. After all, a bypass is not really a bypass if the weigh station is closed or there is no enforcement presence to operate a “virtual” site. Lastly, consider weigh station sites with weigh-in-motion scales (WIMs). Embedded in the roadway, the truck weight reading must match the correct truck. CMRS cellular signal latency and trucks following closely can result in a mismatch between the truck and the weight reading resulting in an automatic pull in. This problem does not occur with RFID transponder systems.

Ensure Safety Data is Available to Improve Your Operation

Some systems offer reporting tools to help improve safety and the company’s transportation operations. For example, PrePass includes InfoRM™, a safety intelligence tool that unpacks the numbers affecting your fleet’s Inspection Selection System (ISS) score. Discover which inspections your trucks are failing, and any patterns of infractions, even if the inspections are conducted at roadside and not in a weigh facility. InfoRM provides actionable intelligence to make changes in your fleet’s operations so trucks spend more time running on the road and less time at weigh stations or pulled over for roadside inspections. Such tools are useful for all fleets, regardless of size. You can also use safety intelligence data to help negotiate lower insurance rates, improve maintenance, and build relationships with law enforcement.

Pay Tolls Electronically Through an RFID-Based System

Another difference between truck bypass systems using RFID rather than CMRS is the integration of electronic toll payment capabilities with an RFID transponder. Some truck bypass system providers not only integrate tolling into their service, but do it with a single transponder, as opposed to having different transponders from each tolling agency. Even if your trucking operation rarely has to pay tolls, having a truck bypass system that also handles toll payments is a major cost-saving benefit.

Determine Just How Much You Can Save

When selecting a weigh station bypass system, you need to determine how much you can save. A federal study estimates a single bypass is worth five minutes and $8.68. But let’s dig into that further with one case study of a fleet with just over 325 trucks. In one year alone, company trucks received green lights from the nation’s largest RFID-based system to bypass weigh stations 94.3% of the time, for more than 30,800 bypasses. That not only saved more than 12,000 gallons of fuel, but also provided nearly 2,600 hours of productivity that allowed their trucks to keep on driving. The bottom line? $154,000 savings in operating costs.

There’s Still a Place for CMRS

While RFID is more reliable, it’s also more expensive to install at weigh stations. However, HELP Inc., the non-profit provider of PrePass, has invested more than $600 million to deploy PrePass weigh station bypassing and other services. HELP constructs PrePass locations at heavily trafficked sites and other key locations, currently 315 across the United States. CMRS can best be deployed at low-traffic sites with good cell connectivity by creating a GPS geofence. As long as cellular coverage is consistently strong and the state does not use WIM weights in the bypass decision, this solution can benefit fleets with simple bypassing needs. Some fleets maximize bypasses with both a transponder and a mobile app working together. Even within this scenario, CMRS providers instruct customers to default to the more reliable transponder message when used together.

If you have questions regarding your routes and the benefits of transponders and mobile applications, contact PrePass at (877) 867-6704.

technology

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

Express routing A. Duie Pyle expedites growth using new tech, equipment

otor carriers, especially those in the lessthan-truckload sector, are benefiting from new opportunities in e-commerce and expedited shipping. This transition comes with the challenges of updating equipment, technology and services that traditionally have been geared toward serving customers in the more traditional sweet spot of LTL shipments weighing between 2,000 and 5,000 pounds. A. Duie Pyle was recognized as a CCJ Innovator in 2015 for the investments made in equipment, infrastructure and technology to create a new Customs Solutions Group that primarily manages dedicated and private-fleet replacement services for shippers. The carrier continued to route all shipments in its network weighing between 150 and 15,000 pounds with tractortrailer combinations. That model has evolved with the company’s new Express Solutions Group and focus on increasing freight velocity and reducing shipment transit times for customers. As an LTL carrier, A. Duie Pyle has seen expedited shipping become the fastestgrowing segment EXPEDITED SHIPPING: LTL companies are benefiting from of its business, new e-commerce opportunities. especially for shipments weighing less OPTIMIZED MATCHING: Custom than 500 pounds. routing software matches freight The reason for this with the right P&D vehicle. growth is the changNO CLASS 8 NEEDED: Non-CDL ing expectations of employees at A. Duie Pyle now have businesses and cona solid career path. sumers in a market that increasingly is driven by e-commerce, says Randy Swart, chief operating officer. In spring 2016, the company started a proof-of-concept to provide same-day expedited shipping of freight weighing less than 500 pounds for customers in the Boston area. The experiment proved successful, and today the company has a fleet of 72 ESG delivery trucks and plans to expand by another 60 trucks within a year. A. Duie Pyle developed custom routing software that op34

commercial carrier journal

may 2017

A. Duie Pyle’s Express Solutions Group uses smaller straight trucks, both diesel and electric-hybrid Hino trucks with an 18foot box, to make pickups and deliveries.

timally matches freight with the pickup-and-delivery vehicle most suited to the task for an incoming shipment order. Orders might be routed to an ESG truck with a liftgate that can make a driveway delivery or to a heated trailer during the winter if the shipment contains a substance that cannot be frozen. ESG delivery vehicles are not routed with any shipment over 500 pounds. The hybrid trucks are limited to operations in New York City and surrounding metropolitan areas that have more stop-and-go traffic to regenerate the battery system. A. Duie Pyle also is realizing the benefits of offering nonCDL employees a career path through its internal truck driving academy that leads to earning a Class 8 license. “When we hire a dock worker that learns our culture, we can promote him or her into an ESG truck,” Swart says. “We teach them how to be a good pickup-and-delivery driver, and they retain our culture. Then they drive a little bit of a larger truck. We believe that moving drivers through a career path makes a very stable valued employee, and their retention rate is much higher.” AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call 385-225-9472.

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INBRIEF • TMW Systems announced the integration of its TMW.Suite transportation management software system with TruckRight’s driver recruiting and retention system, allowing driver data created or modified within the TruckRight portal to be pushed automatically to a driver profile within TMW.Suite. Carriers, brokers and third-party logistics providers using TMW.Suite will be able to access up-to-date driver names, license numbers, contact information and other data without having to re-key information. • Spireon released its FleetLocate FL Solar solution for trailer and asset tracking that allows fleets to maintain a pulse on trailer activity regardless of whether the device is connected to tractor power or not. It is engineered for quick installation and is suited for fleets that operate trailers or other assets that don’t support traditional power options. Data is managed through Spireon’s online FleetLocate platform. • PeopleNet, a provider of fleet mobility technology, now offers a connection to 4G LTE networks through its ConnectedFleet platform, allowing fleets to connect their drivers, devices and equipment in real time to help improve efficiencies and increase safety. Customers also now have the potential for faster connection speeds and the ability to access information more efficiently in geographical areas that previously had little to no coverage. • Trucker Path, creators of a trip-planning app for truck drivers, announced that its Truckloads freight marketplace now has a truck search feature to find available carriers. Brokers that post freight on Truckloads can search for verified carriers based on location, equipment type and safety rating, and companies also can contact available carriers directly. The feature’s launch includes 5,000 qualified carriers, with more planned. • FR8 Revolution, a developer of cloud-based freight transportation tools, launched its FR8Star Heavy Haul Marketplace at FR8Star.com. The online marketplace includes a rate calculator for pricing oversize/ overweight loads with up-to-date state permit fees and escort costs, optimal shipping routes and the ability to request quotes directly from carriers. Carriers bidding for these loads also have access to the rate calculator to help them submit a competitive and educated quote. • TMW Systems announced the integration of its TMW.Suite and TruckMate transportation management software systems with Geotab, enabling users of either platform to manage and automate their dispatch operations, driver messaging and hoursof-service compliance more effectively. Arrival and departure functionality, forms processing, enhanced GPS data and frequent HOS updates will help ensure faster delivery of accurate information to both the dispatcher and driver, while operational service forms will help streamline customer- or fleet-specific tasks.

commercial carrier journal

may 2017

GreenRoad, Smith System partner for driver safety training

he challenge of driver safety is finding something that will change bad driving behaviors and sustain that change over time. GreenRoad says it addresses this challenge by making drivers conscious of errors using a combination of immediate feedback, coaching and training tools. Its technology detects 150 different maneuvers, and the newest generation does it by using the built-in accelerometer and GPS capabilities in smartphones and tablets, said Zeev Braude, chief executive officer. Fleets that use GreenRoad also have access to an online business intelligence platform GreenRoad’s driver safety with customizable reporting and analytics for platform detects risky driving behaviors using tracking driver safety and fuel scores. the accelerometer and GreenRoad last month announced a partGPS data of smartphones and tablets. nership with driver training company Smith System that will combine in-vehicle driver safety technology and coaching with Smith System’s instructor-led training. The training Smith System will be able to offer as part of the joint offering can help carriers offer more employee engagement through specialized training, Braude said. “As carriers are struggling with employee and driver retention, we see the ability to offer specialized training as an effort by the employer to educate and retain their good employees,” he said. The GreenRoad platform maps driving errors to key Smith System principles, such as space management by location. The in-vehicle application gives drivers immediate feedback in terms of Smith System principles, such as when drivers have harsh braking events. Drivers also can view their GreenRoad score by using a mobile app or the Driver Engage online portal. The score represents the number of errors they have per hour of driving. Smith System will implement GreenRoad’s in-vehicle monitoring system as part of its curriculum to support behind-the-wheel training and further improve and standardize driver coaching and feedback substantiated with data. “GreenRoad’s mobile technology application provides drivers with immediate feedback on driving behavior and at the same time provides critical data to fleet managers who in turn can apply the Smith System proven training tactics that change driver behavior,” said Frank Powers, senior vice president of sales and marketing for Smith System. Smith System offers online videos and hands-on training from instructors to help drivers master the operation of any type of vehicle and react properly to unexpected situations. – Aaron Huff

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technology

Motus targets battery drain from GPS tracking apps

n the tech world, a beacon is a small device that emits a signal that is picked up by a mobile app running on iOS and Android devices. The app reacts accordingly to notify a client of the beacon’s proximity. In transportation, one of the most recent applications for beacons is the ridesharing service Uber. The company gives contractor drivers a small device that goes on the windshield. It uses colorpairing technology to help drivers and riders connect at night more quickly, particularly at crowded venues. Riders can personalize their pickup by selecting a color for the beacon to glow on their driver’s vehicle. Motus, which offers a mobile platform for vehicle management and mileage tracking for reimbursement, announced another use for beacons in transportation: to reduce battery drain from mobile

Craig Powell, Motus president and CEO, says GPS-enabled technology creates a struggle between location accuracy and battery consumption.

apps that use GPS to track assets. “Battery drain is a reality for any location-based app, as GPS-enabled technology creates a struggle between location accuracy and battery consumption,” said Craig Powell, Motus president and chief executive officer. “The more frequently GPS collects data from the phone’s GPS chip, cell towers and Wi-Fi hotspots to determine location data, the

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more battery is consumed.” The types of fleets that use the Motus platform have workers who are service, sales and delivery professionals with nonspecialty vehicles they use for both personal and business purposes. Rather than install a telematics device to track personal and business use of the asset, companies can use the Motus platform, which includes a mobile app that drivers download to a smartphone or tablet. The Motus Beacon is a small hardware device that uses Bluetooth Low Energy technology to sense whether or not a Motus user’s mobile device is in proximity to their vehicle. When the user approaches or is inside their vehicle, the Motus Beacon senses their proximity and automatically enables the Motus App for mileage tracking when the vehicle begins moving. Conversely, when the vehicle is stopped, the Motus App automatically shuts down, preserving the user’s battery life until returning to their automobile. The Motus Beacon typically is placed in the glove box or center console. The device has a basic accelerometer that Motus plans to use for future applications that will track driver safety behaviors. “The beacon-based proximity industry has seen tremendous growth over the past few years,” said Rick Blaisdell, chief technology officer. “Our investment in using beacon technology to solve battery drain is only the first step in developing much broader applications to benefit our end users.” – Aaron Huff

Customer testing revealed up to an 80 percent savings in battery life when pairing the Motus Beacon with the company’s mileage tracking app.

