CCJ0518 by dwatson

APRIL MAY 2018 2018

SAFETY SUPPORT New tech helps fleets stay clean

page 56

To meet its driver hiring needs, trucking must attract a more diverse workforce IT'S NEW TO YOU Preowned options for growing fleets page 63 BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

TRAILER FOCUS: DRY VANS New models get tougher, lighter page 71

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MAY 2018 | VOL 175 | NO. 5

COVER STORY:

JOURNAL

Who will drive the future?

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

THE DRIVER DEFICIT, PART III

Given that 48 percent of drivers are expected to retire in the next decade, focusing recruiting efforts on trucking’s traditional demographic will not meet the industry’s long-term employment needs. To do that, fleets must attract drivers from other demographics – women, young people and minorities – to build a sustainable workforce. Cover design by David Watson

FEATURES

Converging on safety

Internet of Things devices in vehicles can detect an increasingly complex array of risky driving behaviors. Rather than work in isolation, these devices can share data among connected in-vehicle systems that traditionally have been competitors. Breaking these barriers has made it possible for fleets to mitigate vehicle and driver safety risks more quickly and effectively.

Getting used to buying used

Trucking companies this year have ordered new trucks at a record pace. Capacity is extremely tight, and fleets need more trucks to handle huge freight demand and continue to order trucks at record-setting rates. But without an influx of new drivers, new trucks are going to push older models to a used truck market that already is saturated with equipment, which could lead to lower prices.

Trailer Focus: Dry Vans

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

Innovators: Veriha Trucking

The Marinette, Wis.-based truckload carrier leverages behavioral science to empower employees, communicate with a multigenerational workforce and improve retention.

News Bill would allow drivers to pause 14-hour clock for up to three hours … FMCSA: Driver info still safe in online hack … FMCSA wants to know if regs impact autonomous development … ATRI to study CDL testing, autonomy’s impact on drivers … Request would allow GPS windshield mount in ‘safety technology’ area … Tech company requests exemption for side mirror replacement cameras … Oregon exemption for one-year learner’s permits renewed … Short-haul tankers get 30-minute break exemption … Wilcox requests ELD waiver for certain DOE loads … Annual inspections to focus on hours, driving behaviors

10 InBrief commercial carrier journal

| may 2018 3

DEPARTMENTS

ccjdigital.com

technology

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

Editorial

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

18 19 19

Trucking should keep tabs on EPA’s CAFE rollback Eaton enhances aftermarket clutch line GM grows business offering with Fleet Complete

20 InBrief 24 24 26

Ryder debuts truck, asset sharing platform Workhorse set to deploy allelectric N-Gen van fleet Chevy’s new HD trucks take design cue from Z/28

32 34 34

Comdata’s OnRoad combines fuel, payroll transactions Tailwind Enterprise TMS designed for small fleets EKA Solutions develops connected Omni-TMS

34 InBrief 35 36

DeliveRecon helps fleets improve delivery process Netradyne launches RiskMap, an AI-driven risk-mapping feature

38 InFocus:

Maintenance software

Design & Production

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

Corporate

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

28 InFocus:

Regionalization trends

3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com

30 Test Drive: Chanje

electric powertrain cargo van

ALSO IN THIS ISSUE

Upfront

Preventable or Not?

Ad Index

Products

Wheel-end seal, fifth-wheel handle, energy storage system, more

commercial carrier journal

| may 2018

Shell helps drive freight efficiency

John Doe backed his trailer under a motor-driven rollup dock door, which unexpectedly began to roll down and hit the top rear of his trailer. Was this a preventable accident?

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

Confidence is having the tools to talk about safer driving. When you need to promote safer driving habits in your fleet, you need Verizon Connect. Our data can help improve driver behavior, like sudden starts and stops, so you can create a safer workplace. Discover more at verizonconnect.com

UPFRONT

Shell pushes lubricants’ larger role in freight efficiency Oil company steps out of comfort zone with Shell Starship concept truck BY JEFF CRISSEY

nlike tractor OEMs, trailer manufacturers and component suppliers that can point to tangible fuel-saving benefits made of aluminum and steel, the differences among performance and product characteristics from lubricant companies are literally submicroscopic, occurring only at the molecular level. On the subjects of fuel savings and freight efficiency, it can be hard for lubricant companies to get into the conversation. Shell Lubricants aims to change that. In 2015, it partnered with Bob Sliwa, owner of AirFlow Truck Co., to design and build the Shell Starship concept truck. The two companies believe the hyper fuel-efficient tractor-trailer combination will show what is possible when transportation companies, OEMs and suppliers collaborate to engineer fuel-efficient products to meet future legislative and regulatory requirements. With or without any federal or state (ahem, CARB) requirements, future demographic shifts alone will require more efficient transportation. “Even though we are better at making things more efficient, energy demands continue to go up,” said Bob Mainwaring, Shell Lubricants’ technology manager for innovation and Starship technology lead, at the Shell Make the Future event at the Sonoma Raceway in Sonoma, Calif. Mainwaring said carbon dioxide emissions from commercial trucks equate to roughly 40 percent of carbon dioxide emissions generated by all vehicles. And as the global population rises from 7 billion to 9 billion by 2050, the amount of people who will live in cities will grow from 50 percent to 75 percent in that same time. While there are some interesting tweaks and improvements, the Shell Starship relies heavily on existing technologies. “This Class 8 truck is proof that small improvements over time can make a significant impact in reducing emissions and increasing efficiency,” said Bruce Culpepper, president of Shell Oil Co. “We truly believe that we are in an energy transition already. Shell isn’t running away from it, we are running toward it. We think we do that with trial and error, by practicing together and col-

laborating and co-engineering things together.” The Shell Starship features a carbon-fiber body built around an International ProStar chassis and frame. The drivetrain pairs a Cummins X15 engine with an Eaton 18-speed automated manual transmission. Shell contributes a full line of lubricants, including a yet-to-be-introduced FA-4 full-synthetic 5W-30 fuel economy lubricant. “It’s a lower-viscosity oil and takes less energy to pump throughout the system and therefore provides a fuel economy advantage,” said Dan Arcy, OEM technical manager for Shell Rotella, adding Shell expects to see the engine oil improve fuel economy as much as 2 percent. “Every engine will have an overhead of friction, which is energy being dissipated as heat through friction within the rotating parts,” explained Mainwaring. “The fact that lubricants matter and can help operators save money, help OEMs comply — elevating that message in the heavy-duty space is important to us as well.” On-hand at the Sonoma Raceway to provide an example of Shell’s co-engineering and collaborative efforts was Röchling Automotive’s Ryan Forman, product manager of aerodynamics and engine encapsulation systems. Röchling developed a specially engineered active grille shutter system for the Starship truck to reduce aerodynamic drag while maintaining optimal cooling capacity. Forman said the biggest challenge for widespread adoption of any fuel-efficient component is achieving multiple benefits to improve cost justification. “What we’ve looked at in regard to the pure functionality of the part is the additional benefits,” he said. “If you can combine two or three vehicle benefits with one component, it helps justify the cost, it helps reduce the investment and also helps in regard to promoting new technologies and making it more widespread.” Later this month, the Starship truck will complete a coastto-coast route along Interstate 10 from San Diego to Jacksonville, Fla., to measure the capabilities of combined fuel-saving technologies based on ton-miles per gallon. The results will be third-party-verified by the North American Council for Freight Efficiency and will be announced at a special ceremony in early June.

JEFF CRISSEY is Editor of Commercial Carrier Journal. E-mail jcrissey@ccjmagazine.com.

commercial carrier journal

| may 2018

TRUCKING IS TOUGH THE COMPETITION IS

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

FMCSA: Driver info still safe in online hack

he Federal Motor Carrier Safety Administration said last month that no personal information

on drivers was exposed in a recent attempt by an Under the U.S. House bill, drivers would be able to pause their 14-hour on-duty clock for up to three hours a day.

Bill would allow drivers to pause 14-hour clock for up to three hours

U.S. House bill would allow drivers to take one break per day of up to three hours that would not count against their 14-hour on-duty allotment. The bill filed in late March mirrors a petition filed by the Owner-Operator Independent Drivers Association that calls for a pause button for a driver’s daily 14-hour clock of up to three hours and the removal of the mandatory 30-minute break required by current hours-ofservice regulations. The Responsible and Effective Standards for Truckers Act (REST Act) still would require drivers to log 10 consecutive off-duty hours before beginning their next 14-hour on-duty period. The legislation filed by Rep. Brian Babin (R-Texas) is backed by OOIDA. Its filing comes as FMCSA is studying adding HOS flexibility via split-sleeper berth options, but the research and regulatory process to institute such changes likely would take years should the agency decide to pursue it. Last March, under a congressional directive, FMCSA removed the requirement that drivers’ 34-hour restarts include two 1-5 a.m. periods. Its removal was a core component of an HOS overhaul instituted in July 2013, but the mandatory 30-minute break was added at that time and remains in place despite other portions of the rule being nixed by Congress. – James Jaillet Scan the QR code with your smartphone or visit ccjdigital.com/ news/subscribe-to-newsletters to sign up for the CCJ Daily Report, a daily e-mail newsletter filled with news, analysis, blogs and market condition articles.

unauthorized party to access the agency’s National Registry of Certified Medical Examiners. The registry, which is used by drivers to find U.S. Department of Transportation-certified medical examiners, now has been down for nearly five months. A simple search by ZIP code remains available. FMCSA said in December there had been “unauthorized access” to the system, prompting the site’s outage. The agency has not provided further details, nor has it provided a timeline for when the site will come back online. However, it said that it is “conclusive” that no personal information was exposed. “There was an attempt by someone to compromise the [registry], but it was unsuccessful,” FMCSA said. The issue has forced examiners to backlog exam results until the site enables them to upload the results to the website. Collin Mooney, executive director of the Commercial Vehicle Safety Alliance, said the outage should not cause issues during roadside inspections since enforcement officers use CDLIS, not the registry, to verify medical certificates. – James Jaillet

FMCSA said no personal information was exposed in a recent attempt to hack its National Registry of Certified Medical Examiners. commercial carrier journal

| may 2018 9

JOURNAL NEWS

INBRIEF 5/18 • Knight-Swift Transportation Holdings, formed last year via the merger of Phoenix-based trucking companies Swift Transportation (CCJ Top 250, No. 3) and Knight Transportation (No. 25), acquired Richmond, Virginia-based Abilene Motor Express (No. 221), a 400-truck privately-held carrier. The terms of the deal were not disclosed, nor were details of the acquisition, such as whether Abilene will remain as-is or be folded under the corporate brand. • Celadon Group (No. 31) is reissuing financial statements for its four most recent fiscal years after an internal investigation revealed errors ranging from $200 million to $250 million, which could impact its reported net income for 2014-17. The Indianapolisbased company was notified last May by the Securities and Exchange Commission that potential errors within its financial documents put it at risk of being delisted from the New York Stock Exchange. • Daseke (No. 37) is acquiring Calgary, Alberta-based Aveda Transportation and Energy Services, an oil rig moving company that provides specialized transportation services and equipment for the exploration, development and production of petroleum in the United States and Canada. Daseke, based in Addison, Texas, will pay 71 cents per share, assume Aveda’s debt and pay up to 36 cents per share in cash-contingent consideration based on EBITDA. Aveda has 430 tractors, 660 trailers and 200 light-duty trucks and in 2017 generated $158 million in revenue, up 172 percent from its 2016 revenue of $57.7 million. • Roanoke, Va.-based Englander Transportation acquired three Mountain City, Tenn.-based trucking companies: Transportation Technologies, Triple C Transportation Services and C&H Logistics; terms were not announced. Englander said the three companies collectively add over 80 drivers, 60 tractors and 70 refrigerated trailers. Englander, which now operates nearly 100 tractors and 110 reefers, said Triple C’s freight brokerage division will be transitioned to its sister company, Fleetmaster Xpress Logistics.

commercial carrier journal

| may 2018

FMCSA wants to know if regulations impact autonomous development

he Federal Motor Carrier Safety Administration is asking for public comments on existing regulations that could be updated, modified or removed to help usher in autonomous trucks and automated driving systems. The effort is part of a larger U.S. Department of Transportation initiative to clear a regulatory path for autonomous technology, including driverless trucks. FMCSA says in the Federal Register notice published last month that it is reconsidering its previous stance that a driver is required behind the wheel of commercial vehicles. The agency now says it believes the Federal Motor Carrier Safety Regulations give it the flexibility to allow ADS to perform driving functions without a driver in the driver’s seat under current regulations. The administration adds that it can grant waivers up to three months, exemptions up to five years or pilot programs up to three years to allow the operation of commercial vehicles without a driver in the driver’s seat. FMCSA is seeking information from trucking industry stakeholders, the motoring public and ADS manufacturers on any current regu- FMCSA is assessing how current regulations can be updated, modified or eliminated regarding automated driving systems. lations that could hinder the development and testing of ADS-equipped trucks. FMCSA also is asking for public comment on a preliminary review by DOT’s John A. Volpe National Transportation Systems Center of regulations that “may relate to the development and safe introduction of ADS” . Volpe says its review focused on Level 3-5 autonomous technology. Level 3 requires a driver in the truck ready to take control, but the driver doesn’t have to constantly monitor the surrounding environment. Level 4 autonomous trucks can perform all driving functions under certain conditions, and the driver has the option to take control. Level 5 autonomy – the highest level – doesn’t require a driver, as the truck is capable of handling all driving functions in all conditions. The research by Volpe revealed that many of the issues that could present conflict between automated technology and current regulations involve how the definition of “driver” or “operator” would be applied. An onboard nondriving technician or someone in a remote location controlling the truck could be considered an operator. Volpe says scenarios involving onboard technicians who are not expected to drive and those in which the truck would be controlled by a remote operator present the biggest challenges. The group adds that automated systems that require at least occasional direct human driver involvement would have the fewest challenges in complying with current regulations. – Matt Cole

JOURNAL NEWS

ATRI to research CDL testing, autonomy’s impact on drivers

he American Transportation Research Institute has identified its top research priorities for 2018, which includes the impacts of autonomous technologies on truckers, inconsistencies in commercial driver’s license testing and more. ATRI’s Research Advisory Committee developed the list of priorities in March, and it was approved by the group’s board of directors in a meeting last month. The 2018 ATRI top research priorities are: • Urban planning and smart city design for trucks. This would examine how and where truck freight delivery can be incorporated into urban planning and smart city design. • Assessing the consistency and accuracy of CMV crash data. ATRI

looks to identify ways to improve commercial vehicle crash data collection, quality review, management and submission at the local and state levels. • Role and impact of government regulations on autonomous vehicles. ATRI looks to assess the impact of regulations on how autonomous technologies and vehicles should be deployed. The Federal Motor Carrier Safety Administration also recently began fielding public comments on its existing regulations that could impact the development and implementation of autonomous trucks. • Autonomous impacts on the truck driver. This analysis would look at how autonomous technologies will change the environment and requirements for truck drivers. • Inconsistencies in CDL testing.

The American Transportation Research Institute listed the impact of autonomous technologies on truckers among its top research priorities for 2018.

This will review the range of requirements for CDL testing across states and identify best practices to develop a universal set of requirements. • Best practices for marijuana intoxication testing. ATRI will look at best practices across the United States and abroad to identify recommendations for maximum intoxication levels and driver sobriety testing. – Matt Cole

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Untitled-2 1

Date: 04/04/18

commercial carrier journal Client: CMA

Job #: 2450

File Name: 2450-CMA-CCJ-May-HP-IR

4/9/18 10:24 AM

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JOURNAL NEWS

INBRIEF 5/18 • Colorado soon will require commercial driver’s license applicants to complete a 26-minute training video and a 15-question quiz on recognizing and reporting human trafficking following legislation signed by Gov. John Hickenlooper. The law, set to go into effect Aug. 8, also will require CDL schools in the state to include the free training from Truckers Against Trafficking as part of their overall CDL course. Several other states, including Arkansas, Illinois, Kansas, Ohio, Oklahoma, Texas and Washington, also have instituted similar CDL training requirements. • Truckers in Rhode Island got another month of toll-free travel after another delay in implementation of the state’s trucks-only toll system. State DOT Director Peter Alviti Jr. last month told House lawmakers that he expected tolls to begin collecting “by the end of May.” The delay was a result of further testing to make sure the toll system was working properly. • Ryder acquired MXD Group, an e-commerce fulfillment provider with a national network of facilities, including last-mile capabilities for big and bulky goods, for $120 million. Ryder said the acquisition adds 109 facilities, giving it a network of 121 e-commerce hubs covering more than 95 percent of the United States and Canada within a two-day delivery timeframe to provide home delivery and white-glove installation with a network of U.S. and Canadian carriers. • Hudson, Ill.-based Nussbaum Transportation announced that it has transitioned 35 percent of the company’s ownership to employees through an Employee Stock Ownership Plan (ESOP). • William Knight England, who helped make C.R. England (CCJ Top 250, No. 20) a leading U.S. trucking company, died March 28 at 95. His father, Chester R. England, started a trucking business in 1920, and during World War II, William and his brother, Gene, served in the Pacific Theater before returning home and joining the business, where they hauled mostly produce from Utah and Idaho to California and began growing the company from one truck in 1946 to more than 5,000 in 2018.

commercial carrier journal

| may 2018

Request would allow GPS windshield mount in ‘safety technology’ area

60-truck fleet has requested a waiver from the Federal Motor Carrier Safety Administration that would allow it to mount GPS devices in the area of the windshield designated only for “vehicle safety technologies.” Currently under federal regulations, GPS devices are not considered “vehicle safety technologies” and Traditional Trucking Corp. cannot be mounted within the area swept by the windshield wipers. Devices that fall under the regula- requested a waiver to allow GPS devices to be mounted tion can be mounted no more than 4 inches below in the area of the windshield the upper edge of the area swept by the wipers and no meant for safety technologies. more than 7 inches above the lower edge of the area. Traditional Trucking Corp., a Belvue, Kansas-based fleet, says GPS devices are “approximately the same size as the currently allowed ‘vehicle safety technologies’ mounted on the windshield.” The company adds that the dash “is not suitable for mounting the fixture to hold the GPS unit.” Federal regulations define “vehicle safety technologies” as fleet-related incident management systems, performance or behavior management systems, speed management systems, lane departure warning systems, forward collision warning or mitigation systems, active cruise control systems and transponders. – Matt Cole

Tech company requests exemption for side mirror replacement cameras

rucking technology company Stoneridge last month filed an exemption request with the Federal Motor Carrier Safety Administration that would allow carriers to use the company’s MirrorEye Camera Monitor System instead of the required two rear-vision side mirrors, one on each side. Stoneridge’s MirrorEye system is a group of camStoneridge’s MirrorEye system eras mounted on the sides of trucks that gives the driver a high-definition view on an in-cab monitor. is a group of cameras mounted on the sides of trucks that The company says mounting its monitors on the gives the driver an HD view on A-pillars between the windshield and door avoids an in-cab monitor. creating blind spots while also eliminating blind spots created by conventional mirrors. Stoneridge adds that its camera system meets or exceeds visibility requirements in the federal regulations based on several factors: • Greater field of view than conventional mirrors with wide-angle, narrow-angle and look-down cameras expanding the field of view by about 25 percent; • Independent video processing of multiple camera images so that if one camera fails, the other camera images continue to be displayed; • Enhanced vision quality with the use of high-definition digital cameras providing color night vision, low-light sensitivity and more; and • Trailer panning that tracks the end of the trailer to keep it in view. – Matt Cole

