CCJ0615

JUNE 2015

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Daimler, Volvo offer new visions for trucking As the trucks of tomorrow continue to take shape, major players already on opposite sides of the fence

BY JEFF CRISSEY

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s OEMs and suppliers continue a rapid pace of new technology adoption into tractors, these truly are exciting times in the trucking industry.

Perhaps the excitement was never more palpable than last month, when Daimler Trucks threw a press event for a group of international journalists and industry analysts and introduced the Freightliner Inspiration autonomous truck (You can read much more about this from Jack Roberts, CCJ’s executive editor who was on hand for the announcement, on pages 22 and 26). Daimler touted the truck’s major advantages, including improved safety, lower driver fatigue and improved fuel economy.

Perhaps as big of a news story as the truck itself is the fact that it now can operate legally in the state of Nevada, thanks to the Silver State’s issuance of the first-ever commercial autonomous vehicle license. The future of trucking clearly is coming quicker than most in the industry ever anticipated.

But even as this huge hurdle in truck technology has been cleared, plenty of unsolved issues remain. An autonomous truck requires clearly painted lane and road markings in order to operate in autonomous mode. Limitations in forward collision mitigation cameras can’t discern certain objects; while they may detect traffic ahead, nonmetallic objects (a deer carcass, for example) remain invisible.

Then there is the subject of the driver. Despite the misconceptions from many in the driver community after Daimler’s announcement that autonomous trucks would eliminate jobs, these new vehicles in fact still require a driver. Will fleets that eventually deploy autonomous trucks let less-experienced drivers operate a tractor that certainly will be priced at a premium above conventional tractors? After all, when a critical situation occurs and the driver suddenly has to reclaim control of the truck, don’t you want your best driver behind that wheel to prevent an accident?

A week after Daimler’s announcement, Volvo Trucks North America took time during its Volvo Trucks Business Symposium to explain its vision for new truck technology that takes a decidedly JEFF CRISSEY is Editor of Commercial Carrier Journal. E-mail jcrissey@ccjmagazine.com.

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| june 2015

different approach: platooning. Volvo believes so strongly in this technology that its Volvo Group Venture Capital subsidiary invested in Peloton Technology, a company currently developing a vehicle-to-vehicle technology relying on collision mitigation and active cruise control systems.

Platooning would allow two or more tractor-trailers to link up on the interstate. The technology potentially would allow for platoon-capable tractors from separate trucking companies to link up on the road.

The major benefit to platooning, according to Volvo, is fuel efficiency, as the two tractor-trailers traveling with only a small gap between them will decrease drag off the trailer of the first vehicle while improving draft for the second vehicle.

The North American Council for Freight Efficiency recently published the results of an industry-standard SAE Type II test, which showed a combined 14 percent reduction in fuel consumption – 4 percent for the front vehicle and 10 percent for the rear one.

“Connectivity and new technology will help to avoid accidents in a far greater way going forward,” said Göran Nyberg, Volvo Trucks North America’s president. “Connectivity will be the next game-changer for the industry. Not in five or 10 years, but two to three years.”

Susan Alt, senior vice president of public affairs for Volvo Group North America, added that widespread adoption of autonomous commercial vehicles might not be a reality during our lifetime.

“Platooning will probably come to market first,” said Alt. “The technology exists today – we just need rules and regulations to allow it.”

Major hurdles to platooning include working with states with strict limits on following distances to allow for the convoy to operate on the road without the rear vehicle being pulled over for tailgating. And if two separate trucking companies are linked in a platoon and an accident occurs, which company is liable for damages?

These are just some of the many issues that will need to be addressed before autonomous or platooning trucks become an everyday occurrence. But when those questions ultimately are answered and the public is more receptive to sharing the road with such trucks, trucking will look vastly different than it does today.