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technology

INBRIEF • Pegasus TransTech, a provider of enterprise mobility, telematics and business process automation, announced that Drivewyze has joined its Transflo Connect Partner Program and will be integrating weigh station bypass features into Transflo Mobile, a driver workday management application. • EFS announced the implementation of its fuel card and fleet payment system by NFI, a Cherry Hill, N.J.-based supply chain solutions provider with a dedicated fleet of more than 2,200 tractors across North America. EFS also announced the renewal and extension of its relationship with Phoenix-based Knight Transportation (CCJ Top 250, No. 24). • Logistical Labs, a cloud-based supply chain software company, partnered with C.R. England (CCJ Top 250, No. 19) to offer door-to-door refrigerated intermodal booking through the LoadDex analytics platform. By accessing C.R. England’s TempStack network directly from LoadDex, customers that are shipping refrigerated products can obtain intermodal rates instantly. • Netradyne, a provider of artificial intelligence and Internet of Things systems for fleets, announced that Taylor, Mich.-based Load One, a provider of time-critical transportation and logistics solutions, signed as the first commercial customer for its DriverI vision-based safety platform. • Stay Metrics announced that Birmingham, Ala.based P&S Transportation (CCJ Top 250, No. 104) and Load One both selected its online safety training platform and content. Stay Metrics’Drive Safe library of training modules is available as part of its driver rewards, recognition and engagement platform. The company also provides ongoing research and analytics to help clients improve driver retention. • Omnitracs announced that Cargo Transporters (CCJ Top 250, No. 209) activated Omnitracs Weigh Station Bypass Service provided by Drivewyze PreClear on all 525 trucks in its fleet. The Claremont, N.C.-based truckload and dry van carrier said the technology, which is available on Omnitracs’electronic logging devices, eliminates additional subscription-based service costs. • FourKites announced that third-party logistics provider NFI Industries selected its real-time load-tracking solution to help enhance its logistics operations. • Driver iQ, a provider of background screening and driver monitoring services, announced that American Central Transport, a Liberty, Mo.-based dry van carrier with 330 trucks, is using its solutions to lower administrative and driver recruiting costs by processing applicants faster and more accurately with less staff. • Bolt announced that its cloud-based fleet management system was selected by Styline Logistics, a Huntingburg, Ind.-based furniture carrier with 170 company trucks and 20 independent contractors.

commercial carrier journal

may 2017

ARI Accident Dashboard unveils fleet accident trends

RI, a provider of fleet services, added an Accident Dashboard to its ARI Insights portal to help fleet managers see the impact that accidents have on a company’s bottom line and identify trends and patterns that might suggest additional training is needed or other changes should be made in order to prevent accidents. Available to clients using ARI’s Accident Management and Telematics program, the Accident Dashboard details accident-related data across an entire fleet through charts and graphs. Accidents can be examined by day of the week and time of day, all over a 12-month period, helping fleet managers identify potentially at-risk time periods. Fleet managers also can identify drivers with multiple incidents and the average cost per incident. The dashboard contains 14 metrics to monitor, analyze and take action on accident claim information. The Accident Dashboard also gives fleet managers the ability to fairly compare accident rates among different divisions, since it is able to determine the number of claims per million miles driven. Previously, fleet managers only were able to compare divisions by the number of accidents that had ARI’s Accident Dashboard details accident-related data occurred without across an entire fleet through charts and graphs. taking into account how much each had traveled. “With accident data presented this way, we believe fleet managers are able to understand the trends behind accidents in their fleets and will be able to better determine what actions can be taken to minimize accidents, and what driver safety training needs to be assigned as a result,” said Tony Candeloro, vice president of product development and client information services. Accident Dashboard also tracks the costs associated with each accident, allowing users to identify the average and total cost for preventable and nonpreventable accidents by division and plot that information to see the trend over the past five quarters. ARI also introduced ARI WatchList, another tool available via ARI Insights to clients using Accident Management and Telematics. The ARI WatchList tool will notify a fleet manager of critical events such as accidents and downtime as they happen and allow such events to be monitored in a newsfeed format reminiscent of a social media feed. – Aaron Huff

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technology

in focus: MAINTENANCE SOFTWARE

Upgrading the shop Dossier Summit presents new ways to keep equipment running BY AARON HUFF

ompanies that develop fleet management software are making life a lot easier for drivers, technicians, fleet managers and executives alike. Fleet maintenance software systems track maintenance-related activities and costs. Many of the software’s functions center on the repair order process, from identifying vehicles in need of maintenance to entering and approving repair orders and purchases, and then tracking all of the labor, parts and other costs associated with repairs. The software systems now being demoed at user conferences have new dashboards with graphical objects, known as cards, to display various metrics tailored to individual user responsibilities and preferences. As part of these new designs, software companies have given their customers the flexibility to build workflows that simplify steps for users to identify and act on the exceptions. In many cases, it only takes a mouse click to complete a process that used to take minutes or hours. At the Dossier Summit, held April 18-19 in San Antonio, fleet maintenance personnel were given a preview of a new system they can expect in 2018. Although no official announcement was made, Dossier Systems is working on a major redesign of its flagship maintenance management software. To date, the Dossier software has been designed to run on Windows PCs, and an online or Software-as-a-Service version also is available. The future release will have responsive design elements to adapt the user interface to any device, mobile or PC, with many new features that improve the user experience, said Bob Hausler, vice president of technology and marketing for Dossier Systems. Now on the market The 2017 conference also was about what fleets can do today to improve asset maintenance with technology by using the newest version of Dossier 6.6. The Active Alerts notification system is enhanced to give users more flexibility to specify who can receive and respond to automatic messages. The system can be configured to send alerts when certain conditions have been met, such as when preventive maintenance work has become due based on mileage or hours. A fleet could set up an Active Alert to notify a driver and a

commercial carrier journal

may 2017

Fleet maintenance software systems track shop-related activities and costs.

dispatcher that a PM service is due. A text message could be sent to the driver’s phone asking him to contact the shop and schedule the PM service. Another alert could notify the driver when the repair order is closed and the vehicle is ready to return to service. Also on the mobile front, drivers and technicians can use personal devices to login to a mobile version of Dossier called Dossier Lite to input odometer readings and enter items in need of repair as “work pending.” Dossier Lite comes with the base Dossier system for no extra charge. Dossier 6.6 also offers new integrations with third-party systems, including an automatic import for Technician Hours data from timekeeping systems such as Kronos. A new prepackaged General Accounting Export integration groups maintenance costs into standard accounting buckets for easier import into business systems. The system also supports additional integrations with telematics providers through the Dossier On-Board module. Through Dossier On-Board, diagnostic trouble codes enter the Dossier system as work-pending items. With one click, a user can create a repair order. Likewise, integration with electronic driver vehicle inspection reports from telematics providers give users a simple workflow to approve and create repair orders for items that fail drivers’ pre-trip inspections. Once the repair order is completed, a message is sent back to the driver to confirm the work was done. Dossier On-Board now integrates with Omnitracs XRS, adding to existing integrations with Zonar and others.

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Chevron leads the way in oil innovation By Shawn Whitacre

s a leading global integrated energy company, innovation is a way of life at Chevron. And, specifically with the Delo® brand, we have more than 80 years of being at the front of the pack, delivering on a commitment to anticipate our customers’ needs and to develop products that help them run their business more efficiently.

Q: What are some of Chevron’s technological advancements that are considered industry firsts? These “firsts” date back to as early as 1936 when we marketed the first compounded engine oil, enabling high speed diesel engine development. Only five years later, we developed a single product that the U.S. Navy could use in all of their diesel engines, significantly reducing the complexity of their maintenance operations. That spirit of innovation drives us still today. Over the past 25 years, diesel engine technology has evolved significantly,

primarily to keep pace with ever-tightening regulations that first targeted pollutant emission reductions and that are now focused on reducing greenhouse gas emissions and improving engine efficiency. In 1996, Chevron was the first to document 1 million miles of operation without an overhaul in three different engine models, while being the first to market oils meeting the API CH-4 performance category. New performance standards were introduced every five to six years after that, and we continued to innovate – bringing higher performing oils to market, while upping the ante in terms of

life to overhaul. In fact, in 2012 we achieved 1.5 million miles of engine operation in a Detroit Diesel Series 60 without an overhaul. Delivering the customer value goes beyond just keeping their equipment running longer. It also involves extending maintenance intervals so customers’ products can stay on the road. We recently demonstrated a product that went more than 100,000 miles without an oil or oil filter change. These are oil drain intervals that were unheard of when I started in the industry 20 years ago. And, most recently, I’ve been really proud of the innovation behind the most expansive new product launch in Delo’s history. We’ve introduced a family of products meeting the API CK-4 and API FA-4 categories that give our customers maximum flexibility to match a product to their business’

Q: How does the new Delo 400 product line continue to provide innovations in technology? Our New Delo 400 product line provides: • Up to 35 percent improved oil oxidation* • Up to 68 percent improved wear protection* • Up to 46 percent improved piston deposit control* *As compared to previous generation API CJ-4 standards.

We’ve delivered these improvements, while also introducing our ﬁrst ever lower phosphorus product line that uses ashless anti-wear technology in combination with other traditional performance additives.

needs. Whether it be one of our high performing SAE 15W-40 products for use in off-highway equipment, or older on-road trucks, or a new low viscosity SAE 10W-30 that delivers maximized fuel economy – we’ve got it covered! Q: How does the introduction of ISOSYN Advanced Technology continue Chevron’s pioneering reputation? When it comes to delivering on the stringent requirements of today’s engine oil standards, there isn’t a silver bullet. It truly requires the integration of many components that work hand-in-hand to provide the wear protection, deposit control, and resilience to ever hotter operating environments that these new specs demand. ISOSYN Advanced Technology represents our approach to integrating premium Chevron base oils, advanced additive technology, and of course

leveraging over 80 years of formulation expertise to bring the technology to life. Q: Describe how Chevron’s new Delo 400 with ISOSYN advanced technology works in synergy with the changing engine conditions to maximize protection, optimize performance and extend oil life? The engine oil has a really tough job. It has to be ﬂuid even at very low temperatures when an engine has been sitting overnight, but also be prepared to stand up to the high heat environment once the equipment gets running – without breaking down, forming deposits, or becoming corrosive. To do this we balance a combination of base oils and new higher performing additive technology that maximizes these performance advantages – keeping both the engine and the engine oil running longer!

Q: What do you see on the horizon for oil innovations? I really believe that there is so much more that we can do to enhance customer value. We’re doing this by developing even lower viscosity oils that further improve fuel economy, reducing maintenance costs by introducing products that extend oil drain intervals, as well as products that keep emission control systems running longer without costly maintenance. The future is bright!

About the Author Shawn Whitacre is the lead formulator responsible for development of Chevron’s API CK-4 and FA-4 product line. He is the chairman of the ASTM HeavyDuty Engine Oil Classiﬁcation Panel, which is tasked with the ﬁnal development of the Proposed Category 11 (PC-11) requirements that took effect in late 2016. ■

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

WHOâ&#x20AC;&#x2122;S GOING TO QUIT?

THE FIRST 90 DAYS

Finding exitprone drivers

Onboarding and listening

PAGE 53

MOBILE APPS How to engage drivers directly PAGE 53

PAGE 56

PAIN POINTS Finding the right aspirin PAGE 57

PLAYING GAMES Enticing drivers to stay, succeed PAGE 55

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PART 5: Retaining drivers The latest technologies allow fleets to tackle driver retention and take a more scientific approach to attempt to stamp out the problem at its source.

Advanced tools help carriers keep, reward drivers before they quit BY JAMES JAILLET THE DRIVER TURNOVER

rate for large carriers, a quarterly statistic issued by the American Trucking Associations, hit a fiveyear low in 2016, dipping to 71 percent. That’s a mild number for an industry that struggles with retaining its labor force and in recent years has seen turnover rates hang above 100 percent for quarters on end. However, the retention gains weren’t due to a sudden shift in the industry’s relationship with its drivers.

Instead, a weak freight market and loosened capacity dampened drivers’ ability to job-hop. When the market-based forces change course again, as is expected this year, driver turnover rates likely will return to 90-plus percent – if not higher. But advances in technology, as in all corners of the industry, are providing carriers with new tools to tackle this decades-old problem. Fleets now can take a more scientific approach to retention and

attempt to stamp out the problem at its source. Data gleaned from modern systems such as electronic logging devices and fleet management software allows carriers to use algorithms to track driver behavior and target those deemed at risk for leaving the company. It also allows carriers to implement scoring and ranking platforms for their drivers – a growing retention tactic for large and small fleets alike. Having the ability to

predict which drivers are on the verge of quitting or implementing driving scoring programs won’t solve fleets’ retention problems outright. However, such strategies can help put a dent in sky-high turnover numbers and save much of the costs and headaches associated with poor retention. Modern communication methods such as mobile apps and social media also bring new opportunities for carriers to better tackle poor retention rates. This is Part 5 of CCJ’s Tech Toolbox series, a monthly series running through 2017 that examines technology’s increasing role in the trucking industry and its impact on carriers’ operations. Visit CCJTechToolbox.com to see other installments in the series and special multimedia content. Next month: Technology’s role in maintenance.