JOURNAL NEWS

Oregon exemption for one-year learner’s permits renewed

he Federal Motor Carrier Safety Administration renewed an exemption that allows the Oregon Department of Transportation and other state DOTs ODOT said the 180-day extension beyond the to renew commercial learner’s initial 180-day period to renew a CLP should permits for an additional 180 days have no impact on the safety of the CLP holder. beyond the initial 180-day period. Federal regulations state CLPs should be valid for no more than 180 days. Under this exemption, CLP holders are not required to retake the general or endorsement knowledge tests for the six-month extension as regulations require. ODOT originally requested and was granted the exemption in April 2015. In its initial request, ODOT stated it believed the 180-day extension had no impact on the safety of the CLP holder. ODOT added that its Department of Motor Vehicle field offices were working with limited resources and that adding “the bureaucratic requirement for a CLP holder to visit a DMV office and pay a fee in order to get a second six months of CLP validity” placed an undue hardship on drivers and the DMV offices. FMCSA says because the issues ODOT mentions in its request could be applicable in other states, all states are allowed to use the exemption at their discretion. The renewal is good for one year and expires April 5, 2019. – Matt Cole

Short-haul tanker drivers get 30-minute break exemption

anker drivers who normally operate under the 100 airmile short-haul exemption hauling certain petroleum-based fuels now can claim an exemption from Certain fuel haulers have been granted an the federally-required 30-minute exemption from the 30-minute break for situabreak when their day requires tions when they exceed the hours limits of the them to work beyond 12 hours. short-haul exemption. The National Tank Truck Carriers and Massachusetts Motor Transport Association requested the exemption for occasions when drivers don’t meet short-haul exemption requirements. The Federal Motor Carrier Safety Administration says these drivers take several breaks throughout the day when unloading at service stations, which essentially meets the needs of the 30-minute break. Drivers operating under the exemption still must complete their workday within the 14-hour on-duty window and keep a log on the days they don’t meet the short-haul exemption. Drivers hauling ethanol, diesel fuel, gasoline, aviation fuel and other petroleum-based fuels fall under the exemption. NTTC estimates there currently are about 38,000 trucks that operate under the short-haul exemption daily that would qualify for the 30-minute break exemption. The exemption is good for five years. – Matt Cole

Wilcox requests ELD waiver for certain DOE loads

ilcox Truck Line, a 70-truck fleet based in Springfield, Mo., is petitioning the Federal Motor Carrier Safety Administration for an exemption from the electronic logging device mandate when hauling loads for the Idaho National Laboratory program. In an April 4 Federal Register notice, Wilcox states it is the primary carrier for special projects at the U.S. Department of Energy’s INL, and that in order to haul these loads, electronic tracking of shipments must be disabled “to limit identification of the physical location of the shipment.” Wilcox says it uses ELDs for its normal operations but would disable them when transporting INL loads. Wilcox says that to ensure the same level of safety that would be achieved through the use of ELDs, INL requires the following measures for its loads: • Specific team drivers who have been vetted by DOE; • Logbook use when ELDs are disabled; • Drivers must have a cell phone in their possession; and • Drivers must call INL’s 24-hour Warning Communications Center to report their condition and ensure they aren’t experiencing any issues. If granted, the exemption would apply to fewer than 20 trucks and fewer than 40 drivers. – Matt Cole Wilcox Truck Line has requested an exemption from the ELD mandate for DOE loads that do not allow electronic tracking.

commercial carrier journal

| may 2018 13

JOURNAL NEWS

Annual inspections to focus on hours, driving behaviors

he Commercial Vehicle Safety Alliance’s annual rigs checked during the inspection blitz. Level I inspecInternational Roadcheck, a three-day ramp-up of tions are the most thorough, including examination of truck and bus enforcement across North America, is driver compliance and vehicle-related violations. scheduled for June 5-7. CVSA also announced that its During the weeklong Operation Safe Driver Week blitz, law annual Operation Safe Driver Week enforcement spree is enforcement will be focusing on traffic enforcement, seatbelt set for July 15-21. enforcement, driver roadside inspecThis year’s Roadcheck focus tions and driver regulatory compliwill be on hours-of-service comance. CVSA says driver behavior is the pliance, due in part to the eleccause of more than 88 percent of large tronic logging device mandate. truck crashes and 93 percent of pas“The top reason drivers were senger vehicle crashes. placed out of service during the Driving behaviors that will be 2017 International Roadcheck targeted during the week include was for hours-of-service violaspeeding, distracted driving, tions,” said CVSA President Capt. texting, failure to use a seatbelt, Enforcers in 2017’s International Roadcheck Christopher Turner of the Kansas following too closely, improper conducted more than 63,000 inspections Highway Patrol. “Although the during the 72-hour event. lane change, failure to obey traffic electronic logging device rule that control devices and more. went into effect on Dec. 18 does not change any of the Last year, nearly 39,000 citations and warnings were underlying hours-of-service rules or exceptions, the issued to truck drivers during Operation Safe Driver ELD mandate placed a spotlight on hours-of-service Week. More than 84 percent of the violations were for compliance.” state and local moving violations. Inspectors will perform full Level I inspections on most – James Jaillet and Matt Cole

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commercial carrier journal

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WELCOME TO THE NEW INDUSTRY STANDARD

The All-New Endurant™ Automated Transmission Intelligently engineered from the ground up with features that protect your investment and make it easy to maintain. It is the lightest heavy-duty transmission and includes breakthrough innovations such as a transmission fluid pressure sensor and clutch life prognostics. Designed specifically for today’s linehaul trucks, Endurant delivers industry-leading downspeeding and maintenance intervals, all while hauling up to 110,000 pounds Gross Vehicle Weight. Learn more at eatoncumminsjv.com/endurant

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Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1460. Specifications are subject to change without notice. Copyright ÂŠ 2018 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

The new Freightliner Cascadia® takes the driver experience to a whole new level. Designed for both comfort and functionality. A spacious driver lounge? Check. Increased storage capacity? Check. Space for larger appliances? Check. And that’s only a fraction of how we’re making life on the road easier for drivers. We understand increased driver comforts helps with driver retention. Which directly impacts your profitability. Experience it for yourself by taking a virtual tour at freightliner.com/amenities.

PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

Still going green? Trucking should keep tabs on EPA’s CAFE rollback

ast month, the U.S. Environmental Protection Agency said it would roll back the Corporate Average Fuel Economy standards that were designed to ramp up the efficiency of cars and light trucks. When the Obama administration implemented these new standards in 2012, automakers were tasked with boosting the average fuel efficiency of their vehicles to nearly 54.5 mpg by 2025 – an improvement almost double the average fuel economy of model-year 2012 vehicles. I’ve never owned a vehicle that gets more than 20 mpg without a strong tailwind or long downhill run, but that is a reflection of my taste for pickup trucks shaped like bricks and sports cars shaped like missiles — each equipped with the highest-horsepower and de facto lowest-mpg engine the dealer legally could sell me. EPA’s decision to at least revisit CAFE rules sets the agency up for a fight with the State of California and as many as 13 states whose clean air requirements could be affected by the agency’s move. Truckers are long familiar with the lovehate relationship between EPA and California thanks to those holographic door stickers, but what the agency’s move on CAFE means for trucking remains to be seen. President Trump already has passed on the chance to roll back Obama-era greenhouse gas Phase 2 regulations, which took effect on heavy trucks this model year. 18

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Vehicle hybridization and electrification are two tidal waves of energy-efficient technology already building steam for carriers.

EPA already has shelved new aerodynamic standards aimed at trailers and appears on the brink of repealing emissions guidance for glider kits. Despite all that and an impassioned speech on how his tax cuts would benefit carriers, Trump’s inaction on the hours-of-service front – particu-

The agency already has eased trailer standards and may repeal emissions guidance for gliders.

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.

CAFE RELAXATION: EPA’s decision sets the agency up for a fight with the State of California.

OEMS WERE READY: Automakers were seeking more flexibility within the CAFE rule itself.

TRUCKERS BEWARE: EPA’s and NHTSA’s CAFE back-andforth could impact the industry.

larly as the April 1 ELD enforcement date passed – seemingly has strained his relationship with trucker voters. I doubt a sweeping emissions change on big trucks, coupled with a tax cut, is going to soothe any drivers who feel imprisoned by electronic logs, especially with diesel prices bouncing around $3 per gallon. What GHG Phase 2 has asked of trucking pales in comparison to what CAFE demanded from the auto industry. Trucking was in position to clear Phase 2’s first hurdles before implementation began this year, and most trucking OEMs weren’t clamoring for a rollback. To the contrary, many automakers were seeking more flexibility within the CAFE rule itself, citing slow sales of the electric vehicles that were supposed to play a large role in dragging up average mpgs. All the while, they roll out newer and more electric models. The CAFE fight most assuredly is headed to court, and it’s hard to foresee EPA’s willingness – having already made two concessions to GHG Phase 2 – to revisit the rule, especially with truck sales at banner levels and zero pushback from manufacturers and the industry as a whole. However, trucking would be wise to keep an eye on how EPA and the National Highway Traffic Safety Administration work through this CAFE challenge and understand how the agencies arrive as whatever the new standard will be. Their decision almost certainly will rely on some level of widespread use of vehicle hybridization and electrification, and those are two tidal waves of energy-efficient technology already building steam for carriers. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Eaton enhances aftermarket clutches

aton announced two enhancements to its line of EverTough Self-Adjust and EverTough ManualAdjust heavy-duty aftermarket clutches to help streamline maintenance and improve performance. Eaton said the release bearing has been upgraded with wider thrust pads to A two-year warranty optimize the inis available with the terface with the repurchase of a Genlease fork, providing uine Eaton Clutch Installation Kit. more contact area for the fork. A third grease zerk fitting also has been added to help improve access for routine lubrication. Eaton EverTough clutches are designed and engineered for older vehicles and come with a one-year/unlimited miles warranty. They are available in 7-, 8-, 9- and 10-spring designs with torque ratings ranging from 1,400 to 2,050 lb.-ft. and include premium dampers to help reduce harmful driveline vibration. – Jason Cannon

Fleet Complete, GM grow IoT offerings

leet Complete, a provider of Internet of Things-based technologies for fleets and remote workforces, announced that it will work with General Motors to accelerate the delivery of IoT-enabled services on OnStar-equipped model-year 2015 and newer Chevrolet, Buick, GMC and Cadillac vehicles for small businesses and commercial fleets. Fleet Complete said its Connvex platform, combined with OnStar connectivity, can help fleets of any size reduce expenses and downtime, improve driver behavior and promote operational efficiency. Fleets can leverage the existing OnStar hardware integrated into their GM Fleet vehicles, with quick onboarding and easy Fleet Complete activation without compatibility concerns. – Jason Cannon commercial carrier journal

may 2018

SPONSORED INFORMATION

TWITTER TERMINATIONS AND FACEBOOK FIRINGS

hen social media issues come before the courts or the National Labor Relations Board, the courts must rely on law developed long ago that may not consider how the technology is used and operates. Section 7 of the National Labor Relations Act states that “[e]mployees shall have the right to self-organize, to form, join, or assist labor organizations, to bargain collectively, through representatives of their own choosing, and to engage in other concerted activities for the purpose of collective bargaining or other mutual aid or protection.” These Section 7 rights allow employees to discuss the terms and conditions of their employment, even when those communications are disruptive or disparaging. The law that was developed to analyze these protected “water-cooler-conversations” of the past has been forcibly applied to communications by employees in the new social media era; and the results have been pretty startling. The National Labor Relations Board hears cases relating to the “mutual aid and protection” language of Section 7. In these cases the NLRB is often asked to consider the extent to which an employee’s social media posts criticizing management or other employees are protected. The NLRB often ignores what most people would consider completely unacceptable behavior, concluding that wildly inappropriate behavior is protected. While comments related to “mutual aid or protection” should be protected, I think the way information is communicated in social media is far different than the traditional scenarios. As a result, I think the company’s legitimate business interests in protecting its image, brand and confidential information should be strongly considered in social medial posts that extend far beyond co-workers. Employers should remember three things. First, the NLRB reviews employer actions regardless of whether the employees are in a union or not. Second, before terminating an employee for social media issues you should have the matter reviewed by counsel. Finally, you should have a social media policy in place that complies with the NLRA.

INBRIEF • Nikola Motor Co. announced it was returning the $1,500 deposit the company initially required to hold a reservation slot for its hydrogen-electric Nikola One tractor and that future reservations for its Nikola One or Nikola Two will not require deposits. • Volvo Trucks completed the transition from production of its legacy VNL 670 model to full production of its new VNL 760 that comes standard with the company’s 13-liter D13 engine and I-Shift 12-speed automated manual transmission. Other available engines are Cummins’ X15 and Volvo’s waste heat recovery-based D13 TC. • Per Carlsson, global senior vice president of strategy and transformation for Volvo Trucks, was named acting president of Volvo Trucks North America, filling in on an interim basis for former VTNA chief Göran Nyberg, who accepted a position as executive board member of sales and marketing for Man Truck & Bus AG. Carlsson has been with the Volvo Group for 33 years and previously served as VTNA president from 2008 to 2009. Nyberg had served as VTNA president since September 2012. • Kenworth’s T680 on-highway tractor can be ordered with the combination of Paccar’s MX-11 engine and 12-speed Automated Transmission designed for linehaul and regional haul applications up to 110,000 pounds gross vehicle weight. The 10.8-liter MX-11 engine offers up to 430 hp and 1,650 lb.-ft. of torque. • Kenworth’s Class 8 vocational models now are available with a standard track option for its 20,000- and 22,800-pound Paccar front-axle lineup. The standard track is engineered to optimize the truck’s axle/wheel/tire combination to achieve a 20,000-pound rating with 425-series tires while also offering added wheel cut and maneuverability. • Kenworth launched KenworthCertified.com, a dedicated

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website for its Kenworth Certified Pre-Owned program that features a listing of preowned certified trucks from participating Kenworth dealers. The website also contains program information, benefits and eligibility requirements, as well as specific information related to warranty coverage for preowned Paccar engines. • Continental announced that its ContiConnect digital tire monitoring platform is using Vodafone’s Internet of Things SIM technology to collect tire pressure data for fleets and display it in a mobile-friendly web portal. Tires can be monitored every time a truck returns to the terminal. • Xtra Lease is adding cargo sensors to its SkyBitz-powered trailer-tracking system and portal, allowing fleets to know when their rental trailers are loaded and unloaded, improve dispatch and turn time and track detention data. This year, the company is adding 9,000 new dry vans and 600 new flatbeds and chassis throughout its branch network. • Eco Flaps, a manufacturer of splash guards, announced a partnership with RealWheels Corp. and IMI to allow RWC’s wheel covers, IMI’s Equal Flexx adaptive internal wheel-end balancer and Eco Flaps products to be purchased or specified together to help optimize tractor fuel consumption. • Hendrickson Trailer Commercial Vehicle Systems added more air disc brake maintenance training videos to its online training portal, Hendrickson-Academy.com, a free online resource that features quick, convenient training videos for a variety of truck and trailer products. • Atro Engineered Systems relaunched its AtroBushing.com website with an advanced search function with expanded cross-references, “Quick Order” and “Repeat Express Order” options, a digital product catalog, “The Torque Finder” to help customers find the right torque rod, a video library and a value calculator.

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Ryder debuts truck, asset sharing platform

yder announced a new asset sharing platform, Coop By Ryder, offering businesses the opportunity to list and rent underutilized commercial vehicles within a network of peers. Coop launched in January an initial market release in the Atlanta metro area with a group of more than 100 fleet owners. Based on feedback from the initial market launch, Coop plans a full rollout to the Atlanta market in April, with several other major markets anticipated in 2019. “Seasonal and cyclical truck shortages, coupled with fleets’ excess and unused capacity, demonstrate the benefit of having a technology like Coop available in the marketplace,” said Robert Sanchez, Ryder chairman and chief executive officer. Ryder telematics data suggests about 25 percent of the more than 8 million commercial vehicles on U.S. roads today regularly sit idle for more than one day a week, excluding weekends. Sanchez said a 26-foot straight truck traveling 100 miles per day could generate lenders up to $3,300 per month. Through Coop, fleet owners list vehicles on the digital platform, set vehicle availability for idle periods and receive automated payments. Business owners seeking

Through Coop By Ryder, fleet owners list vehicles on the digital platform, set vehicle availability for idle periods and receive automated payments.

vehicles can search the platform by location for available vehicles, including vans, trucks, tractors and trailers, and pick up the vehicle from the listed location. Ryder said all Coop users are vetted to ensure they comply with safety and reliability standards. Payment is automated and immediate upon the return of the vehicle. Each transaction is covered by physical damage insurance and a $1 million liability policy and includes 24/7 roadside assistance. At the close of each transaction, Coop lenders and borrowers will have the opportunity to rate one another, helping ensure accountability and trust among users. Coop currently is a mobile-optimized website and is anticipated to be available as a mobile application to both Android and iOS users in the fourth quarter of 2018. – Jason Cannon

Workhorse set to deploy all-electric N-Gen van fleet

orkhorse announced it is deploying a fleet of all-electric zero-emissions N-Gen cargo vans this month in San Francisco through a partnership with Ryder, which serves as the exclusive maintenance provider for Workhorse’s North American light- and medium-duty range-extended electric vehicle fleet. “This deployment is the first step toward transitioning the largest-growing segment in the truck business into a zero-emissions stronghold,” said Duane Hughes, Workhorse president and chief operating officer. The N-Gen cargo vans feature an ultra-low floor and a high roof built to improve worker efficiency and reduce physical stress on the knees and back while also maximizing cargo space. Ryder will support the electric vehicles with a combination of warranty and maintenance services as part of its Ryder SelectCare fleet maintenance portfolio. Ryder offers a network of 800 maintenance facilities across North America to support the Workhorse electric vehicle fleet. The all-wheel-drive N-Gen vans are engineered for fastcharging capabilities and a 100-mile all-electric range. Workhorse’s built-in Metron telematics system tracks all parame24

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ters in real time to optimize performance and efficiency. Design options include a collision avoidance system, automatic braking, lane-centering warning and the company’s HorseFly unmanned package-delivery drone. Ryder also helped develop Workhorse’s larger E-Gen electric range-extended step-van chassis equipped with a Morgan Olsen body. – Jason Cannon

Workhorse’s N-Gen cargo vans feature an ultra-low floor and a high roof built to improve worker efficiency and maximize cargo space.