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leading news, trucking market conditions and industry analysis

Study: 2013 hours rule increased crashes, hurt safety

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database to identify changes in truck he number of truck-involved travel by time of day and day of the crashes and subsequent injuweek after the July 1, 2013, change to ries and tow-aways increased the restart. ATRI also examined several during the year and a half years of pre- and post-July 1, 2013, fedthat the more restrictive 2013 hours-oferal truck crash data to quantify safety service rule was in effect, according to impacts. an American Transportation Research “After many years of crash decreases, Institute study. everyone knows our industry has expeThe catalyst for the increase in crashes, rienced an uptick in crashes,” said Dean ATRI says in its report, was a shift in Newell, vice president of safety for North working hours by truck operators, who Little Rock, Ark.-based Maverick and a in response to the changes in the use member of ATRI’s Research Advisory of the 34-hour restart provision operCommittee. “This latest analysis from ated more in the traffic-heavy daytime ATRI validates both hours rather than changes in operaat nights and early tions and crash mornings. risk that seem to The 2013 rule be associated with required that a drivthe restart rule. er’s 34-hour weekly Regulations should restart, if taken, serve to improve include two 1-5 safety, not create a.m. periods. It also additional safety limited restart use to risks.” once per seven days.

The catalyst for the increase in crashes, ATRI The identified “The July 1, 2013, says in its report, was a shift in working hours shift in truck traffic restart rule did, in by truck operators. from the weekends fact, have the outand evenings was most pronounced come intended by FMCSA – the shift on Sunday night, a low-traffic lowof truck trips from nighttime driving exposure period. Statistically significant to daytime driving,” ATRI writes in its increases in truck crashes were confined report. “However, the unintended consequence of higher numbers of crashes at to injury and tow-away crashes, and not fatality events. other points in the driving schedule also ATRI controlled for overall economic appears to have occurred.” improvement and its effects on crash ATRI analyzed an extensive truck GPS statistics by using traffic percentage change and Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newstonnage growth percentletters to sign up for the CCJ Daily Report, a ages over the two-year daily e-mail newsletter filled with news, analyperiod. sis, blogs and market condition articles.

– Todd Dills

Proposal would amend medical qualifications for diabetic drivers

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proposed rule would amend the medical qualification

standards to allow drivers with insulin-treated diabetes mellitus to operate commercial motor vehicles in interstate commerce without seeking an exemption.

The proposed rule would allow individuals with ITDM to obtain a medical examiner’s certificate at least once a year as long as the diabetes is stable and well-controlled.

Under the current regulations, a driver with ITDM must obtain an exemption from the Federal Motor Carrier Safety Administration, which must be renewed at least every two years.

FMCSA believes the proposed procedure will “adequately ensure that drivers with ITDM manage the condition so that it is stable and well-controlled, and that such a regulatory provision creates a clearer, equally effective and more consistent framework” than the previous regulations.

To comment on the rule, go to regulations.gov and search Docket No. FMCSA-2005-23151.

commercial carrier journal

– James Jaillet

| june 2015 11

journal news

Deadly crash prompts audit of FMCSA investigative practices

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he U.S. Department of Transportation’s Office of Inspector General last month announced it was auditing the Federal Motor Carrier Safety Administration’s investigative practices for high-risk motor carriers.

Mitchell Behm, DOT assistant inspector general for surface transportation audits, wrote in a May 5 memo to FMCSA Administrator Scott Darling that the audit had been prompted by U.S. Sen. Dick Durbin (D-Ill.) and was to begin immediately.

The 2015 appropriations legislation also directed DOT to review FMCSA’s compliance review process.

In January U.S. Sen. Dick Durbin, D-Ill. 2014, DND International driver Renato Velasquez crashed into parked cars on Interstate 88, causing the death of a Tollway worker who had stopped at roadside to assist a driver with a stalled vehicle, and also injuring a state trooper.

After the crash, Durbin called for an audit of FMCSA after the Chicago Tribune reported that the agency had ordered an investigation of Napier, Ill.-based DND in early 2011 but never actually launched a probe or took corrective action.

According to the newspaper, DND’s violations had included drivers falsifying logbooks and violating hours-ofservice regulations.

“We owe it to (the Tollway worker’s) family and the state police trooper who was injured in the accident to fully review why this highrisk trucking company was allowed to remain on the road,” Durbin said. “More importantly, I hope

this Inspector General investigation will give FMCSA guidance on how to identify warning signs earlier in order to avoid a tragedy like this in the future.”