PART 5: Retaining drivers

PREDICTIVE SOFTWARE HELPS IDENTIFY EXIT-PRONE DRIVERS WHETHER CARRIERS USE a custom-built system or an industry standard program, predictive modeling is meant to help them lean on the past to predict the future. Relative to retention, this means using data increasingly available to carriers, such as hours of service and mileage, to identify turnover patterns and alert carriers to drivers whose data shows a termination risk. Fleets then can intervene to engage at-risk drivers and potentially prevent their exit. Providers of such systems, including Omnitracs and StayMetrics, work with fleets to develop a custom program designed specifically around their operational and retention needs. They also can implement a standard off-the-shelf program geared toward smaller carriers whose data sets may not be as unique as those for larger ones. More tech-savvy fleets can build their own in-house predictive models. Carriers began using predictive analytics and modeling as early as 2004. The systems – and the data that feeds them – have grown much more robust and effective. “Specifically to retention, we can look at data for drivers that have quit at a company in the past and what led up to it and then use patterns to look for similar patterns going forward,” says Lauren Dominick, head of predictive modeling for Omnitracs. “Red flags usually come up with any variability.

People are creatures of habit, and generally when we see variability, it’s predictive.” Variability in hours and pay are some of the stron-

gest indicators of drivers at risk of quitting, says Dominick. Omnitracs “takes any or all data” available from carriers

to build and implement a model to help head off turnover, including data on hours of service, trips, mileage, pay and more. The model runs at

MOBILE APPS AID DIRECT DRIVER ENGAGEMENT SOCIAL MEDIA OUTLETS SUCH AS

Facebook, while heavily used in driver recruiting, also give carriers new avenues to market themselves to current drivers and gain valuable feedback and insight from them. Industry upstarts can do the same with a more polished – and more productive – platform. Tech startup Workhound gathers driver feedback through a browser-based app. It alerts drivers to submit feedback via a text message, which sends them to a basic form where they say how they feel about their job and provide insight into why they feel the way they do. “What we know is that in trucking, a driver can be happy on Tuesday, upset on Wednesday and decide to turn in their truck on Friday,” says Max Farrell, Workhound co-founder. Drivers submit anonymous feedback to carriers as often as they like. If a driver says he or she is on the verge of quitting, the carrier can request to contact the driver through Workhound and attempt to alleviate the driver’s issue. “The goal is to use that feedback to take action to address those urgent issues,” says Farrell. The company is doing pilot tests with several fleets, including U.S. Xpress (CCJ Top 250, No. 14) and Southern Refrigerated Transport, part of Covenant Transportation Group (No. 41). CDL Helpers, another tech startup, provides a similar service. It tracks interactions between drivers and managers and notifies managers should a conflict arise, giving carriers the opportunity to

prevent a driver conflict from bubbling into a resignation or a termination. Carriers also can develop their own proprietary feedback apps. “With more drivers having smart devices either of their own or in-cab, we’re seeing more opportunities to touch drivers through these apps,” says Jerry Sigmon Jr., vice president of operations for Cargo Transporters. Workflow apps that ease a driver’s daily routine also can be retention tools, says Sigmon, who uses Cat Scale’s app as an example. The app allows drivers to weigh their trucks at a Cat Scale without exiting their cab.

Workhound’s platform allows drivers to submit anonymous feedback, and carriers also can ask the tech startup to connect with the driver if the issues are urgent. The platform aims to tackle turnover at a one-on-one level and also can help carriers identify trends that may ward off drivers.

PART 5: Retaining drivers intervals determined by the carrier, usually on monthly or weekly schedules, but carriers can run the model daily if they choose, Dominick says. StayMetrics offers a similar platform, tailoring custom predictive analytics programs to carriers’ operations. Load One uses StayMetrics’ predictive modeling system for its 300-truck fleet. Often, the driver unhappiness issues uncovered by the program are small and can be fixed easily, says John Elliot, president of the Taylor, Mich.-based company. But Load One wouldn’t know to engage these drivers without the StayMetrics system. “If we didn’t have the survey and the technology, the odds are that drivers will just say ‘I’m done with this, I’m out of here,’ be-

Omnitracs channels data from electronic logging devices and transportation management software systems for its ELD Driver Retention model that relies on predictive analytics to provide alerts for drivers whose profiles present red flags. Omnitracs relies on a similar data set for its gamification program.

cause they didn’t talk with somebody about a little issue that could have nagged at him,” Elliot says. “It helps us identify those things and nip turnover.” Elliot credits StayMetrics’ platform with lowering turnover by nearly 20 percent over a six- to ninemonth period. Omnitracs’ predictive modeling program assigns drivers a score of between 1 and 100 based on their likelihood to quit; the higher the score, the more at risk. This information is available to carriers via Omnitracs’ Driving Center web application. Carriers receive notifications in the browser-based Driving Center app of high-scoring drivers and the reasons why. The onus then is on fleets to reach out to these drivers, says Dominick.

A typical intervention process could include a phone call from human resources or someone else with “soft skills,” says Dominick. “They call the driver and open up a nontransactional positive conversation,” she says. “The main thing is to get the driver to open up and reveal something to follow up on. Whatever stressors that make them likely to terminate – can we remediate those?” Omnitracs also tracks the intervention process to help carriers identify the best tactics for engaging and ultimately retaining drivers. The models grow more finetuned and accurate the more they’re used, as they lean on historical data and patterns. Claremont, N.C.-based Cargo Transporters (CCJ Top 250, No. 209) uses TRI’s Driver

Performer program for both driver gamification and predictive modeling. Two weeks a month, the system alerts the 500-truck fleet to five drivers with retention risk factors, says Shelley Mundy, director of recruiting and retention. “Maybe miles have gone down, or fuel mileage has dropped, or there’s a safety issue,” Mundy says. “We try to talk to those drivers and make sure everything is still good to see if there are risk factors we can mitigate.” After contacting the drivers the first time, the system notifies Cargo Transporters to contact them again two weeks later. “Just to do a follow-up,” Mundy says. “It’s a revolving process that lets us touch a driver maybe before it’s too late.”

PART 5: Retaining drivers Cargo Transporters uses TPI’s Driver Performer platform for both driver gamification and predictive modeling. Drivers receive regular scorecards with historical graphs and rankings relative to their peers on factors such as mileage, mpg, fuel compliance, out-of-route miles and on-time percentage.

GAMIFYING THE DRIVER EXPERIENCE SIMILAR TO PREDICTIVE MODELING, driver scoring and

gamification systems rely on the river of data generated by ELDs and fleet management software to create a program that allows carriers to score drivers on performance, efficiency, safety and more. While the systems aid in fleet efficiency and cost savings, carriers also employ gamification programs as retention tools by creating a more engaged driver force, tracking drivers’ progress and rewarding them with bonuses or products. “The key point with gamification is just having the visibility into the data,” says Omnitracs’ Lauren Dominick. “It draws on the competitive nature of human beings.” Gamification and scoring systems use fleet and driver data to create a scorecard for drivers, allowing them to compete against their own scores and the scores of their peers. Drivers can earn points within the systems and exchange them for rewards. “We want to reward you for doing the good things,” says Load One’s John Elliot. “Our return is not going to be operationally driven but retention-driven. We reward drivers, not coerce them. We didn’t want to use it as a carrot to get them to do things operationally for us.”

Load One uses StayMetrics to help manage its gamification program. The carrier’s drivers receive rewards for work anniversaries, every six months on the job, taking employee satisfaction surveys and more. Drivers also receive monthly points for jobs well done, such as no moving violations or cargo claims. “We do everything on points,” Elliot says. “There’s a slew of categories that drivers can get rewarded on.” Drivers can cash in the points whenever they like via an online portal. “There’s thousands of items they can get,” Elliot says. “Trips, electronics, clothing, all the way down to movie downloads and book downloads.” Nussbaum Transportation, CCJ’s 2017 Innovator of the Year, uses Excelerator, a scientific in-house scoring system that creates a four-page monthly scorecard for each of its 300 drivers. Excelerator mostly centers on fuel economy and proper driving techniques, but the Hudson, Ill.-based carrier also credits the program for improving turnover. “We believe that every driver wants to be a professional,” says Brent Nussbaum, chief executive officer. “When you teach them how to drive more professionally, that is something they can be proud of and is a reflection of our culture and belief that they are not just

PART 5: Retaining drivers a truck driver.” As with its predictive modeling platform, Omnitracs also offers a standard fleet program for driver gamification as well as custom-built options for carrier clients. The default system, Omnitracs Active Driver Coaching, gives equal weight to scores in compliance, safety, efficiency and fuel use, but carriers can customize the program to change the weights as desired. A composite score is produced based on the scores within the categories. Via both a web app and mobile app, drivers can view their scores and how they compare fleetwide. The program is relatively new, but Omnitracs’ Drew Schimelpfenig, head of the company’s Safety Center of Excellence, says fleet feedback indicates the system has improved retention rates. “If you use data and use analytics and turn it into an interface, gamification then allows drivers to see their progress relative to the expectations that the company has for them,” Schimelpfenig says. Some carriers’ scoring systems aren’t tied to rewards and instead are used as a tool for driver engagement and, thus, retention. Cargo Transporters uses a driver scorecard but does not

issue rewards. Instead, the system ranks drivers in four categories – miles, mpg, safety and on-time percentage – with a 1 to 4 ranking. Each week via a web app, drivers receive their scorecard, which shows them where they rank among the fleet’s 500 drivers and where they rank within their peer group, which is based on equipment type. The company uses TPI’s Driver Performer platform to manage both its gamification system and predictive modeling program. “We think it adds to their enjoyment or their desire to be with your company,” says Cargo Transporters’ Jerry Sigmon Jr. Aim NationaLease uses a simple ranking system to alert its 350 drivers regularly of their peer-to-peer status. The fleet uses its PeopleNet-based system to deploy messages to drivers about where they rank on a wide array of common metrics that are maintained in a spreadsheet. “It pops up and says, ‘Hey, this week you’re fifth in idle time, fourth in incidents’ – it can truly be anything,” says John Reed, chief information officer. “It’s a simple way to keep people engaged. It’s one of those things that keeps us in touch and avoids making drivers feel forgotten.” Though Aim uses its PeopleNet system to deploy the messages, the carrier built the ranking system itself.

ONBOARDING AND TAPPING INTO A DRIVER’S FIRST 90 DAYS AS PREDICTIVE MODELING

and gamification reach a more mature state within the industry, carriers increasingly are looking at driver onboarding as a growing area of focus for trucking’s surge in big data. “Everybody struggles with the first 90 days of employment of a driver,” says Aim NationaLease’s John Reed. “If you get past that, you’ll see the stats are crazy on how much longer retention is – three, five, 10 years. If we can just get to 90 days – that’s the big stat for us.” Aim developed a system to help engage new drivers. In weeks one, three and five, drivers are contacted by human resources and asked a

Aim NationaLease developed a system to help engage new drivers whose responses are entered into a system that helps identify the ones who aren’t happy. “If there’s a problem, people are emailed, and we handle the problem,” says John Reed, CIO. series of questions. During weeks two, four and six, someone from operations contacts the same drivers. The responses are entered

into a system developed by Aim to identify drivers who aren’t happy. “If there’s a problem, people are emailed, and

we handle the problem,” says Reed, whose team wrote the program that tracks the drivers’ responses and triggers emails to those in charge of correcting the issues identified during the surveys. Load One also stresses drivers’ first 90 days. In addition to regular surveys from StayMetrics to identify frustrations or immediate issues with a driver’s employment, the company is testing an orientation model meant to better engage newcomers. “A driver senses when a company cares and their time is important,” says Load One’s John Elliot. “Right out of the gate, it sets a good tone for retention.”

PART 5: Retaining drivers

Nussbaum Transportation, CCJ’s 2017 Innovator of the Year, uses Excelerator, a scientific in-house scoring system that creates a four-page monthly scorecard for each of its 300 drivers. Excelerator mostly centers on fuel economy and proper driving techniques, but the carrier also credits the program for improving turnover.