Drivers. There’s nothing on board more valuable. — DETROIT ASSURANCE ® 4.0 SUITE OF SAFETY SYSTEMS. — We know you care about your drivers and the communities you operate in. Detroit cares too. That’s why we’ve innovated one of the most advanced safety systems in the industry— Detroit Assurance. Delivering exceptional control and protection. Because we understand in every driver’s seat is someone’s loved one. And there’s nothing in the world more precious. demanddetroit.com/Assurance

DDC-EMC-ADV-0034-0917. Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2018 Detroit Diesel Corporation. All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.

Chevy’s new HD trucks take design cue from Camaro Z/28

t may not be obvious, but the newest – and largest – additions to the Chevrolet product line share a design element with one of the Detroit automaker’s most legacy-rich and fastest vehicles. When they hit the streets next model year, Chevy’s new Silverado 4500HD/5500HD/6500HD trucks will feature the “flowtie,” which was introduced on the front grille of the 2014 Camaro Z/28 and now is standard on the 2018 Camaro ZL1. The flowtie – the chrome outline of a traditional Chevrolet bowtie with the center removed – is engineered for increased airflow to the engine to help boost performance. “Our engineers designed it to help win races by using airflow to lower coolant and oil temperatures on the race track,” said Kevin O’Donnell, design manager. During aerodynamic testing on the Z/28, engineers found the grille’s bowtie was displacing air away from the radiator, which can impact engine cooling. With cutting wheel in-hand, propulsions engineer Richard Quinn removed the bowtie’s gold fill, leaving only the silver outline intact. Quinn installed the prototype flowtie on the grille, and a retest revealed that it allowed more air into the engine, lowering engine fluid temperatures during extended track sessions.

Chevrolet’s 2019 Silverado chassis cab trucks have adopted a racing-inspired flowtie for increased airflow to the engine to help boost performance.

Conventional-cab Silverado heavy-duty-cycle trucks needed a similar solution that allowed for maximum airflow with the truck’s pumped-up grille, so designers borrowed the flowtie design. “It’s going to work on the Silverado exactly the way it does on the Camaro,” O’Donnell said. – Jason Cannon

You need trucks. Not drama. Every minute spent worrying about your trucks’ electrical systems is a minute wasted. At Prestolite, we’re helping fleet professionals focus on more important matters. • Maximum starting torque • Superior electrical output • Increased battery charge • Unsurpassed reliability

commercial carrier journal

| may 2018

IN IT FOR THE LONG HAUL INNOVATING FOR THE FUTURE. For two and a half decades, XTRA Lease has delivered innovation to help you meet the challenges of an ever-changing industry. Since we pioneered the widespread use of trailer tracking 16 years ago, we’ve continued to invest in outstanding technology to help you manage your supplemental fleet profitably. From free trailer tracking to no nuisance rebills to fuel-saving trailers packed with a promise to always do what’s right, you get what you pay for with XTRA Lease. Thank you for the honor of choosing us to be part of your journey. Here’s to you and the next 25. Keep an eye out for new 25th Anniversary edition rental vans hitting the road this Spring.

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in focus: REGIONALIZATION TRENDS

E-commerce leads to shorter hauls, more daycabs BY JASON CANNON

riven partially by the rise of e-commerce, trucking’s average length of haul has fallen more than 34 percent over the last 17 years. Bob Costello, chief economist for the American Trucking Associations, says the average length of haul for for-hire truckload dry van freight dropped from nearly 800 miles in 2000 to 524 miles in 2017. “In 2000, large big-box retailers had a handful of distribution centers around the country, but today they have dozens,” Costello says, attributing the change to online retailing’s growth. “More distribution centers have reduced the average length of haul into and out of those centers,” he says. “If I order something in Washington, D.C., and expect it in two days, it’s not coming from California. It’s coming from somewhere not too far away.” Kurt Swihart, Kenworth marketing director, says he’s not seen any major trends of truckload customers moving significantly into the less-than-truckload or pickup-and-delivery businesses. However, changes in the distribution model – where a growing number of distribution centers outside urban areas have led to more regional-haul and final-mile routes – have prompted some fleets to review their truck specifications, Swihart says. Jim Nachtman, Navistar’s on-highway marketing director, agrees. “We are starting to hear more conversations from customers on how they should spec vehicles differently,” he says. Daycab dominance On-demand shipping isn’t the only factor driving change. The competition for drivers – and getting them home more often – also is changing freight patterns. Wesley Slavin, Peterbilt’s on-highway marketing manager, says that while the company’s customer council has noted a regional shift in the marketplace, “manufacturing [location] hasn’t moved, and the end user hasn’t moved. What’s happened is fewer carriers are going from dock to dock. Maybe they’re dropping halfway, and another driver takes it the rest of the way.” The change in traffic patterns has influenced equipment trends. According to IHS Polk, daycabs made up 27 percent of the North American market in 2008. By 2013, they reached 37 percent and now have leveled off to 39 percent in 2016 and 2017. Nachtman says about 40 percent of the trucks International now builds are daycabs, and he expects that number to continue to climb. “We do predict over 50 percent in the next few years

A growing number of distribution centers outside urban areas have led to more final-mile routes.

will be daycabs,” he says. Similarly, Slavin says Peterbilt’s sleeper/daycab split is about 60/40 and climbing. Retaining drivers Even with more daycabs, the need to keep the driver happy remains. “We’re seeing an increase in companies using the trucks as a recruiting tool,” Slavin says. “That includes regional tractors.” Dating back five years, Freightliner’s build rate on daycabs has bounced around 30 percent, and Make McHorse, segment marketing manager, says he doesn’t anticipate those numbers changing measurably until the industry is comfortable navigating its way through the electronic logging device mandate. “Guys are getting trapped out on the road in kind of a regulatory timeout,” McHorse says. “[Fleets] need to have a place for drivers to stay in. You can’t do that in a daycab.” Stu Russoli, highway marketing manager for Mack Trucks, says no matter the type of truck, it must be driver-friendly. “If you’re doing more local deliveries, I think the question then becomes if you just need the more basic fleet-style interior, because it becomes just a tool for going from point to point,” he says. Shrinking hauls also have given more momentum to automated transmissions, Russoli says. “You’re probably doing more backing into docks and moving around smaller parking areas, a lot more stop-and-start traffic,” he says. “Most of the guys who really want a manual [transmission] are doing longer hauls.” About 90 percent of new Cascadias are spec’d with an AMT, which McHorse attributes to congestion and the fatigue that comes with working a manual in stop-and-go conditions.

EDITOR’S NOTE: THE FOLLOWING STORY IS PART 2 OF A THREE-PART SERIES ON “MEDIUM-DUTY TRUCKS.” APRIL’S INSTALLMENT ADDRESSED ELECTRIC TRUCK ADOPTION. JUNE’S STORY WILL FOCUS ON THE LATEST MEDIUM-DUTY MODELS. 28

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Lead the charge. Introducing the new Kalmar Ottawa Electric Terminal Tractor.

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TEST DRIVE: CHANJE ELECTRIC POWERTRAIN CARGO VAN

Electric company Chanje goes all in on plug-in power with V8070 medium-duty panel van BY JASON CANNON

fully-electric powertrain is all the buzz in commercial transportation these days, but it remains somewhat of a unicorn, with few production units actually on the road. Electric vehicle startup Chanje changed all that recently, offering me a test drive of its V8070 van around Brooklyn, N.Y. The company’s flagship vehicle is the first electric medium-duty panel van designed and built from scratch and targets the final-mile delivery industry. Historically, if you wanted to go electric in the last-mile space, you needed to retrofit a fossil-fuel model. Chanje’s V8070 cargo van takes the aftermarket out of the equation, and Bryan Hansel, the company’s chief executive officer, hopes to capitalize on a waning global appetite for fossil fuels. “All the trends in diesel are going in the wrong direction,” Hansel says. “They’re more expensive to build, more expensive to maintain.” Hansel says the company’s electric motors have significantly fewer moving parts than a fuel-fired engine, resulting in a maintenance cost that is reduced by upward of 70 percent. For maintenance, Chanje is leveraging Ryder’s 800-location-strong footprint. The two companies already are training part of Ryder’s 6,000-technician force on how to service the V8070’s dual-electric motor. Taking it for a spin Getting behind the wheel, the van’s push-button start was an interesting 30

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feature more befitting a luxury car than a commercial van, but it works, and it’s cool. When you push the button, it’s much like turning on a computer; it takes about five seconds for the van to boot up and offer the driver a display of all its vital signs. I pressed one more button to disengage the van’s electric parking brake, and I was on my way. A cobra-head shifter is mounted just to the right of the driver, and shifting from park to reverse or drive is a pretty normal process. Even in the absence of an engine, the van still creeps forward at an idle pace when you lift your foot off the brake, a feature that also helps prevent the van from rolling backward from a stop. Without a running engine, the 16,535-lb.-GVW van is noisefree – a feature I’m sure the crowded streets of Brooklyn could appreciate as I whizzed around the crowded blocks, sharing the road with numerous loud transit buses and refuse trucks. The V8070 offers a 30-percent gradability, meaning the van can launch from a dead stop up extraordinarily steep hills. Hansel say in on-road testing in San Francisco, the company was unable to find a hill the van couldn’t scale. That’s pretty impressive; I’ve been to SanFran several times and have found many that I can barely walk. Grades tend to be a weakness of electric vehicles, which are high on torque but often don’t offer the gear ratios for both steep climbing and highway speeds. To get one, you usually have to

Chanje’s flagship V8070 is the first electric medium-duty panel van designed and built from scratch and targets the final-mile delivery industry.

The all-digital Chanje instrument cluster offers a wealth of vehicle status information.

A 10.4-inch Android-based touchscreen display with LTE connectivity controls most of the van’s features.

sacrifice the other, but the V8070 has both. Chanje’s van is capable of speeds up to 80 mph, giving the van plenty of power at the top and bottom end. My first right-hand turn in Brooklyn took us to the foot of a steep grade. I plowed my foot into the accelerator, the torque from the dual rear wheels bit the asphalt, and we crested the hill easily.

The liquid-cooled motor system makes the equivalent of about 198 hp and 564 lb.-ft. of torque and gives an estimated 50-mpg equivalent. The driveshaft and rear differential have been eliminated because each wheel gets its own motor. With a payload capacity of 6,000 pounds, the V8070 offers about 1,350 pounds more hauling capability than a Ford Transit. Its 580 cubic feet of cargo space is about 40 cubic feet more than a high-roof long-wheelbase Transit, but the Class 5 electric weighs over a ton more than the largest Transit model. Most of the added weight comes from the battery supply, which is mounted between the frame rails. This gives the van a noticeably lower center of gravity, removing most of the top-heavy feel associated with large cargo vans. The average route for a medium-duty commercial truck is about 65 miles, well within the Chanje 70kWh battery’s 100-mile range. You can squeeze out a few more miles of range through the van’s regenerative braking, which cycles energy from the brakes back to the batteries after they dip below a 95 percent charge. Maximum range is calculated on a diminishing payload that begins the day at 3,000 pounds and ends the day empty. “We’re laser-focused on last-mile,” Hansel says. “Most people aren’t going to push the payload. In package delivery, [6,000 pounds] is a lot of weight.” The V8070 features a 7.2-kW onboard charger and a standard SAE J1772 connector that complement typical commercial van duty cycles. There’s no need to interrupt your route to find a fuel station; just plug in the V8070 at your depot for an overnight charge. The passenger car-inspired cab is home to a 10.4-inch Android-based

touchscreen display with LTE connectivity that controls most of the van’s features, such as lighting and temperature. It also offers weather updates and shows how much energy is left in the battery. The V8070 also features power windows, power locks and smartphone-to-media system connectivity. The steering on the unibody rearwheel drive V8070 is tight, maneuvering crowded urban roads much better than its 194.3-inch wheelbase and overall 318.1-inch length would suggest. A turning radius of 26.6 feet is staggering considering the V8070 is about 28.3 inches longer than a long-wheelbase Mercedes Sprinter but turns curb-to-curb in half the distance. Strong business case Hansel says the company hasn’t pinned down a sticker price for the van, but he does expect the upfront cost to be a premium over similar gas and diesel models. However, reduced fuel and maintenance costs over the van’s lifecycle are expected to negate any price differential, he says. Considering the advanced status of much of Chanje’s technology, the function is really quite traditional. Unless you’re listening closely to the reduced noise level or you’re tuned into your reduced carbon footprint, the Chanje panel van works and feels like a panel van. It does the job, just in a unique way. The adoption of technology is tough to predict, but the Chanje V8070 makes a strong business case for itself among short-haul returnto-base operations that may need a little more cargo space, and Ryder’s vast network should alleviate any service concerns. The shift to electric mobility is underway, and the first seat at the commercial transportation table has been filled.

BETTER PLANNING Predictive maintenance and actionable information mean greater equipment uptime and stronger compliance.

commercial carrier journal

may 2018

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

One card does it all

Comdata’s OnRoad combines fuel, payroll transactions

omdata has developed a new multi-purse card that will be replacing its existing card programs that fleets and drivers use for fuel purchasing and fund transfers. The company made the announcement at its annual Comdata Exchange user conference held last month in Phoenix. Greg Secord, president of Comdata North American Trucking, met with CCJ at the conference to provide additional details. Unbanked transactions For many years, motor carriers have used Comdata card programs to pay for fuel and issue payroll and settlement funds to drivers. About two-thirds of Comdata’s largest fleet customers use both its fuel and funding cards, Secord said. As a mobile workforce, many drivers prefer to receive pay funds through card programs instead of checks or direct bank deposits. Card programs help many fleets distribute pay to the approximately 15 percent of drivers in the workforce who are unbanked, according to a study SINGLE PAYMENT PLAN: Comdata’s multi-purse OnRoad will replace its existing card programs. EASIER FOR DRIVERS: Fleets can pay them faster to improve their recruiting and retention efforts. GET YOUR SCISSORS: The company plans to sunset its Express Cash card by the end of 2018.

commercial carrier journal

may 2018

With the release of OnRoad, Comdata has combined its fuel and fund transactions into a single card program.

by ADP, a payroll solutions provider. Drivers with bank accounts still may want to receive funds on a card so they can make cash withdrawals at truckstop ATMs and other locations on the road. Until now, Comdata has been offering separate fuel and fund cards. Fleets use the fuel card to automate purchase controls and administer discounts. With its Comdata Express Cash card, they issue cash advances to drivers and disburse payroll and settlement funds. Payroll compliance States have made payroll laws stricter to protect workers from paying fees to withdraw their earnings from card programs, Secord said. Comdata’s Express Cash card has a fee for drivers to withdraw cash from ATMs and from merchants in Comdata’s fuel network. With the release of OnRoad, Comdata has combined its fuel and fund transactions into a single card program. The fuel transactions continue to work the same. OnRoad automatically recognizes fuel transactions and charges the amounts to fleets. When drivers use the OnRoad card for a nonfuel purchase, it automatically debits the driver’s personal fund balance. In developing OnRoad, Comdata widened its network of ATMs and eliminated third-party surcharges for cash withdrawals. The OnRoad card is accepted everywhere in MasterCard’s Signature-Debit network with no transaction fees. Besides complying with the patchwork of state payroll laws, OnRoad meets federal laws such as the Patriot Act that requires a Customer Identification Process to verify cardholders are not on a government “watch list.”

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To be issued an OnRoad debit card, drivers must provide their name, address, date of birth, Social Security number, email address and phone number. A digital wallet Over the next few months, Comdata will be integrating OnRoad with the Comchek Mobile platform it launched one year ago. Comchek Mobile is a peer-to-peer payment platform for the trucking industry with functionality similar to consumer P2P applications such as PayPal and Venmo. Drivers can sign up free by downloading an app to receive a unique Comchek Mobile ID number. Fleets and freight brokers are using the cloud-based Comchek Mobile platform to transfer funds to drivers. Likewise, drivers are using Comchek Mobile to send payments to vendors, such as lumpers, using the unique IDs of other users in the network. Comdata plans to link Comchek Mobile to drivers’ OnRoad debit cards so they can transfer funds to their card balance or to their external bank accounts. With both platforms, Comdata has made it easier for drivers to receive funds from motor carriers and freight brokers. This gives companies an opportunity to pay drivers faster to better attract and retain them, Secord said. Both technologies can be integrated with back-office software systems and accounts payable functions. With the integration, a freight broker could offer drivers an instant-pay program. A broker could issue a portion of funds to a driver’s Comchek Mobile or OnRoad card when the driver picks up the load, and then issue the remaining funds upon delivery. “Instant pay options are becoming a differentiator,” Secord said. During the conference, Comdata showed statistics on how drivers have used the OnRoad debit MasterCard to pay for vacations and Netflix subscriptions, send money to family members and more. Seamless transition Fleets and freight brokers will be able to use their existing administration methods for OnRoad and Comchek Mobile. These methods include Comdata’s web portal, iConnectData and real-time web interfaces with back-office systems. At the conference, Comdata told its customers that OnRoad soon will be the only card they will be using for fuel transactions, to pay funds or both. The company plans to sunset the Express Cash card by the end of 2018. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

BETTER

CONTROL Maintenance, transparency and visibility give you cost control of your parts, your team, your trucks, and your time.

commercial carrier journal

may 2018

technology

INBRIEF • Bestpass, a provider of streamlined toll management payment services, launched Bestpass Rebilling, a service that allows customers to seamlessly reassign toll transactions to specific business units, customers or contractors. Users will be able to use the Bestpass web portal to designate single vehicles or distinct groups of vehicles that are responsible for incurred toll transactions. They also will be able to create toll statements on demand, for any time period and with their company logo, to provide supporting documentation and to ensure reimbursement. • Descartes Systems Group, a provider of technologies designed to unite logistics-intensive businesses in commerce, announced that the U.S. Commercial Service, a business unit of the International Trade Administration for the U.S. Department of Commerce, is using its Datamyne global trade data system to produce in-depth market research to help U.S. exporters better identify new international business opportunities. • Transflo, a provider of enterprise mobility, telematics and business process automation systems, announced that Drivewyze’s PreClear Weigh Station Bypass App can be launched within its Transflo Mobile or Transflo HOS iOS and Android apps. • PeopleNet, a provider of fleet mobility technology, announced that Drivewyze’s PreClear Weigh Station Bypass App now will come preloaded on PeopleNet Android devices, including PeopleNet ConnectedTablet and PeopleNet-certified Samsung devices. • Truckstop.com, a supplier of transportation technology and load board products, announced that transportation brokerage ZMac Transportation Solutions adopted its LoadPay freight payment platform. Truckstop.com also announced integrations with McLeod Software, a provider of transportation management software systems used by fleets, brokers and third-party logistics providers; Banyan Technology, a provider of live carrier and API connectivity for third-party logistics providers, brokers and shippers; and MercuryGate, a provider of transportation management software systems used by brokers and shippers.