HowesCCJS15_HalfPageIsland.pdf Behm advised in his memo that

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“our audit objective is to assess FMCSA’s processes for ensuring that reviews of motor carriers flagged for investigation are timely and adequate.”

2/3/15 6:04 PM – Staff report

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commercial carrier journal Untitled-2 1

| june 2015 13 2/9/15 10:01 AM

JOURNAL NEWS

INBRIEF 6/15 • FTL Transport Services said it plans to close its Fikes Truck Line flatbed division due to financial problems that date back to the recession. Blair Logistics of Birmingham, Ala., will move into the division’s headquarters in Hope, Ark., and has recruited a number of Fikes’ owner-operators and company drivers.

• President Obama nominated Greg Nadeau as administrator of the Federal Highway Administration. Nadeau, 58, would replace Victor Mendez, who last July was named deputy secretary of the U.S. Department of Transportation.

Nadeau currently is FHWA’s deputy administrator, a position he has held since 2009.

• FedEx Freight city and road drivers in Chicago Heights, Ill., last month voted to reject the Teamsters Union.

• The U.S. House last month voted 387-35 to approve a 60-day extension to prop up the federal Highway Trust Fund through the end of July. With last summer’s short-term funding extension set to expire May 31, the patch was needed until a long-term solution can be submitted. This was the 33rd short-term funding extension in the last six years.

• Gordon Trucking Inc. of Pacific, Wash., won the Fleet Safety Award for the large fleet division from both the Indiana Motor Trucking Association and Illinois Trucking Association.

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COMMERCIAL CARRIER JOURNAL

The bill also would bar FMCSA from increasing the minimum amount of liability insurance required of carriers.

House bill clarifies 34-hour restart suspension period

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bill introduced in the U.S. House in late April would reinforce the suspension of elements of the 2013 hours-of-service rule and block the U.S. Department of Transportation from proceeding with a rule to increase the minimum amount of liability insurance required of motor carriers.

The $55 billion 2016 appropriations bill for DOT and the Department of Housing and Urban Development calls on the suspension of 2013’s 34-hour restart provision – enforcement of which was halted by the 2015 appropriations bill passed in December – to remain in effect until the Federal Motor Carrier Safety Administration produces its study of the restart, also required by the December-passed appropriations bill.

The suspended provision required that a 34-hour restart include two 1-5 a.m. periods and limited the restart’s use to once per week. The 2016 fiscal year appropriations bill also spells out the process for the restart rule’s reimplementation.

The legislation would allow the 2013 restart rule to go back into effect if FMCSA’s report “establishes that … drivers who operated under the restart provisions … demonstrated statistically significant improvement in all outcomes related to safety, operator fatigue, driver health and longevity and work schedules” when compared to drivers operating under the pre-2013 rule.

Per current law, the rollback will stay in effect until FMCSA produces its report or until Sept. 30, 2015 – whichever is later.

The bill, if passed, also would prevent FMCSA from taking any further action on a potential rule to increase the current $750,000 minimum amount of liability insurance required of motor carriers.

Last November, the agency issued an Advanced Notice of Proposed Rulemaking seeking questions from industry stakeholders about the minimum and its effectiveness. The current limit was set in the 1980s, and FMCSA and safety groups have argued it needs to be increased to keep up with inflation and rising medical costs.

Trucking groups, however, contend that only 1 percent of all trucking-related accidents see claims above $750,000 and that only a fraction of a percent sees claims above $1 million.

The bill also would designate $40 billion to the Highway Trust Fund, which funds highway and road construction projects.

– James Jaillet

| JUNE 2015

journal news

Supreme Court declines review of Penske’s California meal-rest break case

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he U.S. Supreme Court last month declined to review whether the Federal Aviation Administration Authorization Act preempts California’s meal and rest break laws as applied to Penske Logistics drivers.

The justices let stand a decision last year by the Ninth Circuit Court of Appeals that state laws prescribing meal and rest breaks for covered workers aren’t related to transportation prices, routes or services and aren’t preempted by FAAAA. Supported by the American Trucking Associations and the U.S. Chamber of Commerce, Penske had said in its petition for review that the Ninth Circuit’s misreading of FAAAA’s preemption clause was “hopelessly out of step” with Supreme Court precedent and in conflict with other federal court rulings.