MODERN AMENITIES CAN HELP ALLEVIATE DRIVER PAIN POINTS THOUGH NOT AS COMPLEX AS A

fleetwide predictive system or gamification, in-cab technology that makes drivers’ jobs and lives easier can aid in retention efforts. Small amenities such as in-cab television and Wi-Fi will see a surge in coming years, says Cargo Transporters’ Jerry Sigmon Jr. His carrier uses EpicVue to provide drivers with in-cab TV and also equips its trucks with XMSirius Satellite Radio and in-cab refrigerators. “It’s not just one thing, but a package that we feel helps us with retention,” Sigmon says. “Any time you can help a driver feel more comfortable or take some of the burden or stress away from them, we think that adds to their enjoyment and their desire to be with your company.” Recent efforts by truck manufacturers back Sigmon’s forecast for greater adoption of in-cab tech. Freightliner now offers as standard equipment in its 2018 Cascadia a preinstalled refrigerator or floor mounts for a refrigerator should drivers choose to bring their own. The truck maker also added mounts for

flat-panel TVs as large as 26 inches. “Drivers are customers,” said Jeremy Stickling, director of human resources and safety for Nussbaum Transportation, speaking at a recruiting conference earlier this year in Nashville, Tenn. “We’re serving them as much as the shipper. It’s a hard mindset to get to, but we try to look at it that way.” Navistar International also has beefed up the driver-focused amenities in its newest on-highway tractor line, particularly around in-cab comforts. “We have seen an uptick in fleets asking for [APUs and different-sized power inverters] to be installed from the factory, and it is about driver attraction and retention,” says Charles Chilton, Navistar’s on-highway director. Chilton also sees in-cab Wi-Fi as a system to consider in coming years. “I can imagine having some type of data plan in the truck that the driver can use for their off-time entertainment – connecting with family, watching Netflix,” he says. Load One provides in-cab Wi-Fi to its drivers, an expense John Elliot says

is worth it to battle turnover. “Even if you go to the conservative low end of what it costs to replace a driver, you’re looking at about $5,000 a driver,” Elliot says. Systems that retain just a few drivers a year likely are worth the investment, he says.

Load One provides in-cab Wi-Fi to its drivers, an expense that is worth it to battle turnover, says John Elliot, president. “Even if you go to the conservative low end of what it costs to replace a driver, you’re looking at about $5,000 a driver,” Elliot says. Systems that retain just a few drivers a year likely are worth the investment, he says.

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

Technology’s role in retaining drivers

OnCommand® Link 2 makes submitting Driver Vehicle Inspection Reports a matter of clicking a button.

ruck and bus drivers spend a lot of time inspecting their vehicles and Scott Huegerich is filling out Driver Vehicle Inspection Reports (DVIRs) before and after a strategist with 13 years of trips – especially if they use paper forms. The Federal Motor Carrier experience in Safety Administration mandates pre- and post-trip inspections (and mobile product requires DVIRs be filed with regulators when defects are found). Regulations development, aside, fleet managers who have access to vehicle-inspection data in real time trucking and online marketing. have the advantage of an eagle-eye view of their fleet’s operation and health. Electronic DVIRs are being integrated into the OnCommand® family of fleet management services, making inspection reports quicker and easier for drivers and giving fleet managers another tool for keeping vehicles moving. Scott Huegerich, an OnCommand® Connection team member who focuses on creating products to help drivers get the most out of their trips, answers your questions about the new DVIR system.

How does the OnCommand® Connection Driver Vehicle Inspection Report work?

We’ve developed an intuitive app interface to replace drivers’ paper reports and give them features to make submitting an inspection report as easy as clicking a button. In addition to covering all the checks in their inspection process, we give them the

ability to include photos when they report defects to maintenance. Available mid-summer, this basic inspection report functionality will be included in our electronic driver log app, with additional inspection report features being rolled out later this year.

What sets the OnCommand® Connection apart from other electronic DVIRs?

The OnCommand® Connection systems are powered by Navistar®. At Navistar® we’re committed to uptime, so ease of use and automation really set us apart. We give fleet managers the ability to check critical areas of their vehicles right from their desks with automated inspections that can be scheduled for any time trucks or buses are off-duty. Additionally, we’ll continuously be adding new features and

functionality via the OnCommand® Connection Marketplace.

How is the OnCommand® Connection Driver Vehicle Inspection Report associated with the OnCommand® Connection family of fleet management services?

When you purchase our telematics device (OnCommand® Link 2), DVIR reports will be integrated into your OnCommand® Connection fleet dashboard. The dashboard enables fleet managers to view inspection report history, summaries of vehicle issues and more. The OnCommand® Link 2 will be available mid-summer at International Truck and IC Bus dealers as well as various retail and online locations.

How does the OnCommand® Connection Driver Vehicle Inspection Report make drivers’ jobs easier?

Ultimately, drivers save time by going paperless. It’s one less form to manually fill out, the ability to submit pictures with the report eliminates the need to write lengthy descriptions and they no longer need to keep track of reports until they’re handed in. Simply put, our DVIR solution takes the guesswork and hassle out of inspecting before going on duty and post-trip.

Q A

How does it affect fleet management and operation?

In our system, fleet managers gain critical insight that allows them to manage their vehicle-repair process more efficiently. They are able to tell if drivers are filling out inspection reports, and they know in real-time if a truck has been put out of service or requires a repair. When repairs can be scheduled promptly and when fleet management can easily monitor vehicle-repair status, efficiency and uptime are maximized.

What are the other benefits of using DVIRs through the OnCommand® Link 2 system?

The big benefits of going paperless with our system are increased driver efficiency via automation, a 24/7 holistic view into fleet health and expedited communication flow between drivers and managers. By combining all of the diagnostic features available on the OnCommand® Link into the new telematics enabled OnCommand® Link 2, we provide more information and value than any other solution on the market. Additionally, when the OnCommand® Link 2 is available, there will be no monthly fees, no contracts to sign, no cancellation fees and legendary OnCommand® customer and dealer support.

Drivers get a comprehensive solution in one box.

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

Fleets deploy mobile strategies to engage drivers inside and outside the cab BY AARON HUFF

rivers for Pottle’s Transportation use in-cab devices and applications from Omnitracs for routine work in the cab, such as electronic logging and messaging. About 18 months ago, management at the Bangor, Maine-based fleet gave drivers the option to install an app on their personal devices, providing them with visibility to dispatch assignments, payroll settlements, safety records and more. “The app eliminates the need for drivers to go to the truck to get information,” says Chelsea Pottle Demmons, vice president of the 160-truck fleet. Pottle’s gets drivers home every weekend. Those who don’t use the app might come back to headquarters on Saturday or Sunday to get in their trucks and see their preplanned assignments. With the app, drivers can get the same communications at home to determine when they need to start their next trip. Pottle’s is using a privately branded mobile app from McLeod Software that connects to live information from the fleet’s LoadMaster enterprise system, also from McLeod. Demmonds estimates that half of Pottle’s drivers use the app regularly. Keeping drivers connected has become an important strategy for motor carriers, not only to increase efficiency but also to enhance driver satisfaction. Fleets have many options to deploy mobile apps that simplify driver workflow, increase efficiencies and remove frustration points from both the workday and the trucking lifestyle in general. The options generally fall into two categories – enterprise apps and companion apps – although the lines can be blurry, as technology suppliers rarely operate in silos.

Scaling the mobile enterprise Enterprise mobile apps are designed to give drivers a single signon experience to the full range of a carrier’s workflow, inside or outside the cab. Covenant Transport (CCJ Top 250, No. 41) deployed such an app in October 2015. Management opted to use Pegasus TransTech’s Transflo product that offers a number of features to simplify driver workflow. The app also allows carriers to include their own custom features. From his office window, Doug Schrier has a view of the equipment yard at Covenant Transportation Group in Chattanooga, Tenn., where about 150 trailers are parked in rows. As trucks move through the yard, it’s obvious which drivers use the CTG Mobile app. Those who don’t have it pass by slowly in search of assigned trailer numbers to pick up. Drivers may spend up to 15 minutes looking, says Schrier, vice president of continuous improvement and project management for CTG. Drivers who use the app go immediately to their assigned trailer in the yard to hook up. They have seen its exact

Bangor, Maine-based Pottle’s Transportation uses a privately branded mobile app from McLeod Software that connects to live information from the fleet’s LoadMaster enterprise system. commercial carrier journal

may 2017

TECHNOLOGY: DRIVER MOBILE APPS says. “One of the biggest benefits of the mobile app is that we solicit feedback and ideas through surveys. Drivers give us a bunch of great feature requests. We are trying to meet all of them.”

Expanding driver workflow Covenant Transport’s CTG Mobile app uses Pegasus TransTech’s Transflo product and gives drivers a single sign-on experience to the full range of the Chattanooga, Tenn.-based carrier’s workflow.

location on a Google Map by using the trailer locating feature in CTG Mobile. Drivers also can use dispatch messaging and document capture tools to send images of proof-of-delivery and compliance documents to the office. The app pays for itself by reducing the cost of drivers using truck stop scanning services, Schrier says. On a weekly basis, as many as 80 percent of Covenant’s 4,000 drivers use CTG Mobile, and the company receives 65 percent of all paperwork electronically through the app. CTG continues to develop custom features for CTG Mobile. In addition to trailer location, a driver scorecard is a popular custom feature, and soon the scorecard will be tied to a rewards program. “Every employee wants to know how well they are doing,” Schrier says. The scorecard gives drivers a daily ranking within their peer group. Each group is no more than 100 drivers who are in the same business segment, such as dedicated, with similar job tenure. “The smaller the group size, the more control they feel they have to get to number one,” he says. A scorecard metric for route compliance shows drivers their mileage variance from planned navigation routes. They can provide feedback to explain why they varied from a route, allowing management to create better routes and ensure drivers are getting paid for every legitimate mile. The scorecard soon will include fuel metrics for behaviors that drivers can control, such as idling, rather than overall mpg. Overall, the purpose of CTG Mobile is to give drivers an easier way to do their work, Schrier says. “Any time you remove frustration, it removes turnover,” he Kansas City, Mo.based Riverside Transport added EBE Technologies’ Connect Mobile Capture app to allow drivers to capture and submit trip documents such as bills of lading.

commercial carrier journal

| may 2017

Last summer, Riverside Transport converted to the Ships billing and settlement system from EBE Technologies. As part of the conversion project, the Kansas City, Mo.-based carrier added EBE’s Connect Mobile Capture app to allow drivers to capture and submit trip documents such as bills of lading. “I felt comfortable with the workflow,” says Brian Hedge, IT director for the fleet with 450 trucks and 1,100 trailers. “It is easier to use things that come with prebuilt integrations.” The CMC app is integrated with both EBE’s Ships system and Riverside’s enterprise software from TMW Systems. Loads assigned to drivers are listed automatically in CMC, allowing them to capture and index images of trip documents as part of their workflow. The Ships system sends automatic notifications to drivers through the CMC app for any missing paperwork before Riverside’s weekly cutoff date for payroll and settlements. The app has made it easier for drivers to send their paperwork on time, enabling the company to speed its billing cycle by a full day. Hedge is considering an optional EBE module that will allow Riverside’s drivers, 75 percent of whom are owner-operators, to access an online portal where they can store and access images of their business and personal receipts.

Partner integrations Suppliers of enterprise mobile apps see an opportunity to add third-party applications to give drivers a single sign-on experience for a variety of workflow responsibilities. Pegasus TransTech designed its Transflo Connect partner platform to expand third-party software integrations through Transflo Mobile. Cat Scale was an early Transflo Connect integration. Rather than installing a separate mobile app from Cat Scale on their phones, Covenant drivers use CTG Mobile with embedded functions from Cat Scale’s own mobile app that allow them to view and capture weight measurement records as they cross

TECHNOLOGY: DRIVER MOBILE APPS Cat-certified scales. The Transflo Mobile app has in-motion restriction technology that allows fleets to disable certain features while a vehicle is moving. Pegasus also offers the Transflo Telematics enterprise system through Transflo Connect to provide ELD-compliant driver logs and vehicle and driver performance reporting. “We are trying to build everything we can into one app so that drivers can manage their entire workday,” says Rick Bradberry, chief marketing officer of Pegasus TransTech. EBE is planning an icon-driven menu interface for its CMC mobile app. The Command Center interface will expand the app beyond document capture to give drivers a “single window into all functions,” says Cindy Nelson, vice president of marketing and business development. Those functions will include one-click access to any webbased driver management application their fleets use from the EBE Ships platform, including payroll and settlements, driver safety, compliance, online training and performance scorecards. The Command Center also can include integrations with third-party applications and will give drivers notifications for missing work, such as a driver vehicle inspection report. Also, all of the Ships web-based driver management applications are getting a new responsive design to optimize the interface for any size of device and web browser.