commercial carrier journal

may 2018

Tailwind Enterprise TMS designed for small fleets

ailwind Transportation Software launched Tailwind Enterprise, a web-based version of the company’s Enterprise transportation management software system designed for small and mid-sized Tailwind Enterprise is offered on a monthly subscription basis and features a core TMS logistics companies. augmented by Enterprise features. “Agile trucking companies and freight brokerages need a system robust and flexible enough to manage their entire business and allow for adjustments to their business model in the months and years ahead,” said Murray Pratt, president and chief executive of Tailwind Transportation Software. Tailwind Enterprise is offered on a monthly subscription basis and features a core TMS augmented by Enterprise features, including self-service portals designed to allow transportation companies to save on administrative time by providing self-service options for their customers and their carriers if they broker loads. “Our new Enterprise application enables freight transportation companies who want to challenge the conventions and norms of the industry — those who want to compete through information sharing, accessibility and collaboration with all the stakeholders in the supply chain,” Pratt said. The package also includes an open application programming interface for customers who want to create their own custom integrations. – Aaron Huff

EKA Solutions develops connected Omni-TMS

KA Solutions announced EKA Omni-TMS, a transportation management Software-as-a-Service platform designed to deliver visibility across the transportation chain with real-time tracking, connectivity and intuitive workflow design. EKA said that with visibility, order-to-cash and genEKA Solutions’ Omni-TMS eral ledger enterprise functions, the Omni-TMS prois designed to provide vides connectivity between trading partners across all connectivity between trading partners across all transportation modes and third-party services, helping transportation modes and small and medium businesses scale, adapt and compete. third-party services. “Every industry has seen a move towards unified digital platforms, whether you’re buying products from a retailer or streaming the newest music,” said Mark Walker, president of EKA Solutions. The all-new platform provides visual business intelligence tools such as PriceSolv designed to deliver required pricing information in an interactive graphical form for decision making. The platform also has proprietary technologies such as RouteSolv, VisibilitySolv, DocuSolv and RiskSolv. “EKA is committed to ensuring small and medium-size businesses receive the same cutting-edge digital solutions at affordable prices that power many successful large companies,” said J.J. Singh, chief executive officer and founder of EKA Solutions. – Aaron Huff

technology

DeliveRecon helps fleets improve delivery process

pic Ideas announced the launch of DeliveRecon, an all-in-one mobile app and cloud platform designed to help fleets optimize driver workflow at pickup-and-delivery sites. DeliveRecon is the culmination of three years of development and testing by fleet operators and drivers at Liquid Trucking. The Plattsmouth, Neb.-based tank carrier has been using the technology to manage detailed transportation and delivery requirements for agricultural, food grade and hazmat products throughout the United States. Epic Ideas said the new “delivery reconnaissance” mobile platform combines location-based mobile Epic Ideas’ DeliveRecon customer relationship management, automated combines location-based workflow and connectivity features in a centralized mobile CRM, automated driver app. workflow and connectivity features in a centralized Drivers tap a “Near Me” function to view nearby driver app. customer locations and site-specific instructions to complete pickups and deliveries and perform onsite services safely and efficiently. Drivers also can use the app to share their knowledge and experiences of sites by updating addresses, phone numbers and instructions by adding text, photos, videos and audio clips. “The interactive mobile app has electrified the work experience for our drivers and accelerated on-the-job training,” said Jason Eisenman, director of human resources for Liquid Trucking and co-founder of Epic Ideas. “Our newer drivers are able to hit the ground running. The app also gives us higher levels of customer service, safety, efficiency and cash flow.” In January 2016, Epic Ideas began to develop a commercial enterprise version of DeliveRecon. The company partnered with Volano Solutions, an Omahabased software development firm and specialist in workflow design and automation. It is offering DeliveRecon to fleets through a monthly per-driver pricing model. With DeliveRecon, carriers of all sizes and operational profiles can create proprietary CRM databases for their drivers, who also can use the app to capture and index proof-of-delivery documents and file incident reports. The app comes with built-in features that fleets can use to provide a single sign-on experience to drivers for internal and external third-party portals and applications such as online rewards programs from Stay Metrics. DeliveRecon is available for Apple and Android mobile devices. The cloudbased application and database are hosted in the Microsoft Azure cloud platform to offer maximum levels of data privacy, security and availability to commercial and private fleets. Epic Ideas said it has developed a two-way integration with TMWSuite, a transportation management software system from TMW Systems. The integration automatically exports customer locations to a fleet’s DeliveRecon database in the cloud and updates approved edits from drivers to location fields within TMWSuite. – Aaron Huff

BETTER PLANNING. BETTER CONTROL.

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commercial carrier journal

may 2018

technology

INBRIEF • SmartDrive Systems announced that its video-based safety program has been deployed by Penske Logistics (CCJ Top 250, No. 26) in over 2,800 of the company’s heavy-duty trucks across its North America operations. SmartDrive’s system includes event-triggered road-facing and in-cab cameras that leverage Penske’s active safety technologies for driver exoneration and accident reconstruction purposes, as well as an ongoing driver safety coaching program. • SmartDrive Systems announced that its video-based safety program has been deployed by D.M. Bowman Inc. (No. 220) – a Williamsport, Md.based van, bulk and flatbed hauler – across its 380-truck fleet to gain full visibility of risky driving behaviors such as distractions and drowsiness. • TCG announced that Shelbyville, Tenn.-based Big G Express (No. 166) selected its costing software to analyze profitability and give its customer service, load planning and sales departments more information to make better decisions. Big G, which operates 560 trucks, will use the software daily to “drill down further” by pulling financial and operational data from the fleet’s transportation management software system to calculate operating ratios for every load and conduct cost-profitability analysis to identify improvement opportunities. • Netradyne, a provider of artificial intelligence technology, announced that Romeoville, Ill.-based LeSaint Logistics selected its Driveri visionbased platform to enhance driver and fleet safety. The Driveri 360-degree camera system is designed to capture and analyze the driving environment inside and outside the cab to provide a complete picture of a fleet’s operations through real-time video, data and analytics. • FourKites announced that Walmart Canada selected its supply chain visibility and predictive analytics platform to provide real-time location tracking and predictive shipment arrival times across its Canadian operations than span more than 400 stores and a dozen distribution centers.

commercial carrier journal

may 2018

Netradyne launches RiskMap feature for Driveri vision-based safety system

n March 27, the chief executive officer of expedite carrier Load One, John Elliott, stopped by Netradyne’s booth at the Truckload Carriers Association’s annual convention to see a demonstration of the company’s latest risk management feature. Netradyne recently added its RiskMap feature to its John Elliott, CEO of Load One, receives a demonstration of Netradyne’s new RiskMap feature from Adam Kahn Driveri (pronounced “driver at the TCA conference. eye”) vision-based safety system for no extra charge. Load One is among the first motor carriers using Netradyne’s Driveri system and is installing it in its fleet of over 400 vans, straight trucks and tractors. During the demonstration given by Adam Kahn, Netradyne’s vice president of fleet business, Elliott saw a RiskMap populated with Load One data. Starting near the company’s headquarters in the Detroit suburb of Taylor, Mich., Elliott saw a few circles of varying sizes at intersections along a route leading to nearby Interstate 75. The size and color of the circles represented the volume of risky incidents by location that had been captured and analyzed by the Driveri system. Kahn explained to Elliott that whenever Load One drivers go through intersections, the Driveri cameras in his vehicles use machine vision to detect if the light was green, yellow or red. Driveri also can detect when drivers roll through a stop sign. RiskMap also shows areas where the Driveri camera system detects incidents of reduced following distances, increased speed relative to traffic and incidents of vehicle damage. Kahn said fleet managers can use RiskMap to adjust their routes to avoid dangerous intersections, and they also can import traffic flow information to assist with route planning. Overall, RiskMap helps fleet managers review, evaluate and modify their operations and routes to increase safety, Kahn said. Elliott suggested that RiskMap could be improved with automatic alerting based on historical data. He would like drivers to receive location-based alerts to raise awareness of risky areas such as intersections and interstate ramps with high-density traffic. The alerts could be sent to the company’s in-cab Omnitracs IVG system and communicated to drivers one-half mile before they reach an on-ramp or other risky location, Elliott said. The alerts could be simple instructions such as “Take extra caution ahead,” he said. Kahn agreed and said alerting will be a future enhancement. He also said Netradyne wants to provide its customers with a community-wide view of risky locations from all subscribing carriers rather than limit visibility to data captured from their own fleets. – Aaron Huff

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technology

in focus: MAINTENANCE SOFTWARE

Equipment checklists Dossier to help fleets enforce inspection, PM, repair tasks BY AARON HUFF

ast month, a group of fleet maintenance experts arrived in downtown Philadelphia for the Dossier Summit to network and learn about new features coming to the Dossier management system. One new feature seemed to stand out given the circumstances. A Dallas-bound Southwest Airlines jet had made an emergency landing nearby at a Philadelphia airport after a turbine fan blade snapped from its hub at 30,000 feet above Pennsylvania. According to news reports, the airplane had been inspected two days earlier. Yet a preliminary investigation by the National Transportation Safety Board found evidence of metal fatigue where the blade had separated. Fleets that use maintenance management software from Dossier Systems have motor vehicles of all varieties. What are the chances that one of their truck drivers or mechanics recently had missed a faulty item in a routine inspection or repair? Electronic mandate During a session at the summit, Bob Hausler, Dossier’s vice president of marketing and technology, presented a new “checklist” feature coming to the next version of Dossier. Scheduled with the 6.7 version planned for release this summer, the Dossier checklist feature is designed to let users set up and automatically enforce tasks during inspections, preventive maintenance and repairs. Checklist items can prompt users to answer a question or enter data. When conducting a PM, a fleet may want their technicians to enter tire pressures. Once all checklist items are defined for one type of equipment, users can copy them to checklists for similar units. A PM schedule created for a Mack truck could have similar items to complete for a Freightliner. “You do not have to build every (checklist) from scratch,” Hausler said. “There is no limit on the number of lists or items per list.” With the feature, no Dossier user, be it a fleet supervisor or a mechanic, will be able to close a PM or repair order in the software until every item in the checklist is completed. The system uses login credentials to keep a record of who completed each step. The Dossier user interface is designed for a Windows PC and is mouse-driven. Hausler also demonstrated how Remote Desktop can run on mobile devices for users to mark off items on a checklist and navigate through Dossier.

commercial carrier journal

may 2018

Dossier Systems’ fleet maintenance management software can convert DVIR reports into repair orders. A new “checklist” feature is scheduled with the 6.7 version planned for release this summer.

Hausler also previewed the next-generation Dossier version 7 that will run on any web browser and mobile device using dedicated mobile apps. Version 7 will incorporate swipes and gestures to make users more efficient in a mobile environment, he said. Dossier is scheduling the initial release of version 7 for the second quarter of 2019. Driver inspections The Dossier system supports mobile electronic inspections through integrations with telematics providers. Dossier OnBoard is an available module that captures mileage updates, diagnostic trouble codes and driver vehicle inspection reports. Hausler said 38 Dossier fleet customers are using the module that can automate the workflow for approving and creating repair orders for items that fail drivers’ pretrip inspections. Once repair orders are complete, a message is sent back to the driver to confirm the work was done. About eight months ago, Souderton, Pa.-based Hagey Coach installed the Zonar telematics system across its fleet of 37 charter school and motorcoach buses. While Hagey Coach has used the system primarily for electronic logs, it plans to integrate Zonar’s Electronic Vehicle Inspection Report with Dossier On-Board. Zonar’s EVIR requires drivers to walk around the vehicle with a tablet to scan a radio-frequency identification barcode at each inspection point. “As much as you can say to a driver, ‘Do a pretrip inspection,’ do they?” asked Bob Nolen, fleet and facilities manager for Hagey Coach. “By using Zonar, at least they now have to walk around the vehicle.”

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

5 Easy Steps to Reducing Toll Costs A number of factors can impact how much your fleet spends per month on tolls and related costs. As the largest provider of weigh station bypass and toll payment services in the United States, PrePass has a vast amount of experience processing tolls on behalf of customers. We’ve identified the most common ways carriers overpay for tolls, and actions you can take to avoid spending more than necessary.

Keep an Eye on Toll Violations

Of course, no one enjoys paying violation fines and fees. But sometimes, the fees add up to a much higher number than necessary. That’s why it’s crucial to look closely at violations when you receive them – you may be wasting money on something that’s not correct. For instance, one of the biggest issues PrePass sees with inflated toll costs relates to improper toll charges made by the agencies and charged to carriers. Be sure to look closely at each notice, as there could be duplicate charges or violations that your trucks are not actually responsible for. You don’t want to pay for an error. An error that could result in improper charges occurs when a transponder is not read correctly at a toll plaza. The tolling agency usually uses a picture of the front or back of the truck or trailer, along with the tag number to identify the owner. In some cases, that identifying information may not be correct in the system, resulting in an incorrect toll charge. Perhaps one of the most common ways fleets pay unnecessary fees is by not contesting certain fees. However, many of those violations can be eliminated or reduced if you address them. It’s simply a matter of contacting the agency, finding out its process for contesting a charge, and going through the proper routine. Also: If you work with them, most agencies will waive penalty fees or service charges as long as you pay the actual toll you were correctly charged. Bringing on a third-party to handle violation management is one way to address the time-consuming nature of these

tasks. For PrePass Plus customers in 2017, PrePass had an 87% success rate, meaning that PrePass was able to get the administrative fees and any additional cost removed so the motor carrier simply paid the toll incurred. The advice here is to become familiar with what the violations look like and to respond as soon as possible, and tap into the help of a third-party if needed.

Be Careful About Vehicle Misclassifications

In all states outside of the E-ZPass network, the primary information needed to set up your account with many agencies is the number of axles. However, it’s not uncommon to see a truck accidentally classified for seven axles when it has only five — and when this happens, you may be paying the more expensive seven-axle rate. This can also happen if a transponder is moved from one truck to another and the transponder’s registration isn’t changed. For instance, you might take a transponder from one of your over-the-road tandem-drive-axle configurations and put it into a single-drive-axle city cab. This is fine, but be certain that someone goes in and updates that registration with the tolling agency to reflect the reduced number of axles. One PrePass customer went for two years with a misclassified transponder, racking up more than $15,000 of overcharges in tolls — and they never saw it. It was only uncovered when PrePass did a cost analysis for the customer and discovered one transponder that was classified differently than the other trucks. It turned out the problem was due to an error by the tolling agency — but the trucking company was still out the money it already paid. Monitor your toll charges to make sure that doesn’t happen to you. On your monthly bill, whether it’s from a program like PrePass Plus or from a tolling agency, the class and axles are listed for each transponder on the itemized bill. Make sure they are correct.

Maximum Tolling and Plate Read Tolling Can Cost You Big Bucks

In general, maximum tolling means that there was a failure to read the transponder, either at the point of entry to a toll road or at the point of exit, leading to a maximumtoll charge. This can be very expensive. For example, in Florida a maximum toll can run $64. Pennsylvania, more than $110. In New York, the charge can be in excess of $114. You can dispute these charges; however, be aware that it can take several months to receive a credit on your statement. Also, some of the agencies just apply a credit and do not provide additional detail. This makes it very difficult to keep track of which disputes you have been reimbursed for. Plate-read tolling is very similar to maximum tolls. In this case, the transponder doesn’t work or can’t be read. For instance, ice may have built up on the truck or on the transponder reader at a toll booth, interfering with the transponder signal. The tolling agency may then take a picture of your license plate and send a bill in the mail. Many agencies allow you to set up your license plate in an account and pay tolls this way without a transponder. However, license plate tolls in most states are much more expensive than transponder-read tolls, because the agency has to conduct extra research to determine the plate owner in order to send the bills. Have someone on your team carefully review bills to identify maximum-toll or plate-read charges. PrePass Plus customers have the option of contacting the PrePass support team, who can handle this on your behalf at no extra charge. No matter who is handling this task, remember that timing is very crucial, so don’t wait too long to file disputes. But the bottom line is that these charges can be disputed, and they can effectively be managed.

Peak Tolling Means Peak Toll Rates

Some tolling agencies now have dynamic tolling in place. This means that based on the level of traffic congestion, the toll pricing increases — sometimes 50% to 75% more — compared to off-peak times. The way to avoid dynamic tolling charges is to know what those peak times are in each location and try to keep your drivers off those specific roads during the rush hour times. The good news is you can go online and look at the tolling agencies’ websites. Agencies with peak time tolling generally

publish when their peak times are. Make sure your dispatch operation is aware of this information. Drivers must also know what roads they need avoid to make sure your vehicles are not in a situation where they could incur dynamic tolling.

Guard Against Transponder Abuse and Fraud

Recently, PrePass has become aware of increased instances of transponder abuse and fraud. Transponders are much like open credit cards. If they are lost or stolen, but not reported, someone can use them while racking up big bills. There have been cases where drivers have taken transponders out of the trucks and used them in their personal vehicle during their off time. In other cases, drivers who have left a company have been known to take transponders with them for personal use. Making this more tempting is the fact that transponders today are being used for transactions beyond paying tolls. For example, transponders can be used to pay for meals at fast-food restaurants that are part of an E-ZPass toll facility. Transponders can be used for parking at airports such as Orlando, Florida, or LaGuardia in New York City. So how do you spot such charges? In the E-ZPass network, if you see the charge class of SVC, that generally means a service charge, not a direct toll. Also, if food is purchased in the E-ZPass network, it comes through as an E-ZPass Plus charge. When you have inventory of transponders onsite at your terminals so you are able to swap them out for different trucks in your fleet, make sure they’re secured and accounted for. Also, make sure that you’re monitoring your bills on a regular basis so that no unassigned transponders are showing up. Other ways you can reduce transponder abuse and fraud: • Maintain a low inventory of unassigned devices. • Monitor invoices for potential tolls at unauthorized routes, which would help you to identify if a truck is being used in a way that you’ve not authorized. • Look for off-hour toll charges. This may indicate unauthorized use. • Immediately report all lost or stolen transponders, because you want to cut that line of credit off as soon as possible. Learn more and download the full white paper. Call (877) 867-6704 or visit prepass.com/ccj-tolling

How INFORM Tolling Can Help Reduce Toll Costs While developing a strategic plan to combat the problem of increasing toll costs may seem like a daunting task, there is a solution to help you address many, if not all, of the problem areas outlined in this article. INFORM Tolling from PrePass allows you to easily find out exactly how much you’re spending on toll payments, manage violations, prevent fraud and more. INFORM Tolling is a data visualization interface and is a component of the PrePass Plus® electronic toll payment service. INFORM Tolling offers more than just a snapshot of toll invoices and violations. It monitors daily tolling activity and can send immediate notifications if transponders are being used improperly.

INFORM Tolling is not only a tool to find potential misuse of toll transponders, but it helps you keep track of your tolling and pull this data into customized, downloadable reports. And if there are disputes about toll charges, PrePass does the work for you after you have uploaded the charge information to the INFORM data suite. Not only can you see the status of those violations, but you can track if they have been paid or credited. Best of all, there is no extra charge for using INFORM Tolling for PrePass Plus customers — and you’ve got actionable data at your fingertips.