But the Penske drivers said the Ninth Circuit “faithfully applied” Supreme Court precedent in ruling that “century-old” California labor laws mandating employee meal and rest breaks aren’t sufficiently “related to” prices, routes or services of motor carriers to fall within federal preemption as applied to short-haul drivers operating entirely within state lines.

The Ninth Circuit, in reversing summary judgment for Penske, had revived a 2008 class action on behalf of 349 of the company’s California delivery drivers who deliver and install residential appliances.

Three drivers – plaintiffs Mickey Lee Dilts, Ray Rios and Donny Dushaj – had alleged the company violated state laws by automatically programming an unpaid 30-minute meal break into employees’ schedules without ensuring they actually took

Without the Supreme Court’s intervention, the problem “is not going away,” Penske said.

such breaks and by discouraging drivers from taking the breaks.

Penske argued the Ninth Circuit applied an “impermissibly demanding standard” by saying a generally applicable state law must “affirmatively regulate” and “bind” carriers to specific prices, routes or services to trigger FAAAA preemption.

The Ninth Circuit’s decision has widespread ramifications for any motor carrier or airline operating within its jurisdiction, Penske said.

“Each time a carrier seeks to conduct operations in California, it risks exposure” to the state’s meal and rest break laws, the company said.

By denying federal preemption, the Ninth Circuit allows California to impose its public policies on motor carriers operating within the state, “thereby displacing competitive forces that would otherwise operate,” Penske said.

Without the Supreme Court’s intervention to address and correct the

Ninth Circuit’s flawed preemption analysis, the problem “is not going away,” Penske said.

Richard Pianka, ATA vice president and deputy general counsel, has said that while the decision regards California law, the ruling could set a precedent for similar rules in other states. This likely would include drivers coming into California to work, regardless of where their carrier is based, and challenges could be mounted in other states with similar rest break requirements, Pianka said.

“I think we can expect the plaintiff’s bar to take this decision as an invitation to see how many lawsuits they can file and figure out what will stick,” he said. “Anybody who’s operating within California or anywhere within the jurisdiction of the Ninth Circuit in the West needs to take a look at this, and the industry in general needs to think about these issues.”

– Staff report commercial carrier journal

| june 2015 15

journal news

NTSB recommends onboard video system improvements

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he National Transportation Safety Board last month released a report on the benefits of commercial vehicle onboard video systems and made recommendations to several organizations to improve their use for

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commercial carrier journal

| june 2015

evaluation of both driver and passenger behaviors and collision analysis.

Many commercial vehicles, such as school buses and motorcoaches, are equipped with onboard video systems that record video either continuously or as the result of a triggering event.

After a crash, NTSB uses information from the systems to help determine the probable cause of the crash, make recommendations to prevent future crashes and reduce loss of life and injury when crashes do happen.

After reviewing investigations of two recent crashes – one involving a school bus and a tractor-trailer in Port St. Lucie, Fla., in 2012, and one involving a motorcoach and a tractor-trailer in Kearney, Neb. – NTSB made recommendations to the National Highway Traffic Safety Administration, seven transportationrelated associations and 15 manufacturers of onboard video systems.

The recommendations to NHTSA included incorporating standardized procedures for collecting and using pertinent video recordings, injury information and crash data from video-equipped buses, consistent with privacy regulations and policies.

NTSB recommended that the transportation associations encourage their members to ensure that any onboard video system in their vehicles provides visibility of the driver and of each occupant seating location, visibility forward of the vehicle, optimized frame rate and low-light recording capability.

For the manufacturers, NTSB suggested the development of written guidance for the initial installation and long-term maintenance of the systems, and the publication of such guidance on company websites and in future owner’s manuals.

– Matt Cole

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journal news

Private investment fund to buy Quality for $800M

Q

uality Distribution Inc. (CCJ and depot services. Another diviTop 250, No. 36)announced last sion, QC Energy Resources, provides month it will be acquired by private transportation and logistics services investment fund Apax Partners for to the oil and gas industry. $800 million. Under the deal’s terms, “We believe our sale to Apax maxthe Tampa, Fla.-based company was imizes value for our shareholders allowed to solicit other third-party and provides Quality Distribution proposals during a 40-day “go-shop” period set to end later this month.