Companion apps Companies that supply mobile fleet management systems can allow their customers to deploy their software on Apple or Android devices. Some also have companion apps that drivers can install on personal devices. ProBuild, a supplier of lumber and building materials, has 360 locations in 40 states and a delivery fleet of 2,400 vehicles. One reason the Denver-based company uses the Telogis platform – with apps for electronic logs, DVIR telematics, navigation, route optimization and more – is its multi-device flexibility. ProBuild uses iPhones and other Apple iOS devices. “Whatever we picked, we knew it had better be easy to use to make it easier to get it out to the field,” says Tom Gustafson, IT director. The Apple iOS platform also fits ProBuild’s long-term vision for mobility, Gustafson says. Omnitracs is planning a mobile app suite that motor carriers can offer to their drivers to extend functionality from its in-cab IVG and MCP platforms. One of the first products will be an hours-of-service app that will allow drivers to change duty status and view their logs, says Laura Lohrke, senior product manager. New mobile versions of Omnitracs’ DVIR and messaging capabilities also will be early additions to the suite. The company plans to create new apps that will work independently from the in-cab platforms and allow drivers to keep certain data and functions in their apps as they change carriers, such as their previous

PeopleNet’s ConnectedDriver companion mobile app has a new user interface with several app functions – such as messages, duty status and HOS – relocated to make them easier to use.

eight days of electronic log data. PeopleNet’s companion mobile app, ConnectedDriver, has a new user interface. Several app functions such as messages, duty status and HOS daily summaries have been relocated to make them easier to use. Through ConnectedDriver, drivers can view up to 14 days of detailed HOS data.

Going mobile with TMS Companies that develop enterprise software systems for transportation management traditionally have not competed with products from Omnitracs, PeopleNet and other telematics providers. That soon could change. McLeod Software offers a privately branded driver mobile app that its carrier clients can use to give their drivers access to certain functions in the LoadMaster TMS system, such as messaging and payroll settlements. McLeod also is considering a deeper partnership with telematics provider Geotab to add more features to the app. “There are a lot of things we can do, but we are going to do common-sense things,” says Mack Killough, vice president of software development for McLeod Software. “The technology is there, and we are going to take advantage of it, because if not, we know someone else will.” TMW Systems and PeopleNet both are owned by Trimble. TMW does not have a driver mobile app that would compete with PeopleNet, but TMW customers who use the Innovative IES TMS system have a new option to keep drivers connected outside the cab. IES Mobile Driver is a web interface that drivers can access from their Android or iOS devices to review and manage trip details and messages, monitor HOS, view current routes and examine paycheck information. The vast majority of truck drivers own smartphones and are willing to use technology that keeps them connected to make their workday easier. For asset and nonasset transportation companies, the cost to deploy mobile driver apps is much less expensive than traditional approaches, especially since drivers today are more willing to cover the cost of the hardware and wireless data plans. commercial carrier journal

may 2017

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EDITOR’S NOTE: THE FOLLOWING IS A ROUNDUP OF NEW PRODUCT ANNOUNCEMENTS MADE AT THE WORK TRUCK SHOW AND THE MID-AMERICA TRUCKING SHOW. BY DEAN SMALLWOOD, JASON CANNON, TODD DILLS AND MATT COLE

THE WORK TRUCK SHOW PETERBILT REDESIGNS MODEL 220 EXHAUST, BATTERY BOX, PTO

resulting in a combined weight savings of

PETERBILT redesigned several new

box cover also has been enhanced and

features and options for its Model 220

now is made from lighter-weight alumi-

to address weight savings and improved

num, which also offers better corrosion

performance and serviceability.

resistance.

up to 165 pounds. The standard battery

A vertical exhaust featuring a single-

An enhanced frame layout features

canister aftertreatment system replaces a

better clearance for power-takeoff instal-

dual-canister design and saves up to 100

lation through the left-hand rail and

pounds per unit while also increasing the

enables faster and easier PTO mounting

cab-to-axle distance by 6 inches.

and serviceability. The new design also

The battery box for the redesigned exhaust configuration has been reduced,

allows for quicker work for body outfitters.

EATON EXPANDS PROCISION TRANSMISSION COVERAGE, ADDS CAPACITIES EATON is adding to its

ments. FuelSense 2.0 uses the shifting

efficient dual-clutch Procision

have been increased

from 260 to 300, while

maximum GVW ratings

also have been increased to 35,000 pounds on air

ALLISON TRANSMISSION added Dynage through a set of software enhance-

weight ratings for its fuel-

Horsepower ratings

ALLISON ENHANCES FUELSENSE SHIFTING CAPABILITIES Active Shifting to its FuelSense 2.0 pack-

horsepower and gross vehicle

7-speed transmissions.

Peterbilt’s Model 220 now has an enhanced frame layout with better clearance for power-takeoff installation through the lefthand rail.

technology to provide an infinitely Horsepower ratings for Eaton’s Procision transmissions have been increased from 260 to 300, while maximum GVW ratings also have been increased.

brake-equipped vehicles and 33,000 pounds on Park Pawl-equipped vehicles.

By extending the horsepower and GVW ratings,

Procision’s market coverage targets a broader

range of potential customers while also increasing compatibility with additional diesel engines.

variable combination of shift points. A

Allison Transmission’s FuelSense 2.0 is designed to allow fleets to optimize fuel economy and performance to their specific needs.

learning algorithm continuously balances fuel economy and performance and delivers up to 6 percent more fuel savings above the company’s original FuelSense software. Available in three packages, FuelSense 2.0 is designed to allow fleets to optimize fuel economy and performance to their specific needs. The improved technology is designed to reduce fuel consumption in all segments of a vehicle’s duty cycle and offer increased specification flexibility. An improved Neutral at Stop capability is designed to lower fuel consumption and emissions by reducing or eliminating the load on the engine when the vehicle is stopped. Two versions are available: Standard, which provides partial Neutral at Stop; and Premium, which provides full Neutral at Stop and a new low-speed coasting capability. commercial carrier journal

| may 2017 65

BUSINESS | 2017 SPRING TRUCK SHOW ROUNDUP

CUMMINS UPDATES MIDRANGE, NATURAL GAS ENGINE LINEUP

ISUZU SET TO BEGIN PRODUCTION ON CLASS 6 MEDIUM-DUTY TRUCK

improvements to its lineup

announced that production on its latest entry

CUMMINS announced several of midrange engines for the

ISUZU COMMERCIAL TRUCK OF AMERICA in the Class 6 medium-duty truck segment –

The 2018 Class 6 FTR is powered by Isuzu’s 4HK1TC 5.2-liter turbocharged four-cylinder diesel engine.

2017 model year.

the 2018 Isuzu FTR – would begin this month.

gine fuel economy enhance-

cab-forward design and a Class 6 gross vehicle weight rating is designed to

The B6.7 received base en-

The F-Series truck’s combination of a low-

ments, including a Stop-Start

increase maneuverability and visibility and allow it to carry more cargo.

Cummins’ B6.7 midrange engine received improvement from 3 to 15 base engine fuel econopercent. Stop-Start technol- my enhancements, while production is underway ogy allows the engine to on its ISL G Near Zero operate only when necessary NG engine.

date bodies from 14 to 30 feet, and the low-cab-forward design comes

during idle.

DETROIT SHOWCASES DD8 MEDIUM-DUTY ENGINE

production of it ISB6.7 G and ISL G Near Zero engines

gine, a vocational 7.7-liter in-line six-cylinder power-

capability that provides an additional fuel economy

by shutting off the engine

Also, Cummins Westport announced that full

is underway. Both engines operate exclusively on

compressed, liquefied or renewable natural gas using proprietary spark-ignited stoichiometric combustion with cooled exhaust gas recirculation technology.

Eight wheelbase lengths ranging from 152 to 248 inches accommowith an inner 50-degree wheel cut. The FTR is powered by Isuzu’s 4HK1-TC 5.2-liter turbocharged fourcylinder diesel engine.

DETROIT unveiled its new DD8 medium-duty en-

plant that boasts a range of 260 to 350 horsepower and a torque range of 660 to 1,050 lb.-ft.

The DD8 initially will be available in Freightliner

M2106, 108SD and 114SD models.

Expanded availability is expected for both

Thomas Built Buses and Freightliner Custom

MACK, VOLVO UNLOCKING TELEMATICS CAPABILITIES FOR OLDER-MODEL TRUCKS

Chassis.

MACK TRUCKS AND

fer Detroit Connect’s Virtual Technician remote

NORTH AMERICA

nance decisions.

Vehicles equipped with the DD8 also will of-

Detroit’s vocational 7.7-liter in-line sixcylinder DD8 boasts a range of 260 to 350 horsepower and a torque range of 660 to 1,050 lb.-ft.

diagnostic service that helps fleets make mainte-

VOLVO TRUCKS

Production of the DD8 is set to begin next February, and the engine

will make their telemat-

targets a wide range of vocational applications.

ics platforms available for legacy trucks not factory-equipped with predictive diagnostics. After installing a small plug-and-play Geotab telematics

Mack’s GuardDog Connect service for legacy vehicles now is available for order through Mack dealers.

GM, NAVISTAR CLASS 4/5 TRUCK WILL GET DURAMAX ENGINE, ALLISON TRANSMISSION WHEN GENERAL MOTORS’ NEW

device, the Uptime

CLASS 4/5 COMMERCIAL TRUCK –

Centers for both truck makers can monitor the same

the product of a joint development

critical vehicle codes on older trucks as they do on

with Navistar – debuts next year, it will

newer models. When an issue is detected, service

be powered by a Duramax engine and

agents can evaluate it and provide the customer’s

matched with an Allison transmission, the Detroit automaker

designated contact with information through an

announced.

online communications and service management

An employee at the Duramax engine plant in Moraine, Ohio, assembles a diesel engine.

The new Chevrolet medium-duty truck will be the company’s flagship

portal. Repair scheduling, as well as parts and ser-

fleet and commercial vehicle, said John Schwegman, GM’s director of

vice bay availability, also are confirmed.

commercial product and medium-duty fleet.

The Geotab upfit process takes about an hour

Technical specifications for Chevrolet’s new medium-duty truck –

and can be performed at a dealership or by the

including cab and frame dimensions, horsepower and torque, GAWR,

customer.

GVWR, payload and other ratings – will be released closer to launch.

commercial carrier journal

| may 2017

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BUSINESS | 2017 SPRING TRUCK SHOW ROUNDUP

FUSO EYES PRODUCTION OF ELECTRIC TRUCK, ROLLS OUT GAS POWERTRAIN MITSUBISHI FUSO is taking

medium-duty cabover.

between extending range

from concept to production,

electric drivetrain is fitted

truck to the United States

lithium-ion batteries. It fea-

its all-electric eCanter truck

bringing a limited run of the by yearend. The company

also launched a new gasoline powertrain for its FE Series

The Class 4 eCanter is

360-volt 82.8-kilowatt-hour

tures a gross vehicle weight

rating of 15,995 pounds and a payload capacity of about 9,400 pounds.

The battery bank provides

173 horsepower, 494 lb.-ft. of torque and a practical

range of 100 miles with a

one-hour quick-charge capa-

bility and a standard eightMitsubishi Fuso’s eCanter offers flexible battery configurations, allowing end users to choose between extending range or maximizing payload.

hour overnight charge.

The eCanter offers flex-

ible battery configurations,

allowing end users to choose

or maximizing payload. The to Fuso’s standard 151.6-

inch wheelbase cab-chassis. The eCanter initially will be

available on a two-year lease program.

The gasoline-fueled truck is

Motors Vortec V8 engine and matched to an Allison 1000

Mitsubishi Fuso’s gasolinefueled truck will be available in all three Fuso models: FE130, FE160 and FE180.

The truck is built from the

Series 6-speed automatic

common FE series platform

able in all three Fuso models

the upfitting process. Avail-

transmission. It will be avail-

– FE130, FE160 and FE180 –

and all will be equipped with

a 40-gallon in-frame-mounted fuel tank.

and chassis, which streamlines able in Class 3, 4 and 5 specs, the truck is expected to carry a maximum payload capacity of up to 12,340 pounds.

MID-AMERICA TRUCKING SHOW BENDIX KICKS OFF MATS 2017 WITH AIR BRAKE DISCUSSION

KENWORTH AND PETERBILT will

BENDIX said its

offer the Allison TC10 fully auto-

ADB22X air disc brake

matic transmission as an option

continues to gain mo-

on their respective T680/T880 and

mentum in the market-

Model 567/579 trucks later this year.

place, exceeding the 1.5-million-unit production milestone since its introduction in 2005. In 2016, the take rate on air disc brakes was 16

Bendix’s ADB22XLT air disc brake for trailers provides a 40-pound weight savings on a tandem axle set.

percent for trucks, with

The truck makers also are making

Bendix’s Wingman Advanced system standard on their respective T680 and Model 579 tractors.