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Scientific approach helps Veriha Trucking diversify, empower its workforce BY JEFF CRISSEY

n 2005, Karen Smerchek came to work for Veriha Trucking, a company started by her father, John Veriha, as a one-truck operation in 1978. Today, the Marinette, Wis.-based truckload carrier employs 270 drivers hauling freight in 48 states and Canada. When she first joined the company, Smerchek immediately identified the need to improve the organization’s culture to sustain future growth. In 2010, when she took the reins of the business as president, Smerchek began the process of transforming the makeup of company leadership. “At the end of the day, your culture is your people — who you hire, who you fire and who you promote,” she says. Today, Veriha’s workforce development efforts are evident in its diversified employee base. Sixty percent of front office staff are women, including 62 percent in leadership roles. Forty percent of the company’s front office staff, 47 percent of its shop personnel and nearly 30 percent of its drivers are millennial. “When millennials look for an employer, they are looking for passion, purpose and bliss,” says Smerchek. “We truly have to adjust our leadership style for millennials … making sure they are going after a goal and that we are challenging those associates.” One trait common among millennials in the workforce is the need for consistency. To offer more stability for its drivers, five years ago Veriha instituted a guaranteed pay package independent of freight availability, weather and traffic factors that otherwise could erode a driver’s earning potential. As the company’s average length of haul contracted, the guaranteed pay program helped reassure

VERIHA TRUCKING Marinette, Wis. drivers on shorter hauls. Instituting a guaranteed pay package was a learning curve, and it took the company some time to hone the program to benefit both Veriha and its drivers. “We went in probably a little too high and saw some drivers actually have lower performance because of guaranteed pay,” says Smerchek. “We had to make adjustments based on the number of miles and made a final adjustment that is working tremendously where that [guaranteed pay] number isn’t set, but their performance is driving that number. No driver in our fleet has the same guaranteed pay. It’s based on how they are performing.” Having a strong multigenerational workforce required Veriha to reexamine its communications strategy. No two drivers are exactly alike, but age often separates them into groups with common preferences. Veriha recently made a large investment in in-cab communications, installing tablets throughout the fleet. “You can see the drivers who are more tech-savvy and are loving the investment we just made on their behalf,” says Smerchek. “Then there are others that truly want time face-to-face or time on the phone.” The key to managing a diverse workforce, says Smerchek, is to adjust your communication style based on the listener. “Some of them you can be very brief

The truckload carrier leverages behavioral science to empower employees, communicate with a multigenerational workforce and boost retention. commercial carrier journal | may 2018

Forty percent of Veriha Trucking’s front office staff, 47 percent of its shop personnel and nearly 30 percent of its drivers are millennial. “They are looking for passion, purpose and bliss,” says Karen Smerchek, the company’s president.

and direct with, and others you need to ensure have that personal connection at the end of every conversation. But regardless of what generation they are in, every single person appreciates the gratitude you give them for working hard and doing what you asked. Recognition is something that no one can give themselves. They can only get that from others.” Doing ‘the next right thing’ As Veriha continued its efforts to develop its workforce in recent years, management realized the distinction between simply encouraging employees and empowering them to become their best selves. Smerchek began to study behavioral science for her own personal development to become a more effective company leader. “It takes something you did that you knew would work and puts

the science behind it, so you now know why it works based on how the brain functions,” says Smerchek. Realizing the impact behavioral science could have on the entire organization, Smerchek rolled it out to the front office and fleet leaders, who meet weekly to discuss best practices and hold each other accountable on specific goals. Veriha’s vision for its new sciencebased coaching is to encourage employees throughout the organization to go beyond what they think is possible. “Having confidence is key to success, and there are a lot of people out there that are lacking it, even though you might not be able to see it,” says Smerchek. “Their brain is telling them what they can’t do instead of you encouraging them to go after something big. Until that happens, they aren’t going to hit their full potential.” Smerchek cites a coaching opportunity To offer more stability for its drivers, five years ago Veriha Trucking instituted a guaranteed pay package independent of freight availability, weather and traffic factors that otherwise could erode a driver’s earning potential.

commercial carrier journal | may 2018

around lowering a driver’s idle time from 50 percent to 20 percent. “They are going to say, ‘Wow, 30 percent, I can’t do it.’ If it’s too large of a jump, they aren’t going to get there. But just because we have people that far away from hitting goals doesn’t mean they are a lost cause.” Veriha breaks large goals down into smaller, more achievable milestones in 30- to 90-day windows so employees can experience what success feels like. “Then the conversation becomes, ‘What step are you going to take today?’ ” Smerchek says. “Let’s just do the next right thing and take it one step at a time so that when they see improvement, they feel successful and are willing to do the next right thing again.” In addition to driving performance improvements for idling, safety, trailer utilization and health and wellness, the use of behavioral science has had a positive impact on driver retention. “Once you solve a problem for a driver, they become more loyal to your organization because they know they are going to have another problem, but now they also have the confidence in you that you truly care about solving their problem and doing what is best for them,” says Smerchek. The art of understanding Understanding the importance of social collaboration and emotional intelligence traits has contributed to Veriha’s diverse workforce. The company hires for the person and their total skills package and not just for the technical skills generally seen on a resume. “Ultimately, we are managing the emotions of our people, whether they are drivers or office associates,” says Smerchek. “If they are in a good emotional state, they are going to perform at a high level.” CCJ INNOVATORS profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953.

With nearly half of drivers retiring over the next decade and freight volumes continuing to climb, trucking needs to attract a more diverse workforce built for the long haul. Here’s what that might look like. BY LINDA LONGTON

hen it comes to recruiting tomorrow’s driver workforce, the industry must “look at it from a holistic standpoint,” says Phil Byrd, chief executive officer of Bulldog Hiway Express and former chairman of the American Trucking Associations. “One solution won’t solve the problem.” Not given its size: Trucking needs 890,000 new drivers over the next decade – an average of 89,000 per year

– to replace retirees and keep pace with growth, according to ATA. An aging workforce and fewer younger entrants will make meeting that challenge difficult at best, experts say. In the long-haul segment that faces the biggest workforce struggles, drivers on average are 49 years old, 93 percent male and primarily white, and most have been driving for 20 years or more. Compare that to the overall U.S. workforce, where the median age is 42 and

about half are female. At the same time, trucking is failing to bring young people into the industry: From 1994 to 2013, trucking’s share of 25- to 34-year-olds dropped by more than half. Given that 45 percent of drivers are expected to retire in the next decade, focusing recruiting efforts on trucking’s traditional demographic will not meet the industry’s long-term needs. Operational changes, such as driverfriendly shorter hauls to meet rising

EDITOR’S NOTE: THIS IS THE FINAL INSTALLMENT IN A THREE-PART SERIES EXAMINING THE DRIVER SHORTAGE, MEASURING ITS IMPACT ON TRUCKING OPERATIONS AND EXPLORING METHODS TO MITIGATE THE CRISIS. 46

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Trucking’s youth exodus

Percentage of total U.S. workforce employed in truck transportation,1994 and 2013

Percentage of total workforce

2.0%

1.5%

1.0%

1994 2013

0.5%

0.0% 1994 2013

20-24 years 1.029 % 0.507%

25-34 years 1.349% 0.640%

35-44 years 1.258% 0.877%

45-54 years 1.231% 1.380%

55-64 years 1.158% 1.587%

65 years+ 0.728% 1.493%

From 1994 to 2013, trucking’s share of 25- to 34-year-olds dropped from 1.35 percent of the national workforce to 0.64 percent, while its share of 65-plus-year-olds grew from 0.7 percent to nearly 1.5 percent. American Transportation Research Institute Analysis of Truck Driver Age Demographics

e-commerce demands, and technological changes – such as automated transmissions, safety systems and autonomous trucks – likely will help the industry’s workforce woes, but they won’t fill the ever-widening gap. To do that, the industry must attract drivers from other demographics – women, young people and minorities – and build a sustainable workforce. Unfortunately, diversification efforts to date have met with limited success. Trucking has pushed to hire more women drivers. The move’s been driven in part by the Women In Trucking association, and many fleets have focused on attracting and retaining female drivers, while truck makers have made their rigs more comfortable and flexible to accommodate drivers of most heights and builds. Those efforts have moved the needle on women’s

share of the driving population from around 5 percent to 7 percent. Trucking has done better among African-Americans and Hispanics, at least as compared to the overall workforce. The National Minority Trucking Association says AfricanAmericans make up 14 percent of the trucking workforce – the same as their share of the total U.S. workforce. Hispanics make up 13 percent of truckers compared to 17 percent of the total U.S. workforce. Ethnic minorities are one of the fasting-growing segments of the driver population and perfectly poised to help ease the shortage, says Kevin Reid, NMTA founder and CEO. The key is to lure potential drivers before they pursue other careers.

Reid hits on the industry’s biggest workforce challenge: Attracting young people, regardless of race or gender, to a career whose regulations prohibit those under 21 from commercial interstate driving. “Trucking does not tee up well for a young person out of high school,” Byrd says. Not allowing drivers under 21 to cross state lines “is a big deterrent to people entering our industry.” It also makes for inconsistent safety policy. Byrd cites a 20-year-old Bulldog driver who can drive 360 miles on I-10 from Jacksonville, Fla., to the carrier’s largest customer in Pensacola, but that same driver can’t continue west 60 more miles on I-10 into the port of Alabama and then back to Pensacola. Similarly, large states allow young To prep them for careers as truck drivers, seniors at Patterson High School in Patterson, Calif., can take classroom instruction and experience 20 hours on a driving simulator, followed by free behind-thewheel training, to obtain their intrastate CDL.

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| may 2018 47

SPECIAL REPORT | THE DRIVER DEFICIT drivers to max out their hours within the state, yet they aren’t allowed to do the same across state lines. Various initiatives seek to rectify this situation. The DRIVE Act, introduced in the U.S. House of Representatives in March and supported by ATA, would allow drivers between 18 and 21 to operate across state lines as long as they meet

rigorous training requirements — at least 400 hours of on-duty time and 240 hours of driving time, both with an experienced driver trainer. Training would be restricted to trucks equipped with active braking systems, video monitoring systems and speed limiters set to 65 mph or slower. This follows a pilot program intro-

duced in the 2016 highway bill that allows military-trained drivers between 18 and 21 to drive in interstate commerce. The goal was to compare the safety records of those drivers to a control group of 21-and-older drivers with similar training and experience, but recruiting a statistically significant number of young military drivers

Wanted: More than just a few good women Efforts to increase women’s share of the driving workforce have earned lessthan-stellar results, barely increasing to 7 percent from 5 percent 10 years ago, according to the U.S. Department of Labor. That number seemed low to many in the industry, prompting the Women In Trucking association to partner with the National Transportation Institute to develop the Women In Trucking Index, which they say offers a more accurate accounting of the percentage of female drivers. NTI added gender questions to its surveys and in 2016, after a year of data collection, reported the percentage of female drivers at 7.13 percent, which since has climbed to 7.89 percent in the most recent report. Large carriers that focus on recruiting and retaining women report higher shares, often more than 12 percent and even as much as 30 percent. But in an industry plagued by negative stereotypes of what it means to be a trucker and the challenges many women face in being their family’s primary caretakers, attracting them to driving jobs is an uphill battle. Best practices from carriers with a high number of female drivers include emphasizing pay and benefits but also spotlighting female trainers, safe equipment and more home time. Joanne Fatta, a driver and trainer for Ephrata, Pa.-based Sunrise Transport for 18 years, trains female drivers out of CDL school. Many come from retail, food service or other low-paying fields and are searching for financial security. Most heard about trucking through friends and family or through social

commercial carrier journal

| may 2018

media hobby and interest groups. But reaching potential female drivers through social media may not be as simple as running an ad on Pinterest. A recent Facebook survey of Women In Trucking members found 80 percent own or drive motorcycles. “So why not place your recruiting message on a women biker’s forum or chatroom?” asks Ellen Voie, WIT founder and president. Fatta wishes young women would be exposed to the profession earlier and encourages her female drivers to spread the word about the economic advantages of a trucking career. Voie and others have worked on various campaigns to promote trucking to young girls, including reaching out to Girl Scouts, establishing female recognition programs and even creating a plush trucker girl doll. Stephanie Klang, a retired CFI driver and former captain of the American Trucking Associations’ America’s Road Team, drives her truck to Girl Scout troops in rural areas to help girls earn their transportation patch. Klang emphasizes the economic security she’s earned over the years and how the field, while still predominately male, is gender-blind when it comes to pay. Beyond pay, respect ranks high as a motivator for all drivers, and women are no different. Katlin Owens, manager of corporate relations for Joplin, Mo.-based CFI, says 14 percent of the company’s drivers are female. “We provide female trainers, and many of our management team are females,” Owens says. “Female drivers have equal footing in driver award criteria.”

One of the best ways to attract more women to driving careers is through positive role models. Joanne Fatta, a driver and trainer for Sunrise Transport, was named Overdrive’s 2015 Most Beautiful and says the subsequent media attention encouraged some young women to enroll in the training school where she teaches.

Brooke Mosely, female driver liaison and training specialist for Springfield, Mo.-based Prime Inc. (CCJ Top 250, No. 15), says most of the fleet’s nearly 900 female drivers come to Prime via word of mouth. While Prime doesn’t actively target women in its ad campaigns, female drivers account for 12 percent of its drivers, well above the national average. “Word gets around about how women are treated here,” Mosely says. “When female drivers go into their real and virtual communities to tout their profession, that’s an organic marketing pitch you can’t buy with an ad budget.” – Carolyn Mason

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SPECIAL REPORT | THE DRIVER DEFICIT proved difficult. Legislation introduced in the House last December would expand the program to include all commercial driver’s license holders ages 18 to 21 with clean driving records who complete additional training. Safety groups such as Advocates for Highway and Auto Safety push back hard against such measures. A poll on the AHAS website shows that 73 percent of the public opposes allowing teenage truck and bus drivers in interstate traffic. Some in trucking also question the wisdom of allowing younger drivers to cross state lines. The Owner-Operator Independent Drivers Association sent a letter in April to the House Committee on Transportation and Infrastructure opposing proposals to lower the age requirement, claiming they “would not only be detrimental to road safety, but also to those seeking to enter the trucking industry as professional drivers.” It also claims intrastate truck drivers under the age of 19 are four times and those 19 to 20 are six times more likely to be involved in fatal crashes. This perspective paints with too broad a brush, some say. “I know some 19- and 20-year-olds who are more dependable and safer than people twice their age,” says Rich Johnson, associate vice president of school operations for Omaha, Neb.-based Werner Enterprises (CCJ Top 250, No. 11). “It all depends on their training.” Werner has 13 school locations that graduate more than 6,000 students per year. Around 40 percent drive for Werner upon graduation. “I’m not saying every 18-year-old is ready for commercial motor vehicle driving, but there is a large percentage that are,” says Byrd, pointing to screening capabilities available today that weren’t possible when the age regulation was written. “I think we’ve developed psychological testing and skills testing to vet and screen drivers so we can do some due diligence to find out if they can be successful.” 50

commercial carrier journal

| may 2018

Military veterans in demand, but there’s not enough to go around

Nearly 250,000 service members leave the military every year. That’s a potential labor pool five times larger than the estimated number of vacancies in the for-hire trucking industry. Add to that veterans’ reputation for a strong work ethic and adaptability, and it’s easy to see why they have long been a prime target for carriers looking for a source of dependable drivers. Among the first to recognize veterans’ potential was Werner Enterprises, which over the last dozen years has hired more than 25,000 military veterans and spouses, groups that now make up 20 percent of the company’s labor force, although not all of them are drivers. Werner has pledged to hire 2,000 more veterans and 250 more spouses this year. Werner offers returning military the opportunity for “a good living for their families and a career path,” says Jim Morbach, Werner’s associate vice president of student and government recruiting. The company recently was named CCJ’s 2018 Innovator of the Year for its veteran recruitment efforts. Drivers with military experience are also among the most sought-after applicants by nearby Lincoln, Neb.-based Crete Carrier (CCJ Top 250, No. 22). “You get somebody that is responsible, that’s used to making decisions and taking direction and more reliable,” says Issac Phillips, Crete’s driver development and owner-operator program manager. About 10 percent of the drivers Stevens Transport driver and retired 28-year C.R. England (CCJ Top 250, No. 20) U.S. Army veteran Gregg Softy won the 2017 Transition Trucking: Driving for Excellence brings on every year are veterans. award, sponsored by the U.S. Chamber Veterans “are some of the more of Commerce. The effort seeks to inspire experienced drivers and have an trucking companies to hire more veterans, understanding of driver safety,” says National Guard members and reservists. Wayne Cederholm, vice president of recruiting for the Salt Lake Citybased company. “They have that natural work ethic, and they are also more willing to be out there on the road for extended periods of time.” They also have a higher retention rate, he says. Crete also sees lower turnover among veterans. “I think a lot of that is due to loyalty to who’s giving them an opportunity, who’s training them and who’s bringing them onboard,” Phillips says. About 80 percent of the veterans entering Crete’s student driver program complete it and become company drivers within their first year — a success rate about 15 percent higher than Crete’s nonmilitary students, he says. To recruit veterans, many carriers – including Werner, Crete, C.R. England and Cookeville, Tenn.-based Averitt Express (CCJ Top 250, No. 23) – have established truck driver apprenticeship programs that allow qualified veterans to use their GI Bill to receive on-the-job training. “Basically, the military will help subsidize income for that first year,” Phillips says, noting money earned through the GI Bill is on top of wages paid by the carrier. “That’s some pretty good money they can make that first year.” Phillips says Crete pays veterans in its student driver program a premium rate largely because of tough competition for them: The U.S. veteran unemployment rate is 3.5 percent compared to a civilian unemployment rate of 4.5 percent. – Jason Cannon; Jeff Crissey contributed to this article.