Quality’s board of directors recommended shareholder approval and unanimously approved the deal, which is expected to close in the third quarter pending regulatory review.

The company operates Quality Carriers, one of North America’s largest bulk chemical logistics operations, and Boasso Quality Distribution operates Quality Carriers, one of America, a provider of North America’s largest bulk chemical logistics operations. intermodal tank container

with the increased financial flexibility we need to continue to grow,” said Gary Enzor, chairman and chief executive officer. “Apax supports our strategy and is committed to helping us continue our pursuit of strategic growth in our chemical and intermodal businesses while managing the current market conditions in the energy industry.”

– Staff report

ATA requests break exemption for hazmat loads

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he American Trucking Associations last month asked 30-minute break requirement as long as they perform no the U.S. Department of Transportation to grant other on-duty activity. hazmat haulers an exemption from the 30-minute break ATA initially asked FMCSA “to clarify that drivers can requirement of the Federal Motor Carrier Safety exercise constant attendance over a vehicle without Administration’s 2013 hours-of-service regulations. having to remain on duty.” After discussion with ATA requested the exemption on behalf of agency officials, however, ATA agreed that its all motor carriers that transport hazardrequest should be treated as an exemption ous materials that require security plans application. per regulations set by the Pipeline The driver would be required to and Hazardous Materials Safety annotate the logbook to show that the Administration. These plans normally time claimed as a rest break was onrequire a driver to “attend” such cargo duty attendance time. while the vehicle is stopped – currently FMCSA accepted public comment an on-duty activity. on the request for 30 days following ATA proposed that hazmat drivits May 1 publication. To view the ers should be required to file security comments, go to regulations.gov and Security plans normally require a hazmat plans to allow them to count their driver to “attend” the cargo while the vehicle search Docket No. FMCSA-2015-0012. on-duty attendance time toward the is stopped – currently an on-duty activity.

– Matt Cole

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commercial carrier journal

| june 2015

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journal news

Port truckers strike, demand reclassification

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protest to reclassify truckers at four California drayage firms from contractors to employees was noted during an April 29 congressional hearing, while picketing at Los Angeles area ports expanded to downtown Los Angeles.

Early last month, the Teamsters-led strike against the non-union Pacer Cartage, Intermodal Bridge Transport, Pacific 9 Transportation and Harbor Rail Transport expanded to Union Pacific’s Los Angeles Transportation Center. Protesters say truckers serving the Los Angeles and Long Beach ports have been misclassified as independent contractors instead of employees.

Pac 9 truckers were on strike for the fourth time in less than two years, arguing that multiple agencies have declared them employees. The strikers say Pac 9 has not responded to these determinations, but that the company recently had increased deductions from their paychecks for truck repairs.

During a hearing on Capitol Hill, U.S. Rep. Janice Hahn (D-Calif.) asked Teamsters representative LaMont Byrd about federal avenues to promote fair treatment of truckers. The California Democrat said many port truckers are misclassified as independent contractors, allowing companies to deduct business expenses from their paychecks.

Additionally, delays getting chassis also contribute to trucker wait time, lengthening working hours, she said.

“I have stood in solidarity with these truck drivers on the picket line, and many of these drivers have told me they are

U.S. Rep. Janice Hahn (D-Calif.), shown visiting striking drivers, noted at a hearing in Washington her concern about driver classification and its effects on wages and safety.

overworked and underpaid,” Hahn said.

“Recently they have won victories in the courts, but these unfair practices persist.”

The anti-coercion rulemaking may mitigate the situation, Byrd said.

The Federal Motor Carrier Safety Administration hopes to publish a final rule in September that would hike penalties against carriers, shippers and brokers who coerce truckers to drive in violation of federal safety laws.

Jon Slangerup, Port of Long Beach chief executive officer, previously had said a decrease in productivity was not anticipated from the strikes and that trucks had been able to enter and exit terminals without delay.

During the previous two years, the

I have stood in solidarity with these truck drivers on the picket line, and many of these drivers have told me they are overworked and underpaid.

– U.S. Rep. Janice Hahn, D-Calif.