Designed for line-haul, regional-

haul and pickup-and-delivery

applications, the TC10 features 10

trailers at 6 percent. The ADB22X brake is standard on the steer axle position on Kenworth and Peterbilt Class 8 tractors and trucks and is available through all six major truck original

forward and two reverse speeds. It

Bendix’s ADB22X platform gave rise to the ADB22X-LT for trailers late last year. When spec’d together, an air disc brake combination unit can stop up to 3.5 carlengths sooner than a truck similarly spec’d with drums. The new air disc brake provides a 40-pound weight savings on a tandem

is integrated with multiple engine offerings and will be offered for

applications requiring torque up pounds GCW.

Using a radar sensor mounted to

the vehicle’s front, Bendix Wingman Advanced delivers both warning

alerts to drivers and active inter-

ventions. The system continuously

provides following distance, impact and stationary object alerts.

axle set. commercial carrier journal

Allison’s TC10 is integrated with multiple engine offerings and will be offered by Kenworth and Peterbilt for applications requiring torque up to 1,850 lb.-ft. and up to 110,000 pounds GCW.

to 1,850 lb.-ft. and up to 110,000

equipment manufacturers.

KENWORTH, PETERBILT ADDING ALLISON TC10

| may 2017

Bendix’s Wingman Advanced collision mitigation system is designed to help drivers mitigate rear-end collisions.

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BUSINESS | 2017 SPRING TRUCK SHOW ROUNDUP

PETERBILT MAKING REFINEMENTS TO MODEL 579 EPIQ

KENWORTH ROLLS OUT CERTIFIED USED TRUCK PROGRAM

PETERBILT announced enhancements

KENWORTH debuted the company’s Certified Pre-Owned program and its TruckTech+ Service Management platform.

TruckTech+ Service Management is designed to provide Kenworth dealer service staff with detailed vehicle history.

To qualify as Certified Pre-Owned, each truck must be four model years of age or newer, have mileage under 450,000 and pass a comprehensive 150-point inspection. Kenworth Certified Pre-Owned trucks purchased with a Paccar MX-13 engine come standard with a factory-backed one-year 125,000-mile warranty covering 105 components on the engine and aftertreatment

to its most efficient truck – the Model 579 with the Epiq package – that for

the 2018 model year will deliver another Peterbilt’s Model 579 Epiq is 8-percent improvement in fuel economy, available with Paccar MX-11 and the company said.

Fuel economy improvement

incorporated into the 2017 Paccar

MX-11 and MX-13 engines result in

up to a 4-percent improvement over the prior model year, and the 2017

release of Predictive Cruise Control

for the MX engine provides additional fuel economy improvements of up to

system. Kenworth also will offer a 90-day buyer assurance warranty on trucks powered by Paccar engines that provides protection on 135 components.

MX-13 engines matched with the Fuller Advantage automated transmission.

3 percent.

The final 1 percent comes from

the recently introduced Paccar

The FlowBelow Tractor AeroKit rear fairing system includes center and rear fairings combined with patented wheel covers.

40,000-pound tandem drive axle, which is standard with the Model

MACK DIRECT-DRIVE AMT GETS SUPER ECONODYNE RATING MACK TRUCKS introduced a

579 for linehaul applications.

The FlowBelow Tractor AeroKit rear fairing system also will be

available for the Model 579. The system includes center and rear fairings combined with patented wheel covers to optimize aerodynamic performance.

Super Econodyne rating for

the direct-drive version of its mDrive automated manual

transmission. The company

PIRELLI LAUNCHES COMMERCIAL TIRE LINEUP

also announced an Automatic Mack’s Super Econodyne Standby Mode option for its rating fully integrates MP 6×2 liftable pusher axle.

The Super Econodyne rat-

ing previously was available

engines and the mDrive AMT, enabling lower engine cruise rpm to save fuel.

PIRELLI took its next step into the U.S. commercial truck tire market with the debut of the company’s TP Commercial Solutions lineup. Pentathlon will be the company’s name

only with mDrive’s overdrive version, but Mack said the numerically lower rear-axle ratios allowed the company

for its premium long-haul tires, and Pentathlon D is the first product to

to use the direct-drive variant, which results in up to 1

launch.

that Super Econodyne already delivered on its own.

and designed for high mileage, fuel

percent better fuel efficiency on top of the 3 percent

Best suited for applications of 80,000 pounds GCW

or less where drivers remain in top gear for a large percentage of time, Super Econodyne Direct also

works best on mostly flat terrain and when drivers

remain mostly in constant speed. Super Econodyne ratings are available with both the 11-liter MP7 and 13-liter MP8 engines.

liftable pusher axle offers improved fuel efficiency and productivity benefits and is designed for applications

that haul out heavy and return empty, such as bulk haul. commercial carrier journal

savings and low emissions benefits. The tire incorporates a dual-layer tread compound to facilitate long performance; a special undertread compound to maximize lowrolling resistance and fuel economy; an optimized pattern geometry and 3SB belt evolution designed for durable, even wear; a directional tread pattern engineered for added grip on both wet and dry surfaces; and Pirelli’s patented Spiral Advanced Technology for

The Automatic Standby Mode option for Mack’s 6×2

The drive tire is SmartWay-verified

Pirelli took its next step into the U.S. commercial truck tire market by launching its TP Commercial Solutions lineup.

| may 2017

Truck (SATT) offering and Hexa Bead Wire for retreadability. The G:85 Series On/Off Road tire for mixed applications comes in both an All Position rib product and an aggressive Drive companion.

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BUSINESS | 2017 SPRING TRUCK SHOW ROUNDUP

BESTPASS LAUNCHES E-TOLL SOLUTION FOR LEASED EQUIPMENT PROVIDERS BESTPASS announced Leased

NAVISTAR EXPANDS ONCOMMAND CONNECTION NAVISTAR unveiled an expansion to its OnCommand Connection platform

Equipment Toll Solution, a

that included the launch of the com-

toll-management service for

pany’s Electronic Driver Log. Making

leased equipment providers –

their debut alongside the ELD were

not only tractors and trailers

OnCommand Connection Telemat-

but also other vehicles of all

LETS features seamless rebilling from lessor to lessee, Bestpass, known for enabling with the ability to transfer toll transponders from volume discounts for fleets and leased provider to customer owner-operators through group accounts and back again.

shapes and sizes.

ics and OnCommand Connection Marketplace. OnCommand Connection Telematics

Making their debut alongside Navistar’s ELD were OnCommand Connection Telematics and OnCommand Connection Marketplace.

is a scalable all-makes solution that will use OnCommand Connection Link 2, a universal telematics device

buying power on tolls around

that plugs into the truck’s service port.

new market with often sizable headaches around toll bill-

cloud-based platform offering access to a broad range of driver

the nation, launched LETS to engage what it calls a sizable ing. LETS features seamless rebilling from lessor to lessee, with the ability to transfer toll transponders from leased

OnCommand Connection Marketplace is an open-architecture support tools, supplier apps, third-party apps, customer apps, OEM apps and OnCommand Connection apps.

provider to customer accounts and back again. Providers also can customize and white-label the service.

For Bestpass’ trucking customers, they have the option

to seamlessly transfer transponders in their leased vehicles to their Bestpass accounts for the duration of the lease, allowing the customer to retain their regular Bestpass discounts, account fees and features.

RAND MCNALLY INTRODUCES TND 740 RAND MCNALLY introduced the TND 740, the company’s fifth-

generation TND device for profes-

sional drivers built on a proprietary platform that enables over-the-air updates as well as a host of new

THERMO KING EXPANDS POWER MANAGEMENT

driver-focused features.

THERMO KING added three

makes it simpler to take the device TND 740 is designed to be faster on and off the mount in the truck; and sleeker and save drivers time.

A powered magnetic mount

products to its power management portfolio – Boost Charger, Auto-Start Module and Electric Power Jack Charger – to optimize power management and maximize uptime for liftgates

Thermo King’s Electric Power Jack Charger delivers 120 volts of power to the inside of trailers to provide a convenient power source for electric pallet jacks.

and electric pallet jacks. The Boost Charger is designed to ensure that liftgate batteries remain fully charged through multiple power sources. The charger is designed with three-stage battery charging to help maximize battery life and reduce maintenance costs. It is available in 20-amp and 35-amp models. The Auto-Start Module automatically activates the company’s Precedent-Series alternator to charge if power levels drop too low. It also provides low-voltage protection for the auxiliary battery to facilitate liftgate operation. The Electric Power Jack Charger delivers 120 volts of power to the inside of trailers to provide a power source for electric pallet jacks. The charger generates power from the liftgate battery pack and has built-in low-voltage protection

commercial carrier journal

over-the-air updates for maps

and other content happen seamlessly in place of docking and

downloading; and a quad-core processor delivers added power and navigation.

Other key features include:

• Seamless over-the-air map updates that occur when connected to Wi-Fi;

• Lifetime Maps and Traffic Everywhere for up-to-date navigation;

• Updated maps and map design with icons that are easier to recognize at a glance;

• Audio-out capability, enabling drivers to route their device sound through their truck audio systems;

• A higher-resolution 7-inch screen with a brighter display; • Twice as much storage capacity; and • A faster quad-core processor.

The TND 740 also comes preloaded with the Rand McNally Driver

Connect logbook app and Bluetooth capability, which enables pairing with electronic logging devices.

The app pairs with Rand McNally’s previously announced ELD 50 and

DC 200 plug-in devices.

to help preserve liftgate operation.

| may 2017

Rand McNally’s fifth-generation

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Morgan Corp.’s ProScapeVan truck body offers an easy-to-deploy corrosion-resistant aluminum ramp with a 2,500-pound capacity.

Upfit options abound to prep vans, trucks for jobsites BY JASON CANNON

ickups and vans are more than modes of transportation. On the jobsite, they are everything from mobile offices to toolboxes and workbenches. Shelving systems, storage compartments, ladder racks and a variety of other upfits all serve a function in making working trucks worksite-ready. Over the last 12 months, aftermarket suppliers and OEMs have launched a range of options designed to make work trucks work smarter, not harder. Pickups CM Truck Beds recently debuted a service body lineup that’s available in steel or aluminum and in several sizes 74

commercial carrier journal

and configurations. Joe Lewis, CM Truck Beds president, says key features include an immersive powder-coat on every component for long-lasting wear and an enduring finish; premium gas shocks supporting reinforced cabinet doors for maximum strength; stainless-steel hardware for security; and bolted, modular construction for configurability and serviceability in the years ahead. Composite Truck Body’s 100-Series cab-level aluminum capsule offers similar storage capacity to a steel version but at a significant weight savings. Dan O’Connell, the company’s vice president, says the unit offers the capabilities of a van but at the lower cost

| may 2017

of ownership of a pickup, including a mpg boost. The 100-Series truck body, the product of a joint venture with Fleetwest, has been designed to increase access to tools and parts – an idea O’Connell says stems from taking a fiberglass body and turning it into a fleet’s toolbox. The unit’s slide-out cargo beds double as workbenches, and a gutter system prevents water from dripping onto the slides. According to the U.S. Environmental Protection Agency, every 100 pounds of reduced vehicle weight can lead to a 1 percent reduction in fuel consumption, and fiberglass composites aren’t the most fuel-friendly bodies on the market. Aluminum bodies, however, weigh

EQUIPMENT: LIGHT-DUTY UPFIT OPTIONS

Ford has submitted plans to the U.S. Patent Office for a sliding bed floor equipped with a sensor that keeps it from hitting things or people as it extends from the truck’s bed.

about half as much as a comparable steel model and 10 percent less than a fiberglass composite body. The reduction in weight offers more than just mpg benefits, says Craig Bonham, vice president of sales and business development for Reading Truck Body. “That actually has a tremendous effect on the applicable legal – I want to stress that – legal payload on a vehicle,” Bonham says. “That has become a sensitive topic today for many owneroperators, large fleets and companies that have the need to move a lot of product, a lot of tools and make one trip at a time and remain legal.” Aftermarket upfitters aren’t the only ones working on jobsite-friendly designs. In March, Ford submitted plans to the U.S. Patent Office for a sliding bed floor equipped with a sensor that keeps it from hitting things or people as it extends from the truck’s bed. Though its weight capacity is not available yet, Ford’s floor is designed to work on inclines with a heavy load.