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SPECIAL REPORT | THE DRIVER DEFICIT Byrd points to his own company’s experience to demonstrate the safety of younger drivers. “In Charleston (S.C.), we operate 75 to 80 trucks that never leave the commercial zone, and we use young people every day in highly congested traffic patterns, and they perform very successfully,” he says. “But I can’t take that same driver and move him

between Charleston and Savannah.” If trucking is to compete effectively for labor, it has no choice but to lower the driving age, argues Don Lefeve, president and CEO of the Commercial Vehicle Training Association, which represents more than 200 truck driver training programs. “We think the age should be 18, but it must be coupled with robust

training,” he says. The average CVTA student is a 34-year-old male, often on a second or third career, Lefeve says. Only 7 percent of students are women. Because the driver age limit is a regulation, lowering it does not require legislation. “I think it’s something Congress would weigh in on, but technically the (U.S. Department of Transportation)

Is driving without drivers the future of trucking? With driver turnover rates bumping 90 percent last year, shippers could find only one available truck for every 12 outbound loads — the lowest ratio in 13 years, according to DAT Solutions. As carriers fight for enough humans to keep trucks moving, the evolution of automation has put truck driving in an interesting place. How much longer will a human driver be necessary? Earlier this year, San Francisco-based technology company Starsky Robotics completed a seven-mile drive in Florida without a person in the cab. The truck’s flesh-andblood driver was stationed some 100 miles away and monitored the tractor through a network of cameras and sensors. The goal of Starsky’s platform, where a human remotely drives the truck only on and off the highway before ceding control at highway speeds, is to ease the industry’s driver shortage. The remote driver “should be monitoring the truck at the beginning and end of the trip,” says Stefan Seltz-Axmacher, the company’s co-founder. Once the truck is in full autonomous mode, “the guy in the office should be paying attention to a number of other trucks.” But there are roadblocks. Taking the driver out of the vehicle and operating on a public road is legal in only a handful of states, and driving beyond hours-ofservice allowances is legal in zero states. But Fred Andersky, director of marketing and government affairs for Bendix, says with some regulatory cooperation, truck automation could extend a driver’s workday by allowing him to take mandated breaks while the truck is moving. That

commercial carrier journal

| may 2018

Last September, Starsky Robotics completed the longest end-to-end autonomous trip on record, hauling Hurricane Irma recovery aid 68 miles through Florida with a person in the cab but without their intervention.

may not bring more drivers into the field, but it will allow existing drivers to move more tonnage, he says. “We could be at a point where the technology would let the driver take his eight- or 10-hour rest break, but the truck is able to continue on its route,” Andersky says. “Those types of things actually enable us to squeeze more out of existing driver time without unduly burdening the driver while, in fact, making the driver even more efficient.” If driver assist technologies enable a driver “to do other things in his day that extend his day, and we have regulations that allow it, then automated systems can help reduce a driver shortage.” Jon Morrison, Wabco’s president of the Americas, says absent such regulatory change, fleets can adopt autonomous technologies to gain an edge in recruiting a generation of new drivers accustomed to relying on electronic support across many aspects of their lives.

“We can provide more safety features and even comfort features or assist features, which would make the experience better for the driver and, in some cases, less fatiguing or easier than it may be now,” Morrison says. “All those things make it a more accepting environment for younger people.” Regardless of how autonomous technologies are implemented or how future regulatory changes cooperate, experts agree that drivers – in some capacity – will remain an important part of freight movement for a long time. “When you look at the overall amount of freight flowing, there’s a lot of freight that flows on a shorter-haul – and that’s getting shorter – and a more regional basis,” making full autonomy challenging, Morrison says. “I think scale is really the question. I think you’ll see some deployment in specific use cases that are less complicated or less restricted.” – Jason Cannon

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SPECIAL REPORT | THE DRIVER DEFICIT secretary could change it,” says Lefeve, who also recognizes the political sensitivities of such a move. “I don’t think anybody wants to just change the age and turn them loose.” Instead, Lefeve points to developments that would ensure younger drivers operate at least as safely as their older counterparts. “The safety technologies deployed within the next three to five years will be tremendous,” he says, citing autonomous driving advancements. Those same technologies also might appeal to a generation that’s grown up with smartphones and gaming, Werner’s Johnson says. With today’s trucks equipped with everything from collision mitigation to forward-facing radar, automated transmissions and electronic logging devices, “You have to be tech-savvy to get behind the wheel,” says Johnson. However, taking advantage of a potential pool of younger drivers works only if they are aware of trucking as a career. That’s the goal of a truck driver program established by high school teacher and former trucker David Dein. It allows seniors at Patterson High School in Patterson, Calif., to take 180 hours of classroom instruction and 20 hours on a driving simulator. After completing the program, interested students receive free behind-the-wheel training to obtain their intrastate CDL and then temporary seasonal employment hauling tomatoes for a local processor. A similar program at Eau Claire High School in Columbia, S.C., will be offered starting in the 2018-19 school year. It’s a three-year, four-class commitment starting in the 10th grade. “The courses are designed to give students the coursework and hands-on training they would need to be able to graduate from high school and take the CDL test,” says Principal Neshunda Walters. Both Dein and Walters say their programs help provide options to young adults looking for a stable good-paying 54

commercial carrier journal

Tapping into drivers of color

To meet its future driver workforce needs, trucking must find ways to attract more minorities, experts say. Groups such as the National Minority Trucking Association hope to serve as liaisons between the trucking industry and unemployed or underemployed segments of the workforce. NMTA launched a jobs initiative to create 500,000 transportation jobs by 2025 by connecting potential drivers, diesel technicians and other transportation workers with trucking and logistics companies. “I believe we have a leadership problem more than a driver shortage problem,” says Kevin Reid, NMTA founder and CEO. When Reid works with recruiters looking to tap into the minority market, he tells them to go into the community and sell trucking to young people. For African-Americans, that means reaching out to community centers, churches, the U.S. Department of Labor and community colleges. “We have to identify students who are not college-bound for various reasons,” Reid says. “Maybe they don’t want to take on Organizations such as the National Minority the enormous debt of a four-year Trucking Association and the Coalition of college, or they want to enter American-Latino Truckers help fleets conthe job force with a good-paying nect with unemployed or underemployed stable job. But we have to present segments of the workforce. trucking as an option earlier.” Reid also helps minority truckers become better businesspeople and explore opportunities such as management, dispatching and brokering. Recruiting Latino truckers is tied directly to retention, says Rudy Navarrate, membership services director for the Coalition of American-Latino Truckers. “If you treat all your drivers well, word gets around,” Navarrate says. “That’s your best recruiting strategy and goes beyond running an ad in Spanish.” He suggests carriers looking to hire Hispanic drivers use Spanish-speaking recruiters. “Even though they speak English well enough to earn a CDL, it’s still a matter of comfort for the recruit,” says Navarrate, who also recommends that a fleet’s corporate website or blog include sections in Spanish and diversity in their video testimonials. “It’s not like Latino drivers want to be treated better or differently, but like all truckers, they want to be treated with respect,” he says. –Carolyn Mason

career. “We can’t expect them to come to us and say, ‘Oh I need to be a truck driver,’ ” Dein says. “We tell everyone you have to go to college, but we had a driver come in last week who says he works five days a week and makes $120,000 a year.” And that’s the message trucking must send to its next generation of drivers: Driving jobs don’t require a big investment in education, they are plentiful, and

| may 2018

pay is based not on who you are but on how hard you are willing to work. As long-time trucker and Women In Trucking member Ingrid Brown says, “The steering wheel doesn’t know the age, color or gender of the person behind the wheel.” – Deanne Winslett, Todd Dills and Carolyn Mason contributed to this article.

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SmartDrive’s next-generation SR4 platform uses smaller in-cab cameras with a more flexible footprint.

New developments remove barriers to broaden view of driver behaviors BY AARON HUFF

ast October, a top-performing driver for Lake Wales, Fla.-based Oakley Transport (CCJ Top 250, No. 139) crossed the center lane of a bridge at about 4 a.m. A windshield-mounted Bendix camera system detected the lane departure and instantaneously shared data with SmartDrive’s in-vehicle SmartRecorder 3 device. The SR3 captured and transmitted a 20-second video clip for Oakley Transport personnel to review through the SmartIQ web portal. “It was a scary moment to watch,” says Craig Stevens, vice president of operations and strategic initiatives, who saw the driver shaking himself to try and stay alert. When the technology identified the fatigued driving event, Oakley Transport’s safety department intervened and provided treatment for the driver’s previously undiagnosed sleep apnea. Internet of Things devices in vehicles can detect an increasingly complex array of risky driving behaviors. Rather than work in isolation, these devices are beginning to share data among connected in-vehicle systems that traditionally have been competitors. Breaking these barriers has made it possible for fleets to mitigate risks more quickly and effectively by using a more comprehensive set of vehicle and driver performance data. 56

commercial carrier journal

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A single subscription Truck manufacturers and motor carriers increasingly are equipping their vehicles with advanced driver assistance systems that eventually will help power autonomous vehicles. In the meantime, the data they create can be useful in gaining a more comprehensive view of driver safety and performance. Many fleets now are combining their data from multiple ADAS technologies and IoT applications. A fleet may use a telematics system to identify speeding and sudden braking events and use a separate video-based system with another subscription to identify more complex behaviors such as fatigue and distraction. Steve Mitgang, chief executive of SmartDrive, says that with the release its new SR4 system, the company is leading a technology convergence of vehicle telematics and OEM and third-party ADAS technologies and mobile fleet management systems. With this convergence, fleets can reduce costs and get a “single source of truth” for all their driver and vehicle performance information. Within a week of the SR4’s introduction, Oakley Transport began to install the system in its 500-truck fleet. Oakley Transport orders its Volvo trucks factory-equipped with Bendix’s Lane Departure Warning and Wingman Fusion systems. The latter combines adaptive cruise control with active

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braking and collision mitigation technologies. Its Bendix systems are integrated with the SmartDrive platform that detects risk by using lane departures and following distances to trigger video event records and assess driver safety performance. Kelly McDowell, Oakley Transport’s director of safety and compliance, says everything managers want to know about driver behaviors and risk is available through the SmartDrive program, which brings all the fleet’s data together into “one package to measure safety.”

Vehicle integrators Among companies that are driving the convergence of ADAS and other safety technologies, truck manufacturers are on the front lines. Besides building tractors and other heavy-duty vehicles, OEMs also have become technology suppliers that provide customers with a single source of information through their connected vehicle platforms. In 2013, Navistar launched OnCommand Connection, which initially used real-time vehicle data fed by integrations with aftermarket telematics systems from Omnitracs, PeopleNet and Geotab. In 2017, Navistar rolled out its own aftermarket telematics platform. The name stayed the same, OnCommand Connection, but now fleets with both International trucks and models from other OEMs could install Navistar’s platform to expand their fleet management technology to include an electronic logging device-compliant application that runs on BYOD-style devices. Starting this year, Navistar will be installing OnCommand Connection in all International Trucks at the factory. The technology will serve as an integration hub for ADAS and other 58

commercial carrier journal

| may 2018

connected vehicle technologies that its customers use. “We have been successful for a long time pulling data from different trucks into one screen,” says Terry Kline, Navistar’s senior vice president and chief information officer. “Most fleets don’t own one truck (brand), so we do not have any reason to not continue the same strategy.” Kline says he can “easily see a future” where OnCommand Connection will notify fleets instantly if a driver has a couple of lane departure events that may indicate fatigued or distracted driving “so that someone can intervene.” OnCommand Connection will capture video and data from Bendix’s safety system and other cameras on the vehicle. Users will be able to retrieve event footage through their online portal. “We view OnCommand Connection as the connection to the vehicle for those data points on safety, lane departure and collision avoidance,” he says.

Bringing it together With the increasing amount of available information on driver safety and performance, it has become difficult for a single vendor to supply everything through a bundled subscription package. Some vendors have decided to focus on their core strengths, which for many is to deliver information from a multitude of sources to fleet managers and drivers in a way that changes behavior. Fleet mobility provider PeopleNet continues to add more sources of information to its Onboard Event Recorder that captures data from the vehicle and various ADAS sensors when triggered by critical events such as speeding or sudden deceleration. PeopleNet’s Video Intelligence uses cameras around the vehicle to add video footage to OER events. The data it captures on driver safety include hours-of-service and driving habits, which are brought together into a net score that is managed using its online Safety Analytics dashboard. MiX Telematics is “always looking for different data streams to integrate with,” says Pete Allen, chief client officer. The company offers an integrated camera for its telematics platform and has integrations with Mobileye’s forward collision warning system and Seeing Machines’ fatigue detection system. Alerts from the Mobileye and Seeing Machines systems become part of MiX’s data stream, allowing MiX users to identify correlations between alerts and driver behaviors caught on camera, such as distractions that cause near collisions. “Driver behaviors are precursors to other events happening,” Allen says. Teletrac Navman is deploying a forward-facing camera for its telematics system, Teletrac Navman Director. The system will record video footage when triggered by behaviors such as harsh driving and speeding.

TECHNOLOGY: SAFETY TECHNOLOGY The company also is working on next-generation cameras to incorporate a 360-degree view around the vehicle, says Marco Encinas, marketing and product manager of global platforms. Verizon Connect, a mobile workforce platform, has not introduced its own camera. Instead, the company has created integrations with a number of third-party camera systems and is focused on creating value for its customers through scorecards rather than adding more software and hardware, says Mark Wallin, vice president of product. Verizon Connect’s platform features a built-in driver scorecard that draws event data such as lane departures from third-party systems. The company also offers a Coach mobile app that shows drivers how they are performing compared to their peers, Wallin says.

Machine learning As motor carriers continue to adopt ADAS and other forms

of safety technology, vendors that already are in a position to capture and aggregate this data are able to accelerate product development. Lytx, whose DriveCam program is used by more than 3,000 fleets with 500,000 collective vehicles, is developing new machine vision technologies that will help its customers understand and predict risk in both driving and nondriving events. To capture nondriving events, Lytx offers always-on capability for monitoring and video retrieval from sideview and other expandable camera options through its Lytx Video Services offering. Lytx says it is adding about 1 billion driving miles to its database every two weeks. The scale of data makes it possible to recognize more patterns in unique data sets, says Brandon Nixon, chief executive officer. “As long as you have unique data sets, you can train (machine vision) to recognize almost anything,” Nixon says.

From culprit to cure: eDriving flips the script on smartphones The National Highway Traffic Safety Administration reports the number of fatal crashes involving large trucks and buses increased 4.8 percent in 2015 and 5.4 percent in 2016. Is traffic congestion, higher speed limits or global warming to blame? The answer is simpler. “The only thing that has fundamentally changed is that we have become addicted to smartphones,” says Celia Stokes, chief executive of eDriving, a provider of online training and risk management services. “It is rewiring everyone’s brain. You don’t leave it at home when you go to work.” With a smartphone and a telematics Software-as-a-Service platform called mentor, eDriving has found a way to turn smartphones from a culprit into a cure for risky behaviors, she says. The mentor app is able to sustain behavioral improve60

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ments by engaging drivers. The engagement starts with a risk measurement system that gives drivers an “empirical sense of fairness,” Stokes says. The mentor platform uses a FICO Safe Driving Score that is based on driving behaviors such as accelerating, speeding, harsh braking, cornering and phone use. The mentor app can detect if drivers pick up their phones while driving, and its driver interface is disabled while in motion. The company worked with FICO, a firm known for predicting credit risk, to develop the FICO Safe Driving Score as a standard measurement for driving risk. The score uses the same scale as the FICO credit score: 800 to 850 is “Great,” and 560 to 709 is “Average.” Unlike a credit score, the FICO Safe Driving Score uses a rolling seven-day average, which gives drivers a

| may 2018

quicker chance to improve. “Every new week is another opportunity to become better,” Stokes says. The app features yardsticks for drivers to chart their progress over time and compare themselves with other drivers. It also gives drivers advice on how they can improve. As part of the closed-loop process, mentor provides drivers with interactive training content in short bursts for remediation and reinforcement. The training videos cover a variety of safety topics and use interactive drag-and-drop elements and animations. A Fleet Manager dashboard in mentor uses comprehensive safety data collected by the smartphone app and third-party data from a fleet’s telematics and vision-based safety systems. The dashboard also can include Compliance Safety Accountability scores and motor vehicle records. The dashboard has a Driver Index that allows managers

The mentor app from eDriving gives drivers a FICO Safe Driving Score to chart their daily and weekly progress.

to quickly identify the top and bottom performers. They also can compare the performance of their teams and divisions to others. Overall, clients that use eDriving’s approach reduce their accidents up to 67 percent over time, Stokes says.

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Without an influx of new drivers, new trucks are going to push older models to a used truck market that already is saturated with equipment.

New truck builds mean more older rigs on the way to lots BY JASON CANNON

hanks to a white-hot freight market, trucking companies this year have ordered new trucks at a record pace. North American Class 8 orders for March reached 46,300 units — the third-highest month on record, according to FTR. The 133,900 heavyduty trucks ordered in the first three months of the year nearly doubled the amount from the same period last year and is the largest order total of any quarter in history. “The current capacity crisis may be the worst ever,” says Don Ake,

FTR’s vice president of commercial vehicles. “Capacity is extremely tight and expected to remain this way for months. Fleets need more trucks to handle huge freight demand and continue to order trucks at recordsetting rates.” Without an influx of new drivers, new trucks are going to push older models to a used truck market that already is saturated with equipment. Chris Visser, commercial truck executive analyst for J.D. Power’s Valuation Services, says auction volumes through March were up, although

not as high as he expected. “Sellers are looking for additional ways to move their inventory,” he says. Auction numbers were stronger than expected for four- to six-yearold trucks, but Visser expects the supply of used trucks to ramp up in the coming months and remain elevated into 2020 based on Class 8 truck deliveries dating back to 2013. “I expected it to be making a bigger impact than it has, at least so far,” he says. “There’s still an oversupply of used trucks, and I don’t see that getting better.” commercial carrier journal

| may 2018 63

EQUIPMENT: USED TRUCKS Extending trade cycles Drew Backeberg, general manager of Daimler Trucks remarketing, says that with the supply of used equipment outweighing demand, many fleets have extended their trade cycles to wait out the challenging used truck market. “This has resulted in high-mileage trucks entering the secondary market,” he says. However, depending on the inventory and what kind of equipment is available, it’s still a sellers’ market. “Depending on the age of the unit and the miles on the unit, there’s been a little bit of an uptick on pricing

compared to what we’ve seen last year,” says Mike McMahon, strategic accounts sales manager for Ritchie Bros. Auctioneers. Some newer units are beginning to filter into the market fresh off 36-month leases, he says. “Maybe 350,000 miles or less – or maybe, at times, depending on spec, pushing 400,000 miles – you’re really starting to see a lot of people looking for those units and really driving a premium on the used truck marketplace right now,” McMahon says. In the past two years, the used truck market had seen high supply and declining values. Backeberg says

from 2016 to 2017, used trucks were losing between 2 percent to 3 percent of their value each month. “Well beyond normal,” he says. “Today, we are experiencing more demand, which is blunting the impact of excess supply and stabilizing pricing. The market is OK today and supports customer trade values, so no need to hold off.” The price is right Visser expects a depreciation rate of about 2 percent this year but says pricing to-date has been strong. In March, the average selling price