Vans Bending over to hunt for tools in the back of a van can be stressful on your lower back, which paves the way for innovations that provide ergonomic relief. With CargoGlide’s Wall Gliding System, available this summer, items are stored on a fixed shelf, drawer or bin that can be rolled 70 to 100 percent outside of a van. Wall glides enable the back of any van to carry up to 1,500 pounds on each side of the wall. OEMs have worked on their own designs to offer increased ergonomics. Ram’s ProMaster is the only Class 2 commercial van to feature front-wheel drive, which allows for a lower load floor and bigger doors that can fit a standard-size pallet. In a chassis cab configuration, front-wheel drive also gives upfitters more room to work. There’s been a clear shift in vocational van styling toward European designs that feature lighter chassis and smaller engines. But the uptick in fuel economy comes with a sacrifice in payload, and when upfit with a steel body, payload capabilities drop even more – so much so that Bonham says Reading believes it is impractical to even offer a steel body for either the Ford Transit or Ram ProMaster. Instead, Reading has an aluminum body for those OEM models, which overcomes payload concerns and keeps the van within legal limits. “If we were to install an aluminum CSV, that’s our classic service van, in an 11-foot configuration – 57-inch-high

With CargoGlide’s Wall Gliding System, items can be stored on a fixed shelf, drawer or bin that can be rolled 70 to 100 percent outside of a van.

interior from floor-plate to ceiling – we can pass on to that client 3,300 pounds of legal payload, with two people in the vehicle, a full tank of fuel and their lunch,” Bonham says. Vocational trucks Corrosion can be an issue for carbon-steel dump bodies, but Switch-N-Go says it has developed a solution with its detachable stainless-steel dump body. Compatible with the company’s EasySlide subframe, the unit is productiongrade and production-ready, says Russ Wallace, Switch-N-Go sales manager. The stainless body has a 10-ton dump capacity and is being marketed for municipal, landscape, construction and other industries that require noncorrosive material. A full hydraulic system increases the body’s loading capacity from 15,000 to 18,000 pounds. Morgan Corp. recently launched a truck body aimed at lawn, landscape and nursery professionals. The company’s ProScapeVan offers an easy-to-deploy corrosion-resistant aluminum ramp with a 2,500-pound load capacity. The fold-over ramp has a heavyduty-steel articulating hinge to compensate for uneven ground surfaces. A “smart” interior configuration increases usable floor space as opposed to an internal dovetail design. The open interior layout is designed to maximize space for tools, materials and equipment. A variety of custom options – including lighting, flooring, tie-down and rack systems – also are available. OEM upfits Ensuring a proper fit is crucial to getting the most life out of the body and the vehicle. Most OEMs offer a body builder guide, and this year, several programs have been launched to support upfitters. Mack Trucks rolled out its Mack Body Builder Portal, an online shop for all of the truck maker’s body builder commercial carrier journal

| may 2017 75

EQUIPMENT: LIGHT-DUTY UPFIT OPTIONS

Mercedes-Benz USA Vans’ MasterSolutions program allows customers to order select upfit options directly through the dealer.

Mack’s Body Builder Portal, an online shop for all of the truck maker’s body builder resources, is designed to provide customers, body builders and dealers with a quick and efficient body upfit process.

resources. Jonathan Randall, senior vice president of sales for Mack Trucks North America, says the portal makes it easy for customers, body builders and dealers to access vehicle modification information quickly and efficiently. Resources available through the portal include wiring schematics and links to industry associations such as the American Concrete Pumping Association, as well as contact information for Mack’s Body Builder Support Team and the company’s concrete pumper support line. Also included is a custom-designed power-takeoff pump speed calcula-

tor and revised body builder manuals for all Mack models, which have been updated with simpler navigation. Ram Commercial Trucks recently debuted a pair of programs to assist commercial upfitters, dealers and customers in viewing, certifying and installing a variety of truck-mounted products. Ram Commercial’s Augmented Reality Upfit Configurator and Q Pro both are designed to make it easier to determine the best work-related options for a Ram van and chassis cab truck. Introduced last year, the Configurator is a computer-generated visual program that allows upfitters and deal-

Ram Commercial’s Augmented Reality Upfit Configurator is a computer-generated visual program that allows upfitters and dealers to provide a virtual showcase of a variety of body upfit options.

commercial carrier journal

| may 2017

ers to provide a virtual showcase of a variety of body upfit options. The platform allows perspective buyers to “walk around” the vehicle and “view inside” to assess the various options through computer simulation. The Q Pro qualification process is designed for upfitters to certify their product by allocating Ram Engineering resources to survey, make recommendations and certify upfitter products. “We have a lot of customers that say, ‘I have a very specialized upfit, I’ve already talked to the supplier on it, I know exactly what I want, so what can you do to put me together,’ ” says Dave Sowers, head of marketing for Ram Commercial. Mercedes-Benz USA last year introduced its MasterSolutions program, a turnkey model for upfitting its Sprinter and Metris van models. MasterSolutions is a partnership between the automaker and Knapheide, Auto Truck Group and SmartLiner, which provides a range of vocational options that can be ordered directly from Mercedes-Benz and Freightliner dealers. Mathias Geisen, Mercedes-Benz USA Vans’ general manager for van marketing, says preconfigured MasterSolutions are customized to fit Sprinter or Metris vans and can be ordered through the dealer.

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EQUIPMENT NEWS | INBRIEF

This T880S test model had an 11-yard McNeilus mixer upfit.

DRIVE TEST: KENWORTH T880S

Last September, Kenworth announced it would add a set-forward front-axle configuration to its T880, and those trucks entered production early last month. That’s when I flew up to Kenworth’s assembly plant in Chillicothe, Ohio, to watch one roll off the assembly line and to hop behind the wheel for a roughly 100-mile drive. The T880S at its core is a T880 but with some added features that improve upon the W900S model it likely will replace. Kenworth’s venerable W900S was practically purpose-built for mixer operations but adaptable enough to find itself in a variety of vocational applications. The T880S was designed with more flexibility right off the assembly line, making upfitting easier, more customizable and more streamlined. The truck is available with a 114-inch BBC – about 6 inches shorter than the W900S – and a 28-inch bumper setting, which is especially important in spec’ing a chassis that is compliant with the Federal Bridge Formula. More typical for dump applications, a 29.5inch bumper setting also is available, as is a 31.5-inch sturdy box bumper. Truck operators can spec mixer-tapered (114-inch BBC), dump-tapered (115.5inch BBC) or straight box bumpers (117.5-inch BBC) in a variety of finishes and materials, and removable cast center-mounted tow hooks are available depending on bumper selection. The T880S comes standard with a Paccar MX-13 engine that kicks out 510 hp and 1,850 lb.-ft. of torque. The Eaton UltraShift Plus in my dump truck model shined in stopand-go traffic in southern Ohio, effortlessly dragging 20,000 pounds of material around surface roads and on the highway. For weight-sensitive mixer applications, a 400-pound lighter MX-11 engine will give you 430 hp and 1,650 lb.-ft. of torque. By dropping a little weight under the hood, customers can pack on a couple more yards of concrete. The Allison 4700 seven-speed automatic transmission in my test mixer truck was smooth and comfortable, making runs to and from the jobsite for more payload far less taxing. The cab is a marked improvement over the legacy W900S; it’s larger, more comfortable and quieter. With a 3.6-inch lower hood crown than the W900S, the T880S offers a panoramic view and enhances visibility with up to four additional feet of ground visibility. The T880S is available with a set-forward front axle ranging from 14,600 to 22,800 pounds. Single-, tandem- or tridem-drive axles and a wide variety of factory-installed lift axles are available, and the T880S also features clear back-of-cab options that make it easy to configure the truck body. – Jason Cannon 78

commercial carrier journal | may 2017

• Mack Trucks debuted its Body Builder Portal that brings all of its body builder resources together in one convenient and easily accessible online location for customers, body builders and dealers. Resources include revised body builder manuals updated with simpler navigation, a power-takeoff pump speed calculator, wiring schematics, links to industry associations and contact information for Mack’s Body Builder Support Team and concrete pumper support line. • Kenworth now provides a $1,000 savings to National Ready Mixed Concrete Association members on qualifying purchases of new T880, W900, T440 or T470 vocational trucks through the association’s M2M Benefits Program. Orders must retail before June 30, 2017, with a limit of five qualifying Kenworth trucks per year. • Kenworth’s T880 now is available in an all-wheel-drive configuration for severeduty applications requiring added traction, such as oilfields, off-road cranes, utility and construction work and municipal fire/rescue vehicles. The Marmon Herrington MT-22 front drive axle is available in a 6x6 or 8x8 Class 8 configuration with a capacity rating of up to 22,000 pounds. The all-wheel drive configuration requires a Fabco transfer case and can be specified with Fabco’s 1-speed TC-142 or 2-speed TC-143 transfer case. The front drive axle is installed at Kenworth’s factory.

EQUIPMENT

Volvo adds auto-neutral, Paver Assist to I-Shift AMTs Volvo Trucks North America has added Auto-Neutral and Paver Assist features to its I-Shift for Severe Duty and I-Shift with Crawler Gears automated manual transmissions. Volvo Trucks North America added Auto-Neutral reduces the auto-neutral and Paver Assist features to its I-Shift for Severe Duty and possibility of the truck moving as a result of inadvertent throttle I-Shift with Crawler Gears automated manual transmissions. application by placing the I-Shift transmission into neutral when the parking brake is set. When the parking brake is released, the driver simply shifts to “drive” for the transmission to go back into gear. Auto-Neutral is available for Volvo vehicles equipped with the company’s greenhouse gas-compliant 2017 engines and the latestgeneration Volvo I-Shift transmission. Paver Assist for the I-Shift on VHD dump trucks helps eliminate bumps and disturbances in the pavement-laying process that traditionally occur while shifting from neutral to drive. Truck operators can engage drive without first applying the brakes when transitioning from neutral and being pushed by a paver to driving operations and pulling away from the paver equipment. For trucks already in service, both Auto-Neutral and Paver Assist can be activated using the Volvo Premium Tech Tool. – Jason Cannon

Eaton boosts shifting speeds for vocational trucks Eaton recalibrated its lineup of UltraShiftPlus and Fuller Advantage automated A new Aggressive Performance manual transmissions calibration for Eaton’s UltraShift Plus AMT is aimed at helping to allow for quicker shifts on grades. A new vocational fleets that operate on construction sites. Aggressive Performance calibration is aimed at helping vocational fleets that operate on construction sites. Chris Nielsen, Eaton’s global product strategy manager for vocational and performance transmissions, said the quicker shift times are about 200 to 300 milliseconds faster, allowing the engine to come in at higher rpms and resulting in powerful grade climbs. Compared to the previous Performance calibration, the Aggressive Performance calibration improves acceleration by up to 2.9 seconds faster to 25 mph and up to 5.4 seconds faster to 55 mph. Better start gear selection and improved offset also have been added to provide a stronger launch for added control in challenging terrain. – Jason Cannon

Meritor debuts P600 series tridem planetary axle

Hendrickson offers suspension, axle solutions for truck cranes

Meritor introduced its P600 Series Tridem HeavyHaul Planetary Axle for heavy-duty, long-haul, oilfield, mining and logging Meritor’s P600 Series Tridem Heavy-Haul Planetary Axle offers a GAWR of 126,000 applications. Full producpounds and a GCWR of 560,000 pounds. tion begins in June at the company’s plant in Laurinburg, N.C. Built to operate in extreme conditions, the P600 Tridem offers a gross axle weight rating of 126,000 pounds and a gross combination weight rating of 560,000 pounds. Meritor’s proportioning inter-axle differential is engineered to deliver even torque split between the three axles for improved traction, maximum load capacity and increased drivetrain longevity. The P600 Tridem offers a wide ratio coverage and anti-lock brakes and is available with a driver-controlled differential lock and hardware for tire inflation systems. – Jason Cannon

Hendrickson’s 48,000-poundcapacity tandem front air suspension and axle system and 60,000-pound-capacity tandem rear air suspension are designed for the truck crane market. The system packages The system includes Hendrickson’s SteerTek NXT fabricated axle the SteerTek NXT fabridesigned for added durability, cated axle and a box-shaped strength and weight efficiency. cross-section that helps resist horizontal, vertical and twisting forces. The rear air suspension is designed to improve vehicle handling while using high-volume air springs to help increase driver comfort and control and equipment protection. It reaches capacities of 30,000 pounds per axle and uses the company’s Quik-Align technology and its leaf spring technology with air springs and shocks. – Jason Cannon

commercial carrier journal | may 2017

PRODUCTS

Trailers for tough terrain

Globe’s Mountain Trailers are engineered for tight roads and offroad conditions such as mountainous terrain. Designed in conjunction with drivers, end users and dealers, the lowboy trailers include suspension options, deck lengths, gooseneck fenders, hydraulic controls and grease points tailored to fit an operator’s requirements for mountainous transport. The powder-coated trailers are available in 188 color options and come with a 10-year structural warranty. Globe Trailers, GlobeTrailers.com