Low used truck costs ease expansion risks for small fleet owner toward used purchases. Generally smaller payments on Howard Logistics small fleet owner William Howard the note mean a used truck “doesn’t cost you as much if of Crossville, Tenn., visited Landmark International in it sits” unused for a time. nearby Cookeville recently as he contemplated purWith his prior trucks purchased new, he hasn’t chasing some trucks. experienced the high-dollar emissions-equipment Given demand for his regular brokered hauls of failures so many have in years past. Purchasing used, chicken outbound from Crossville into North Carolina however, could be a gamble in that regard, particuand general freight back, and favorable economic larly if the truck was used in a vocational or urban conditions, Howard says he could go from his current application, or if the driver was a frequent idler, all five trucks to 15 tomorrow and “wouldn’t be hurting of which stresses the emissions systems more than for loads. My concern, of course, is finding and keeplong-haul operation. ing drivers.” Those indeed are factors to consider in used-truck He’s been weighing his options for buying used or new. “It’s really just kind of a time in trucking where evaluation, suggests Pat Daily, general manager of La Vergne, Tenn.-based Nacarato Volvo, which has you don’t know what you need to do,” he says. “We’re five dealerships in three states. “Where we see cusneeding to grow, but there’s so many things you have to consider.” tomers running into issues is in either vocational apHoward, 37, bought plications … where you’re one truck in late 2016 and on the jobsite a lot,” he another two in early 2017, says, or consistently in all brand-new Internaand around “delivery tional ProStars powered by locations in large cities” the 15-Liter Cummins ISX with multiple stops. Howard owns a 2009 option, financed with zero Volvo that he says hasn’t down through a local bank given him a single probon a seven-year note. But given drivers are lem. “We changed out the “hard to come by with [diesel particulate] filter all these rules they’re at 850,000 miles,” he says, Small fleet owner William Howard, shown with one of “which doesn’t qualify as a putting in,” the electronic his 2017 International ProStars, has been contemplating purchasing a series of used trucks to keep up with freight complaint” as he sees it. logging device mandate demand with a regular broker customer. – Todd Dills in particular, he’s leaning 64

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EQUIPMENT: USED TRUCKS Fleets in search of the lowest miles or upper-tier trucks on the used market will find their way to dealers that often keep the best units on their lots.

for a 2014-model sleeper tractor at auction was $35,250, a model-year 2013 brought $31,250, and a 2012 went for $27,000. “[Four- to six-year-old] trucks brought about 19 percent more money in the first quarter of this year than they did in the same period a year ago, and that’s been the trend for the past six months,” Visser says. “If you were selling trucks the first quarter this year versus the same quarter last year, you’re making out better the first quarter this year.” Extending trade cycles isolates a segment of the used market looking to upgrade from often much older equipment while also potentially exposing the carrier to higher maintenance costs. “I think there comes a point with some of the buyers, depending on what they’re spending on maintenance and what they’re getting for fuel economy and some of the other costs, that getting into a newer piece of equipment does away with some of those extra expenses,” McMahon says. While it may seem counterintui66

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tive, fleets extending trade cycles in hopes of better resell value actually may get a higher return on their equipment by entering the marketplace sooner, especially if those trucks have remaining warranty coverage, McMahon says. “I really think you need to look at having some of that extended warranty on there, whether it’s for the engine, transmission or some of the interior options like the electrical system,” he says. “That’s always a nice selling point, whether you’ve got 50,000 or 100,000 miles left on that equipment.” No more AMT angst Automated transmissions were detrimental to truck prices for years, but Visser says the tide turned about 18 months ago. Units spec’d with AMTs now are bringing premium pricing with them. “Buyers are willing to pay a premium for all AMTs, not just a Volvo I-Shift,” he says. “Things like the [Eaton] SmartAdvantage and UltraShift Plus, those are bringing

| may 2018

a premium over a 10-speed manual, and that hadn’t necessarily been the case across the board.” McMahon says used buyers had been skeptical of AMTs, possibly having already been burned by lessreliable first-generation units. However, with AMTs spec’d industrywide in growing numbers, the last of the holdouts now are reconsidering. “When you look at those secondary buyers who have historically purchased used tucks, usually it takes a little bit more time to accept and adjust to new technology,” he says. Backeberg agrees. “We are seeing the market gravitating toward trucks spec’d with AMTs such as the Detroit DT12, and vehicles with less than 400,000 miles are in high demand,” he says. Backeberg says AMTs make up more than 70 percent of new Freightliner and Western Star Class 8 truck builds, making it only a matter of time before the used truck market has a similar composition. “You’re starting to see more and more units [equipped with an AMT] that are coming back out of service, especially the [model-year] ’13s and ’14s and even the ’15s, and customers are accepting them,” McMahon says, adding that buyers can find secondary warranties for many AMTs on the market. Aerodynamic activity Newer aerodynamic tractors – specifically the Kenworth T680, Peterbilt 579 and Volvo 780 – are among the most sought-after used trucks, along with one of the most ordered trucks on the road, Visser says. “The [Freightliner] Cascadia has held its value better than you might expect, given that it’s one of the highest-volume trucks out there,” he says. Visser says that for trucks not factory-equipped with aerodynamics, aftermarket add-ons are seeing a

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“A late-model used truck is a great substitute for a new truck that might not be obtainable right now.” – Chris Visser, commercial truck executive analyst, J.D. Power’s Valuation Services good return on the used market. McMahon agrees — to a point. “You’ve got to make sure that stuff is in good condition,” he says. While just about every over-theroad segment can use some form of aerodynamic assistance, light-weighting options – specifically, 6x2 axles and smaller-displacement engines – aren’t seeing as much bang for their buck among used truck buyers. Powerful pull Backeberg says used customers are gravitating to 15-liter engines, adding the Detroit DD15 and Cummins ISX15 are spec’d in most of the Class 8 on-highway sleeper trucks the company sells. Cummins power and similarly spec’d Detroit and Volvo engines are comparable in price on the secondary market. Visser says, however, that Cummins engines are going for a premium versus an International N13 and MX-equipped Kenworth and Peterbilt tractors. McMahon sees the same trend. “The 15-liter engines really drive the day, whether it’s an ISX or a Detroit,” he says. Trucks spec’d with lighter-weight engines have started to enter the used market, but the niche-driven appetite for those trucks isn’t bringing top dollar, McMahon says. “I’ve seen some folks move away from that now,” he says. “I think that originally had something to do with some of that resell value or what residual they were receiving.” 68

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But with new truck build slots filling up, capacity tightening and loads sitting on the dock, Visser expects more buyers to enter the used truck market. “A late-model used truck is a great substitute for a new truck that might not be obtainable right now,” he says. “It’s also a good way to hedge your bet if you don’t think you want to invest three to five years into a new truck. A late-model used truck with a couple hundred-thousand miles on it still has plenty of life left in it.” Bargain-hunting tips Fleets in search of the lowest miles or upper-tier trucks on the used market will find their way to dealers that often keep the best units on their lots, Visser says. Retail, like at auction, still can hold bargains on premium trucks. Through February, prices on the retail market have fallen as dealers package multiple trucks together at aggressive price points to get them off their lots. “A lot of dealers are getting multiple-unit packages in, and they’re willing to take lower pricing to move those packages,” Visser says. “We’ve seen some aggressively low prices for multiple identical trucks.” McMahon says that for fleets spec’ing trucks with resell in mind, a 15-liter engine is preferable, along with a large double-bunk sleeper, aluminum wheels, an air-slide fifth wheel and an upper-level trim option. “If not the nicest interior-trim option, the next one down,” he says. “That’s always a nice selling point.”

BY DEAN SMALLWOOD

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

Trailer manufacturers also have reduced weight by using composite floors that also help increase load capacity. Composite panels used as side, front and rear door materials also maximize interior width and length while providing a smooth snag-free surface. Thinwall designs also provide added cube capacity, which means more freight per haul and better margins for fleets. Many trucking companies also spec anti-snag roof bows that are less likely to damage cargo while it’s being loaded. And as durability and maintenance have become major issues for fleets, trailer manufacturers have engineered alternatives to, or moved away from, traditional plywood liners.

GREAT DANE | www.greatdanetrailers.com CHAMPION CL

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

steel hat section uprights on 24-in. centers; logistics posts optional; 0.05-in. prepainted white flat aluminum side sheets; side doors optional ROOF: 0.04-in. aluminum sheet with bows on 24-in. centers REAR DOORS: 0.5-in. composite swing; dual-seal gaskets; white galvanized steel cover sheet; rear rollup doors optional FLOOR: 1.38-in. laminated hardwood CROSSMEMBER: Front – steel hat type for tire protection between support gear and coupler; bay and side areas – 4-in.-deep steel I-beams on 12-in. centers SUSPENSION: Hendrickson HKANT-40K sliding air ride with 49-in. axle spacing ANTI-LOCK BRAKES: Meritor Wabco 2S/1M Easy Stop BRAKES: 16.5-by-7-in. drums with S-cam brakes SCUFF BAND: 12-in. galvanized 18-gauge steel, full length INTERIOR OPTIONS: Overlaid or recessed track; various scuff bands; aluminum cargo floors; interior and ceiling linings

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

| may 2018 71

TRAILER FOCUS DRY VANS CHAMPION SE LENGTH: 53

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

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

HYUNDAI TRANSLEAD | www.translead.com HT ORIGINAL LENGTH: 53

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in. HEIGHT: 13 ft. 6 in. SIDES: 0.05-in. prepainted white aluminum ROOF: One-piece 0.04-in. full-width aluminum sheet, tension-leveled prior to installation REAR FRAME: Hot-dipped 0.375-in. galvanized steel construction with low-profile header, tube-shaped posts; forged steel angle iron in top corners for added rack resistance; lights recessed in rear sill with heavy-duty protection bars CROSSMEMBER: 4-in.-deep hot-rolled steel I-beam; 80,000-psi

yield strength, located on 12-in. centers; hat-shaped crossmembers ahead of landing gear; rear 4 ft. of trailer has crossmembers located on 8-in. centers SUSPENSION: Hendrickson Vantraax HKANT 40K Air Ride ANTI-LOCK BRAKES: Two-sensor/ one-modulator valve 2S/1M system, PLC4Trucks-compatible system BRAKES: Nonasbestos lining, 16.5-by-7-in. quick-change type; S cam-operated automatic slack adjuster INTERIOR LINING: Exterior-grade 0.25-in. plywood installed horizontally over side posts; exterior-grade 0.5-in. plywood installed on bottom, 0.25-in. on top over front wall

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commercial carrier journal

| may 2018

yield strength, located on 12-in. centers; hat-shaped crossmembers ahead of landing gear; rear 4 ft. of trailer has crossmembers located on 8-in. centers SUSPENSION: Hendrickson Vantraax HKANT 40K Air Ride ANTI-LOCK BRAKES: Two-sensor/ one-modulator valve 2S/1M system, PLC4Trucks-compatible system BRAKES: Nonasbestos lining, 16.5-by-7-in. quick-change type; S cam-operated automatic slack adjuster INTERIOR LINING: White 0.235-in. HDPE lining installed full height between uprights with no fasteners; side lining hooks into place for easy replacement; exterior-grade 0.5-in. plywood installed on bottom, 0.25-in. on top over front wall

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

angle iron in top corners for added rack resistance; lights recessed in rear sill with heavy-duty protection bars CROSSMEMBER: 4-in.-deep hot-rolled steel I-beam; 80,000-psi yield strength, located on 12-in. centers SUSPENSION: Hendrickson air ride ANTI-LOCK BRAKES: Two-sensor/one-modulator valve 2S/1M system, PLC4Truckscompatible system BRAKES: Nonasbestos lining, 16.5-by-7-in. quick-change type; S cam-operated automatic slack adjuster INTERIOR LINING: Exterior-grade 0.5-in. plywood installed on bottom, 0.25-in. plywood installed on top over front wall, none on sidewalls

STOUGHTON | www.stoughtontrailers.com Z-PLATE COMPOSITE LENGTH: 53 ft. WIDTH: 102 in. INSIDE WIDTH: 101 in. LOWER RAIL: Extruded aluminum, 6061-T6 SIDES: Prepainted white aluminum panels, splice plates riveted with 0.25-in.-diameter aluminum rivets on 1.5-in. centers; 14-gauge galvanized steel inner splice plates with 6 in. on center vertical A-slots SIDE RAIL/SCUFF: Height, 1 ft. TOP RAIL: Sidewall sheet extended behind lower portion to eliminate drilling holes and improve water shedding ROOF: 0.04-in. one-piece aluminum sheet pretensioned against gal-

TOUGH PLATE WIDTH: 102 in. INSIDE WIDTH: 101 in. SIDES: Prepainted white composite panels above extended base rail, splice plates riveted with 0.25-in.-diameter aluminum rivets on 1.5in. centers; 14-gauge steel inner splice plates with 6 in. on center vertical A-slots SIDE RAIL/SCUFF: Height, 1 ft. TOP RAIL: Sidewall sheet extended behind lower portion to eliminate drilling holes and improve water shedding ROOF: 0.04-in. one-piece aluminum sheet pretensioned against galvanized steel bows, 24 in. on center, crowned and fastened to top rail with galvanized bolts, stainless-steel washers and lock

commercial carrier journal

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vanized steel bows, 24 in. on center, crowned and fastened to top rail with galvanized bolts, stainless-steel washers and lock nuts REAR DOORS: 0.5-in. composite panel swing rear doors with dual durometer gaskets FLOOR: 1.375-in. laminated oak; three screws per board, staggered CROSSMEMBER: 4-in. I-beam on 12-in. center SUSPENSION: Rigid trailing arm-style air suspension with EZ-align axle alignment and external dock lock REAR IMPACT GUARD: Bolt-on impact guard with bolt-on anti-skid horizontal member and

| may 2018

REAR DOORS: 0.5-in. composite panels with dual durometer gaskets FLOOR: 1.375-in. laminated oak; three screws

per board, staggered CROSSMEMBER: 4-in. I-beam on 12-in. center SUSPENSION: Rigid trailing arm-style air suspension with EZ-align axle alignment and external dock lock REAR IMPACT GUARD: Bolt-on impact guard with bolt-on anti-skid horizontal member and four vertical posts LANDING GEAR: Holland Atlas 55 with replaceable cushion foot and roadside speed-crank handle LIGHTS: Truck-Lite LEDs, harnesses throughout

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TRAILER FOCUS DRY VANS ALUMINUM SHEET AND POST LENGTH: 53 ft. WIDTH: 102 in. INSIDE WIDTH: 98.5 in. SIDES: Galvanized steel posts, 24 in. on center, 16 in. on center landing gear forward; 14-gauge single-slot logistics posts with double-rivet row vertically throughout 0.05-in. aluminum prepainted panels SIDE RAIL/SCUFF: Height, 1 ft. TOP RAIL: Sidewall sheet extended behind lower portion to eliminate drilling holes and improve water shedding ROOF: 0.04-in. one-piece aluminum sheet pretensioned against gal-

vanized steel bows, 24 in. on center, crowned and fastened to top rail with galvanized bolts, stainless-steel washers and lock nuts REAR DOORS: 0.5-in. composite panels with dual durometer gaskets FLOOR: 1.375-in. laminated oak; three screws per board, staggered CROSSMEMBER: 4-in. I-beam on 12-in. center SUSPENSION: Rigid trailing arm-style air suspension with EZ-align axle alignment and external dock lock REAR IMPACT GUARD: Bolt-on impact guard with bolt-on anti-skid horizontal member and four vertical posts LANDING GEAR: Holland Atlas 55 with replaceable cushion foot and roadside speed-crank handle LIGHTS: Truck-Lite LEDs, harnesses throughout

UTILITY TRAILER | www.utilitytrailer.com 4000D-X COMPOSITE LENGTH: 53

ft.

WIDTH: 102.375

in. HEIGHT: 13 ft. 6 in. INSIDE WIDTH: 101 in. at wearband, 101.25 in. lining to lining REAR DOORS: 0.5-in. composite rear swing doors, satin-finish stainless-steel rear door case FLOOR: 1.375-in. laminated hardwood CROSSMEMBER: 4-in. steel I-beam on 12-in. center line SUSPENSION: Hendrickson HKANT 40,000-lb. Vantraax air-ride sliding tandem with Quik-Draw pin release ANTI-LOCK BRAKES: Bendix TABS-6 2S-1M ABS System

4000D LENGTH: 53

ft. WIDTH: 102.375 in. HEIGHT: 13 ft. 6 in. INSIDE WIDTH: Minimum 98.5 in. wearband to wearband REAR DOORS: 0.5-in. composite rear swing doors, satin-finish stainlesssteel rear door case FLOOR: 1.375-in. laminated hardwood CROSSMEMBER: 4-in. steel I-beam on 12-in. center line SUSPENSION: Hendrickson HKANT 40,000-lb. Vantraax air-ride sliding tandem with Quik-Draw pin release

commercial carrier journal

| may 2018

BRAKES: Outboard-mounted cast-iron drums AXLE: Hendrickson LDA; N-spindle; UTM Premium five-year wheel-end system EXTERIOR/INTERIOR: Prepainted white aluminum exterior side skins; prepainted white 80,000-psi galvanized steel snag-free lining with injected polyurethane foam core bonding interior lining panels to outside skin panels LOGISTICS POSTS: A-slot side posts at a maximum 24-in. center line; extra posts over kingpin and landing gear ROOF SKIN: One-piece aluminum coil roof skin with galvanized steel anti-snag roof bows on 24-in. center lines; 16-in. center lines in bay area

ANTI-LOCK BRAKES: Bendix TABS-6 2S-1M ABS System BRAKES: Outboard-mounted castiron drums AXLE: Hendrickson LDA; N-spindle; UTM Premium five-year wheel-end system EXTERIOR/INTERIOR: Prepainted white aluminum exterior side skins; 0.25-in. AC grade plywood interior lining ROOF SKIN: One-piece aluminum coil roof skin with galvanized steel anti-snag roof bows on 24-in. center lines; 16-in. center lines in bay area

TRAILER FOCUS DRY VANS 4000D-X COMPOSITE TBR LENGTH: 53 ft. WIDTH: 102.375 in. HEIGHT: 13 ft. 6 in. INSIDE WIDTH: 101.75 in. bottom rail to bottom rail; 101.25 in. lining to lining; 101 in. wearband to wearband REAR DOORS: 0.5-in. composite rear swing doors, satin-finish stainless-steel rear door case FLOOR: 1.375-in. laminated hardwood CROSSMEMBER: 4-in. steel I-beam on 12-in. center line SUSPENSION: Hendrickson HKANT 40,000lb. Vantraax air-ride sliding tandem with Quik-Draw pin release ANTI-LOCK BRAKES: Bendix TABS-6 2S/1M ABS System

VANGUARD NATIONAL | www.vanguardtrailer.com VXP LENGTH: 53 ft. INSIDE WIDTH: 101.25 in.

panel to panel HEIGHT: 13 ft. 6 in. SIDES: 0.313-in. composite laminate CONNECTION POSTS:14gauge 50-ksi Series A logistics posts, 48-in. centers throughout ROOF BOWS: Anti-snag, 1-in. deep on 24-in. centers prebonded to roof skin; added bracing between top rail and rear frame ROOF SHEET: 0.04-in. aluminum REAR DOORS: Composite swing with structural anti-theft pin and collar fasteners, five hinges and one lock rod per door FLOOR: 1.375-in. laminated oak; preundercoated, three screws per board; fully galvanized steel threshold section CROSSMEMBER: 4-in. I-beams on 12-in. centers; wax-coated 80-ksi