Heavy-haul trailer

Talbert’s 55SATELE HeavyHaul Trailer is a 55-ton unit that can be shortened to 53 feet long. The trailer has a 90-inch swing radius that can be extended to 114 inches with a gooseneck extension. Users can set up the trailer as a 4-axle close-coupled, 2-2 spread-axle or 3-1 spread-axle configuration. The third and fourth axles can be flipped or removed, and a 24-inch pinned and hinged gooseneck extension also can be flipped. The trailer features a 29-foot wood deck in the front and a 3-foot Apitong platform in the rear, with beams stretching between; it expands and locks in 4-foot increments. The trailer features a 20-inch deck height and is built with high-strength 100,000-psi minimum yield steel. Talbert Manufacturing, TalbertMFG.com

Trailer with hydraulic tail

XL Specialized’s XL 80 Power Tail trailer is built to transport medium-duty construction equipment and uses a hydraulic fold-under flip tail ramp to accelerate loading and unloading. The trailer is rated at 80,000 pounds overall and 50,000 pounds within 10 feet. The hydraulic tail has a 10-degree load angle designed to handle man lifts, rollers, forklifts and paving equipment. It has a lifting capacity of 25,000 pounds for loads centered on the main platform and has two sections: an 8-foot 8-inch platform ramp and a 60-inch flip tail. A hydraulic pop-up ramp connects the deck to the gooseneck, and a foot hole and grab handle assist with climbing. XL Specialized Trailer, XLSpecialized.com

Severe-duty slider system

SAF-Holland’s Severe-Duty Slider System is engineered for the company’s fifth wheels for heavyand severe-duty hauling operations. The system has an 80,000-pound vertical load and a 200,000-pound drawbar pull capacity and is designed to work with the company’s FW35, FW33 and FW70 fifth wheels. The slider’s modular service-friendly design allows fifth-wheel heights to be changed easily; available bracket-mounting heights range from 8 to 11 inches. The system is engineered to provide a variety of slide travels – 12-, 24-, 36-, 48-, 60- and 72-inch – to accommodate a wide range of weight distribution and clearance needs. The in-cab air slide release control is designed to allow drivers to reposition the fifth wheel easily when required. SAF-Holland, SAFHolland.com

Box frame flatdeck

SG Custom Trailers’ Grey Wolf box frame flatdeck trailer incorporates Vang’s box frame suited for heavy-haul applications, Damsen’s floor and Wolf Innovations’ design and manufacturing. The trailer is engineered for added life, strength and roll stability and has a galvanized smooth finish with corrosion prevention technology. It features Ridewell’s galvanized running gear, galvanized landing gear, a steer axle with 9½ inches of lift and a steer suspension designed to facilitate longer kingpin life. A coil-hauling package is available. SG Custom Transport Equipment, SGCustomTrailers.com

Fluids lineup

Royal Purple’s Commercial and Fleet Vehicle product lineup is formulated for construction, mining, agriculture and off-road applications. • Syndraulic is a clean long-lived high-efficiency hydraulic system fluid designed to increase reliability and longevity. • Max-Tane diesel fuel additive is formulated to provide cetane boost, anti-gelling, detergency and lubrication for the entire diesel fuel system. • Purple Ice HD coolant system optimizer supplement is formulated to prevent cavitation and cylinder wall erosion, increase heat transfer and provide corrosion protection. • Ultra Performance Grease is formulated with proprietary SynSlide high-film-strength additive technology. Royal Purple, RoyalPurpleConsumer.com commercial commercial carrier carrier journal journal | may| 2017 aPril 2012 81

Lightweight driveshaft

High-pressure leak tester

Bosch’s HPT 500 High-Pressure Diagnostic Leak Tester delivers leak detection smoke at up to 30 psi to produce higher pressures and simulate truck boost to test and find leaks in exhaust aftertreatment systems. Designed to test an entire system in 15 minutes and with dual operating modes, the machine helps technicians alternate quickly between smoke-only and air-only cycles to confirm repairs. It features a flow control valve, remote shutoff and gauges for flow rate, system pressure and test pressure. The HPT 500 comes with a bottle of vapor-producing fluid, a remote-control key fob, a hex key and a 100- to 240-volt AC plug. The housing is constructed of steel and billet aluminum for added durability and extended service life. Bosch, www.bosch.us, 917-421-7209

Long-haul drive tire

Cooper’s Roadmaster RM852(EM) long-haul drive tire is SmartWay-verified and has a tread compound that facilitates lower rolling resistance for added fuel economy and 30/32nds of tread to offer longer mileage. For improved wet traction and stability in challenging weather, the tire features a solid shoulder design and the company’s 3D Micro-Gauge siping with full depth and variable sipe density. Cooper Tire & Rubber Co., www.coopertire.com, 800-854-6288

commercial carrier journal | may 2017

Dana’s SPL 350 Lite driveshaft is engineered for high-efficiency vehicles with engine downspeeding configurations. The driveshaft is designed with 11 fewer components to help reduce weight and enable faster, easier installation. It shares service components with the existing SPL 350 driveshaft to help simplify maintenance and inventory. Reduced noise, vibration and harshness levels help extend component life and improve performance and vehicle dynamics. Dana Inc., www.dana.com, 419-887-3000

PRODUCTS

Vocational torque rod

A26 engine brake

Jacobs Vehicle Systems’ compression-release engine brake for International’s A26 engine is engineered to leverage the A26’s variable-geometry turbo to increase brake performance at lower engine speeds and higher altitudes, helping to increase foundation brake life and improve drivability by reducing downshifting, noise, vibration and harshness. The engine brake can be spec’d for factory installation on International’s LT Series long-haul and RH Series regional-haul trucks. Jacobs Vehicle Systems, www.jakebrake.com, 800-876-5253

Hendrickson’s Traxx Road vocational torque rods use an advanced bushing design and construction for added weight and bushing walkout performance. The rods are manufactured using highstrength robotically-welded materials and are engineered for specific capacity and application criteria. The flexible design can accommodate a straddle or taper pin bushing and package with any hub size and length. Hendrickson Truck

Dashboard solar-charging system

Purkeys’ Solar Dash Charging System is designed to help counteract parasitic loads and avoid jump starts by keeping batteries at a good state of charge when the vehicle is inactive. The portable system comes with a 20-watt solar panel, a conversion controller and an adapter that plugs directly into a 12-volt power port.

Commercial Vehicle Systems, www.hendrickson-intl.com, 630-910-2800

Purkeys, www.purkeys.net, 800-219-1269

Space-saving no-idle system

Bergstrom’s Nite Phoenix Space Saving Innovation A/C system is a battery-operated no-idle cooling solution that features Bluetooth technology and is designed for easy installation under sleeper bunks. The system features a plastic internal unit; a durable external condenser assembly; an automatic digital temperature control; service diagnostics; a rotatable blower assembly to aid in adapting to OEM ductwork in select applications; an aluminum-framed recirculation filter to help extend coil life; a serviceable evaporator coil and receiver dryer; and brushless motors in the compressor, evaporator blower and condenser fan to facilitate extended life. Bergstrom Inc., http:// us.bergstrominc.com, 815-874-7821

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PRODUCTS

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Grote’s exterior-grade XTL LED light strip is engineered to be thin, flexible and durable. It is designed to resist chemicals, UV exposure, water and abrasion and to be installed anywhere that auxiliary illumination is needed, providing awareness and visibility for hazards and equipment as well as extra lighting for dry vans, reefers, boxes and compartments. Grote Industries,

www.grote.com, 800-628-0809

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Oliver Rubber’s Lug Traction Drive is a lightweight open-shoulder drive-position retread suited for regional and urban commercial vehicles, including pickup-and-delivery and food/ beverage applications. The retread is designed for added all-weather traction and durability and uses the company’s proprietary VDI Plus technology that helps resist stone and road debris retention. It replaces the Oliver Super Traction Deep retread and is available in five widths: 200, 210, 220, 230 and 240. Oliver Rubber Co., www.oliverrubber.com, 866-464-2580

4-inch round lights

Peterson’s latest 4-inch round lights are available in either grommet- or flangemount designs and have an integrated AMP connector, surface-mount diodes and insert-molded terminals for environmental protection. Both the redlensed 817R-36 Stop/Turn/Tail light and amber-lensed 817A-36 Park/Turn light have 36 bright white LED diodes and an operating range of 9 to 16 volts. The amber version meets DOT requirements for a front and rear turn signal, parking lamp, clearance light and side marker. Peterson Manufacturing Co., www.pmlights.com, 800-821-3490

commercial carrier journal | may 2017

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PRODUCTS

Decking system

Ancra’s Vers-A-Deck captive decking system is designed for added versatility and features the low-profile Vers-A-Deck Beam that has a working load limit rating of 3,000 pounds, allowing a cargo weight rating of 750 pounds per beam with a traditional four-beam decking layout. When not in use, the low-profile beams can be stored near the ceiling to provide added forklift clearance. In case of forklift impact, the beam’s high-strength design helps prevent it from being jammed in the track. Ancra International, www.ancra.com, 800-233-5123

Heavy-duty alternator Prestolite Electric’s Leece-Neville IdlePro alternator series includes a 24-volt, 120- and 180-amp-output dual internal fan design suited for Cat, Cummins and Volvo engines. The corrosion-resistant alternator has a heavy-duty housing suited for high-heat high-performance applications and is engineered to help extend service life, increase vehicle uptime and improve performance by enhancing the electrical system to deliver optimal output at low engine speeds. Other features include heavy-duty bearings for high belt loads and intelligent multifunction regulators with load share capability for multiple alternator use. Prestolite Electric, www.prestolite.com, 800-354-0560

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Keller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-327-6868 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 LKQ Heavy Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-557-8782 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-248-3855 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79 Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NapaTruckService .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Oâ&#x20AC;&#x2122;Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FirstCallOnline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 PCS Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281-419-9500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 Penske . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844-868-0817 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BC Phillips 66 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Phillips66Lubricants .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Prepass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-867-6704 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32-33 Prestolite Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IdleProExtreme .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Quartix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 855-913-6663 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 & 31 Radiator Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-RAD-WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 Ryder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ryder .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-231-6950 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-25 TCA Driver of the Year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Truckload .org/Driver-Of-The-Year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 TCA Workforce Builders Conference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GrowYourWorkforce .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 TMW Fleet Maintenance Management . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-401-6682 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38-39 Total Specialties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TotalSpecialties .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 TruckFridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TruckFridge .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 Truckstop .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-203-2540 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 VDO RoadLog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 855-ROADLOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Vipar Heavy Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vipar .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Volvo Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VolvoTrucks .us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zamzow-Tarp .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 commercial carrier journal | may 2017

PREVENTABLE or NOT?

No go for Doe in driving snow

t was midnight, and the wind was howling like a hound dog as trucker John Doe fought his way toward Woonsocket, S.D., peering intently through his windshield at a springtime blizzard. He was plowing his way through deep snow on Persnickety Pike at 45 mph with a heavily laden 48-foot dry van in tow. Appropriately, his favorite country-western streaming channel was playing “A Thousand Miles From Nowhere.” At least Doe had survival rations on board: a cooler John Doe was traveling full of fresh celery sticks and through a raging blizzard at midnight when he realized the a big Thermos loaded with road was blocked partially by ultra-strong coffee obtained a giant tree, but it was too late from Aunt Fanny’s Truck Stop. to avoid impact. Was this a Suddenly, Doe’s headlights preventable accident? illuminated a strange “something” on the road ahead ... Great galloping gophers! Persnickety Pike was blocked partially by a giant tree! Feverishly pumping the brakes, Doe took a death grip on the steering wheel, but his frantic, heroic attempts to save the day did no good: His long-nose tractor slid into the fallen oak with a resounding “WHOMP!” Doe’s bumper was brutalized, as was his mood when he received a warning letter for a preventable accident from his safety director. Doe contested the ruling, and the National Safety Council was asked to resolve the dispute. NSC immediately upheld the preventable ruling, noting that Doe clearly had been overdriving his headlights and driving too fast for blizzard conditions with deep snow on a dark road.

commercial carrier journal | may 2017

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