VIP 4000 LENGTH: 53 ft. INSIDE WIDTH: 100 in. post

to post HEIGHT: 13 ft. 6 in. SIDES: 0.05-in. aluminum prepainted white CONNECTION POSTS:14gauge 80-ksi Series A logistics posts, 16-in. centers throughout ROOF BOWS: Anti-snag, 1-in. deep on 24-in. centers prebonded to roof skin; added bracing between top rail and rear frame ROOF SHEET: 0.04-in. aluminum REAR DOORS: Plymetal swing with structural anti-theft pin and collar fasteners, five hinges and one lock rod per door FLOOR: 1.375-in. laminated oak; preundercoated, three screws per board;

high-strength steel SUSPENSION AND SUBFRAME: Air-ride slide, 216-in. rails; fully galvanized bolt-together landing leg bracing spanning seven crossmembers; fully galvanized floor protection plate between coupler and landing leg section; fully galvanized rear frame and bolt-together bumper; 30 percent underride bracing ANTI-LOCK BRAKES: Meritor Wabco 2S-1M FRONT LINING: 0.5-in. plywood full height, close out at bottom SCUFF LINING: Extruded aluminum base rail with 18-gauge galvanized corrugated steel attached to sidewall for a total of 12-in. side protection; standard base rail with 6-in. galvanized scuff or 19.3-in. high base rail SIDE LINING: Snag-free composite plate panels with galvanized logistics posts LIGHTS: Dual-function clearance/turn-signal and clearance/brake LED Glo-Lights

fully galvanized steel threshold section CROSSMEMBER: 4-in. I-beams on 12-in. centers; wax-coated 80-ksi high-strength steel SUSPENSION AND SUBFRAME: Air-ride slide, 216-in. rails; fully galvanized bolt-together landing leg bracing spanning seven crossmembers; fully galvanized floor protection plate between coupler and landing leg section; fully galvanized rear frame and bolt-together bumper; 30 percent underride bracing ANTI-LOCK BRAKES: Meritor Wabco 2S-1M FRONT LINING: 0.5-in. plywood or sheet and post full height, close out at bottom SCUFF LINING: 12-in. corrugated steel directly attached to posts SIDE LINING: 0.25-in. plywood or sheet and post recessed between posts LIGHTS: Dual-function clearance/turn-signal and clearance/brake LED Glo-Lights

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| may 2018 77

TRAILER FOCUS DRY VANS MAXCUBE LENGTH: 53 ft. INSIDE WIDTH: 101-in. antisnag snap-in interior liner HEIGHT: 13 ft. 6 in. SIDES: 0.05-in. aluminum prepainted white CONNECTION POSTS:14gauge MaxCube Series A logistics posts, 16-in. centers throughout ROOF BOWS: Anti-snag, 1-in. deep on 24-in. centers prebonded to roof skin; added bracing between top rail and rear frame ROOF SHEET: 0.04-in. aluminum REAR DOORS: Plymetal swing with structural anti-theft pin and collar fasteners, five hinges and one lock rod per door FLOOR: 1.375-in. laminated oak; preundercoated, three screws per board;

fully galvanized steel threshold section CROSSMEMBER: 4-in. I-beams on 12-in. centers; wax-coated 80-ksi high-strength steel SUSPENSION AND SUBFRAME: Air-ride slide, 216-in. rails; fully galvanized bolt-together landing leg bracing spanning seven crossmembers; fully galvanized floor protection plate between coupler and landing leg section; fully galvanized rear frame and bolt-together bumper; 30 percent underride bracing ANTI-LOCK BRAKES: Meritor Wabco 2S-1M FRONT LINING: 0.5-in. plywood full height, close out at bottom SCUFF LINING: Impact-resistant plastic interior recessed between posts with no fasteners SIDE LINING: Snap-in high-strength polypropylene LIGHTS: Dual-function clearance/turn-signal and clearance/brake LED Glo-Lights

WABASH NATIONAL | www.wabashnational.com

DURAPLATE

DURAPLATE HD

DURAPLATE XD-35

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

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

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

6 in.

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

6 in.

SIDES: DuraPlate composite panels; flat seam

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

commercial carrier journal

| may 2018

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

Floor mats for Cascadias

Minimizer’s Custom Molded Floor Mats now are available for Freightliner’s Cascadia 116 and 126 models equipped with automatic transmissions. The company’s engineers use technology to scan the interior measurements and angles of each specific truck make and model to facilitate an exact fit for its floor mats. Minimizer also offers floor mats for Freightliner’s Cascadia 113 and 125 counterparts. Minimizer, www.minimizer.com, 800-248-3855

Tractor-trailer power check

Phillips’ Qwik-Check is built for quick, easy indication of adequate power supply within the seven-way connection between the tractor and trailer. Designed for integration into the nosebox’s electrical system, the device allows for visual confirmation using color-coded LEDs that light up as each circuit receives power; an unlit light indicates a problem with the associated circuit. The universal unit comes with 12-inch blunt-cut wires and ring terminals to customize installation. Replacement units for the company’s I-Box and Volt-Box noseboxes come with wires precut to length and ring terminals installed. Phillips Industries, www.phillipsind.com, 800-423-4512

Solar charging system

Go Power’s solar Dual Charging System is engineered to switch automatically from charging pallet jacks to liftgates depending on what is plugged into the unit, helping to make deliveries more efficient by saving fuel through solar power use. The kit is built for easy installation and features the company’s lightweight low-profile solar modules that are 1/8-inch thick with a flexible, modular panel design. The panels deliver continuous battery charging for both the liftgate and the pallet jack while driving or parked. Go Power, gpelectric.com/products/solar-elitecharging-system, 866-247-6527

Energy storage system

Ioxus’ uStart ultracapacitor-based energy storage system is engineered to improve starting reliability, extend battery and starter life and provide jumpstart capabilities. The smart power setup is available for OEM or retrofit installation in Class 7 and 8 daycab trucks and tractors with up to 12-liter engines. As a drop-in Group 31 battery replacement, uStart is designed to handle tough duty cycles and cold weather and reduce the number of batteries a truck would require throughout its service life. Ioxus, www.ioxus.com, 877-751-4222 commercial carrier journal | may 2018

PRODUCTS

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Steel truck rack

A 5-part series by Randall-Reilly Are you optimizing your budget for success? The second edition of our 5-part series is a video article covering the ins and outs of proper budget allocation.

Weather Guard’s Truck Rack features a universal design that uses clamps, stake pockets and front leg adjustments and includes a drag-reducing airfoil that helps eliminate excessive noise. The steel rack also enhances tiedown capabilities with four large top and bottom hoops built for securing loads up to 1,000 pounds; the tie points are spaced from front to rear for taller loads. The three-component system also includes a cab protector screen and a crossmember bar. It is made of a matte-black powdercoat finish and is engineered for a one-hour no-drill installation process. Weather Guard, www.weatherguard.com, 800-456-7865

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Lashing, lifting textile chains

Doleco’s DoNova PowerLash and PowerLift textile chains consist of high-performance webbing made with the company’s multilayered, redundant Dyneema system that is abrasion- and cut-resistant and is nonconductive. The PowerLash has a lashing working load limit of 22,000 pounds, and its low weight helps an operator handle longer lengths more easily. The PowerLift has a lifting working load limit of 11,000 pounds and helps prevent damage to delicate loads while protecting sensitive surfaces from being damaged. Doleco USA, www.doleco-usa.com, 203-440-1940

Chassis black topcoat

PPG’s EST900 DTM Chassis Black Topcoat, part of the company’s Delfleet Essential brand, is based on advanced technological polyurethane formulations for enhanced metal protection. The direct-tometal 2.8 VOC chassis topcoat does not require a primer coat; it can be applied directly over sanded cold-rolled or blasted hot-rolled steel surfaces. It is designed to provide excellent adhesion characteristics and withstand abrasive chemicals and corrosive solutions, including road salt, grease and oil.

Call 855.906.5858 for more information

PPG Commercial Coatings, www.ppgcommercialcoatings.com, 800-647-6050

commercial carrier journal | may 2018

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PRODUCTS

All-electric HVAC unit

Red Dot’s E-6100-0-24P HVAC unit is an all-electric heavy-duty turnkey system designed for quick installation on the roof of the vehicle’s cab. The 24-volt unit is engineered to produce 300 CFM of airflow and achieve 15,000 BTUs per hour. The self-contained design removes a compressor from the engine compartment, eliminates potential leak points associated with hose runs and reduces refrigerant charge. A 12-volt model is planned for release later this year. Red Dot Corp., www.reddotcorp.com, 206-575-3840

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commercial carrier journal | may 2018 EZ Oil_CCJ1217_PG.indd 1 Untitled-17 1

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PRODUCTS

Fifth-wheel pull handle

Fontaine Fifth Wheel’s Pull Handle is designed to retract away from the fender or tire when the fifth wheel is in the “open” position, helping to avoid tire and fender damage. The retractable handle is engineered to be retrofitted onto any of the company’s existing No-Slack 6000 and 7000 Series top plates. Fontaine Fifth Wheel, www.fifthwheel.com, 800-874-9780

Gear drive tensioner

Ancra’s Gear Drive Tensioner is available in a 2-inch strap assembly with either flat or snap hooks to help secure specialized cargo such as bottled gases. The gear drive is designed to provide more control when tensioning the strap than a ratchet buckle, with the ability to be locked gradually in place every 1/28th of a spool rotation. The worm gear is engineered to self-lock against back-drive rotation, while the folding handle is built to lock the gear system and tension when folded over, with a magnetic detent to hold it closed. Ancra Cargo, www.ancracargo.com, 800-233-5138

Tire series

Prometeon’s Pirelli H89 Tire Series is designed for long-haul and regional service in the United States and Canada. The series includes dedicated tires for steer, drive and trailer axles and is engineered for excellent mileage and optimum traction in all conditions. Prometeon Tyre Group Commercial Solutions, www.prometeon.com, 770-686-8671

commercial carrier journal | may 2018

PRODUCTS

All-weather drive tire

Medium-duty LED headlight system Truck-Lite’s RoadMax LED headlight system for the medium-duty market is available as a factory-installed option on new Freightliner M2 106 and 112 models and the Thomas Built C2 bus, as well as for retrofit on previous generations. The system is rated for 30,000 hours and is engineered for minimal output drop, and its beam pattern and sunlight-identical color temperature help facilitate enhanced object recognition at night and increased visibility by day; the beam pattern also is designed to reduce eyestrain and increase reach while reducing glare to oncoming traffic. The company’s proprietary Diamond Shell 2.0 lens coating helps minimize hazing. Truck-Lite Co., www.truck-lite.com, 800-562-5012

TBC’s Sailun S757 all-weather drive tire for linehaul and regional applications is designed with an extra-wide footprint and solid shoulders for added stability and handling, while extensive siping and channeling both facilitate improved grip and traction in wet conditions and snow. A deep 26/32inch tread depth and tread compound both help enhance tread life. The tire is available in sizes 11R22.5 and 11R24.5. TBC Brands, www.tbcbrands.com, 800-238-6469

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PRODUCTS

LED lights

Dual-beam LED headlight

Maxxima’s Vionic 5X7 Integrated Dual-Beam LED Headlight has five LEDs and can be used as a direct replacement for OEM halogen lamps. The rugged high-performance light has a 3-blade connector for dual 12- and 24-VDC voltage and a polycarbonate lens with the company’s Maxx-Shield coating. The low-profile lightweight headlight measures 7.9-by-5.6-by-3.7 inches and weighs 2.1 pounds. Maxxima, www.maxxima.com, 866-629-9462

Optronics’ STL201XRFHXB surface-mount Fusion 4-inch round LED stop, tail, turn and backup lamp has a patent-pending optical design and is .79 inches thick, while the company’s STL13RFHXB surface-mount 4-inch round LED stop, tail and turn lamp is designed for heavy-duty trailer applications and is .75 inches thick. Both lamps feature a reflective conspicuity mounting flange and have a patent-pending circuit board configuration and LED light projection technology designed to create an optical bridge that projects red LED light from the red area of the lens to the clear area during the braking function; the same portion of the lens also is used for the white-light backup function. The lamps have lenses and housings made of a sonically welded polycarbonate material and employ a solidstate surface-mount design that helps protect their electronics against moisture, shock and vibration. Optronics International, www.optronicsinc.com, 800-364-5483

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commercial carrier journal | may 2018

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Lumax’s LX-1403 quick-release grease coupler is designed to latch firmly onto the grease fitting to create a leakproof seal for hands-free greasing without damaging the seal. The tool’s hardened 4-jaws are engineered to withstand its working pressure of 15,000 psi and burst pressure of 22,000 psi. The integrated nonreturn valve is designed to enable the unit to be disconnected at high pressures with no spurts or splashes. The compact device is 2.9 inches long and 1.2 inches high, making it suitable for use in small, tight spaces. It has an integrated 1/8-inch NPT connection engineered to be compatible with all sizes and forms of mounts and to fit all SAE and metric grease fittings, making it suitable for use on hand, battery-powered or air-operated grease guns and bulk grease pumps. The ergonomic thumb lever design helps simplify coupling and uncoupling. An extra-long 5-inch model, LX-1403-XL, also is available.

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LKQ Heavy Truck . . . . . . . . . . . . . . . . . lkqheavytruck .com . . . . . . . . . . . . . . . . . . . . . . .85

Detroit Diesel . . . . . . . . . . . . . . . . . . . demanddetroit .com/assurance . . . . . . . . . . . .25

Mack Trucks . . . . . . . . . . . . . . . . . . . . . macktrucks .com/letshaullease . . . . . . . . . . . .51

Direct Equipment . . . . . . . . . . . . . . . directequipmentsupply .com . . . . . . . . . . . . . .86

Minimizer . . . . . . . . . . . . . . . . . . . . . . minimizer .com . . . . . . . . . . . . . . . . . . . . . . . . . . .70

Double Coin . . . . . . . . . . . . . . . . . . . . . doublecointire .com . . . . . . . . . . . . . . . . . . . . . . .11

Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . NapaTruckService .com . . . . . . . . . . . . . . . . . . . IBC

Drivers Legal Plan . . . . . . . . . . . . . . . driverslegalplan .com . . . . . . . . . . . . . . . . . . 20, 21

National Seating . . . . . . . . . . . . . . . . nationalseating .com . . . . . . . . . . . . . . . . . . . . . .14

Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . eatoncumminsjv .com/endurant . . . . . . . . . . .15

No Spill Systems . . . . . . . . . . . . . . . . nospillsystems .com . . . . . . . . . . . . . . . . . . . . . . .86

Etcom . . . . . . . . . . . . . . . . . . . . . . . . . . etcominc .com . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Noregon . . . . . . . . . . . . . . . . . . . . . . . noregon .com/jpro/ccj . . . . . . . . . . . . . . . . . . . . .59

EZ Oil Drain . . . . . . . . . . . . . . . . . . . . . ezoildrain .com . . . . . . . . . . . . . . . . . . . . . . . . . . . .81

Northern Tool + Equipment . . . . . 800-969-7073 ext . 55 . . . . . . . . . . . . . . . . . . . . .8

Fitzgerald USA . . . . . . . . . . . . . . . . . . fitzgeraldusa .com . . . . . . . . . . . . . . . . . . . . . . . . .73

Oâ&#x20AC;&#x2122;Reilly . . . . . . . . . . . . . . . . . . . . . . . . . firstcallonline .com . . . . . . . . . . . . . . . . . . . . . . . .67

Fleet Wheel . . . . . . . . . . . . . . . . . . . . . fleetwheel .com . . . . . . . . . . . . . . . . . . . . . . . . . . .85

Penske . . . . . . . . . . . . . . . . . . . . . . . . . . gopenske .com . . . . . . . . . . . . . . . . . . . . . . . . 22-23

Fleetworthy Solutions . . . . . . . . . . . fleetworthy .com . . . . . . . . . . . . . . . . . . . . . . . . . .55

Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . peterbilt .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BC

Freightliner . . . . . . . . . . . . . . . . . . . . . freightliner .com/amenities . . . . . . . . . . . . 16-17

Prepass Partner Solutions . . . . . . . . prepass .com/ccj .tolling . . . . . . . . . . . . . . . . 40-41

Go NMF . . . . . . . . . . . . . . . . . . . . . . . . . gonmf .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

ProMiles . . . . . . . . . . . . . . . . . . . . . . . . promiles .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82

Great American Trucking Show . . gatsonline .com . . . . . . . . . . . . . . . . . . . . . . . 68, 69

Randall-Reilly Recruiting . . . . . . . . randallreilly .com/reason2 . . . . . . . . . . . . . 75, 80

Howes Lubricator . . . . . . . . . . . . . . . howeslube .com . . . . . . . . . . . . . . . . . . . . . . . . . .49

Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . rotella .com/superrigs . . . . . . . . . . . . . . . . . . . . . .7

Imperial Supplies . . . . . . . . . . . . . . . imperialsupplies .com . . . . . . . . . . . . . . . . . . . . .84

TA-Petro . . . . . . . . . . . . . . . . . . . . . . . . ta-petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Innovative Products . . . . . . . . . . . . . ipatools .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85

TMW Systems . . . . . . . . . . . . . . . . . . tmwsystems .com . . . . . . . . . . . . . . . . . .31, 33, 35

Instructional Technologies . . . . . . . instructiontech .net . . . . . . . . . . . . . . . . . . . . . . . .88

Total . . . . . . . . . . . . . . . . . . . . . . . . . . . totalspecialties .com . . . . . . . . . . . . . . . . . . . . . . .65

International Trucks . . . . . . . . . . . . . internationaltrucks .com . . . . . . . . . . . . . . . . IFC-1

Veeboards . . . . . . . . . . . . . . . . . . . . . . veeboards .com . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Isuzu Trucks . . . . . . . . . . . . . . . . . . . . . isuzucv .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Verizon Connect . . . . . . . . . . . . . . . . . verizonconnect .com . . . . . . . . . . . . . . . . . . . . . . .5

J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . jjkeller .com/seals . . . . . . . . . . . . . . . . . . . . . . . . .53

Wheel-Check . . . . . . . . . . . . . . . . . . . wheel-check .com . . . . . . . . . . . . . . . . . . . . . . . . .86

J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . jjkeller .com/videobook . . . . . . . . . . . . . . . . . . . .62

Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . xtralease .com/25 . . . . . . . . . . . . . . . . . . . . . . . . .27 commercial carrier journal | may 2018

PREVENTABLE or NOT? No day at the beach for Doe

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

commercial carrier journal | may 2018

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Introducing the Model 579 UltraLoftâ&#x201E;˘, with a lightweight integral cab-sleeper design that takes the Model 579 to new levels of driver comfort and performance. The distinctive exterior features a bold, sculpted roofline and aerodynamic enhancements for increased fuel economy. The new interior offers best-in-class headroom, bunk space and storage. The standard PACCAR Powertrain, including the PACCAR MX-13 engine and the advanced PACCAR Automated Transmission, maximizes fuel efficiency and drivability, making the Model 579 UltraLoft the driverâ&#x20AC;&#x2122;s truck of choice. For more information, stop by your nearest Peterbilt dealer or visit Peterbilt.com.

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