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commercial carrier journal

| june 2015

Teamsters organized strikes to protest alleged labor law violations at the same port companies. In 2012, drivers filed wage and hour claims with the California Department of Labor Standards Enforcement and began suing for wage theft and misclassification.

On April 27, a strike was adverted at a fifth Southern California drayage firm, Green Fleet Systems, after the company and the union announced a comprehensive labor peace agreement.

Both said this allowed business to continue while ensuring driver rights under the National Labor Relations Act, including selecting a collective bargaining representative.

West Coast ports still are recovering from the cargo backlog caused by the final four months of contract negotiations between the Pacific Maritime Association and the International Longshore and Warehouse Union.

The dockworkers and port employers reached a tentative agreement Feb. 20 on a five-year contract.

– Jill Dunn

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product reviews, oeM & supplier news and equipMent ManageMent trends

by Jack RobeRts

The future of trucking is here But is the world ready for autonomous trucks?

F

reightliner did it.

The company launched a road-legal autonomous truck in Las Vegas, Nev. Not Google. Not Apple. Not GM. Not Ford. Not some unknown foreign company.

Freightliner, an American medium- and heavy-duty truck manufacturer, beat everyone to the punch with a fully functional road-ready Level 3 autonomous commercial vehicle.

That’s it. Game over. Driv- Freightliner’s Inspiration is the first fully licensed road-legal autonomous truck in North America. ers need to find something else to do to draw a paycheck.

Freightliner did it: the truck oeM launched a fully It’s no different for me. Who wants to read stories about rofunctional road-ready Level 3 autonomous vehicle. bot trucks running up and down the nation’s highways, right? driving jobs saFe: We’re years away from a time when Wrong. robot trucks roam our highways and deliver our goods.

I’ve seen the comments on CCJ’s Facebook page. I know What next?: Now that the gauntlet has been thrown, what many of you out there – particularly drivers – think. how will this industry – and this nation – respond?

There’s a lot of angst among our readers about Freightliner’s gutsy move.

That said, we’re years – if not decades – away from a time But let’s all just chill out for a moment and look at where when robot trucks without any human interaction roam our we are and where we’re going, and let’s do it with a little bit of highways and deliver our goods. rationality.

Freightliner’s Inspiration truck is not a vehicle that can funcTo start with: This is not some massive government/fleet tion without a human driver. Nor was it designed that way. Not conspiracy to screw hard-working men and women out of today, not tomorrow, not five years or even 10 years down the truck-driving jobs. road.

I’ll be the first to admit that things on the autonomous truck Drivers remain important. Drivers remain necessary. And front are moving fast – much faster than I’d have thought even Freightliner even said it has no interest in pursuing a Level 4 a year ago.

22

commercial carrier journal

| june 2015

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.

In the cab, the vibe was more familiar than futuristic, aside from some high-tech instrumentation and information centers.

Freightliner technical engineer Jim Martin demonstrated the autonomous drive function.

truly driverless vehicle.

Keep this in mind, however: For all of the high-end vehicles Daimler sells all over the globe, the company opted to launch the world’s first road-legal autonomous vehicle through its flagship North American truck OEM. Not Maybach, not a super-luxurious Mercedes-Benz sedan, but Class 8 trucks. That sends a huge message not just to this industry but also to society at large: Trucking is vital for our sustained economic success. Daimler understands that on a profound level.

But the trucking industry faces many challenges and problems. Right now, the single biggest, overriding and never-ending problem is simply finding drivers to keep freight moving.

So what are OEMs supposed to do? Just tell fleets “too bad”?

No. Innovation, daring, initiative and action are needed.

Freightliner accepted that challenge. It stepped up to the plate and knocked the ball out of the park, and it deserves all of the credit in the world for such a brave move.

But in the near term, it’s the status quo for trucking, fleets and drivers. Despite Freightliner’s dramatic news, there is an awful lot of work to do before autonomous commercial vehicles make a significant impact on the way fleets and drivers operate in this country.

For starters, an autonomous truck is an incredible achievement in its own right. But as Dr. Wolfgang Bernhard

Freightliner showcased the Inspiration truck to industry press in Las Vegas, Nev.

of Daimler AG’s board of directors noted in his comments, that technology is handicapped severely by a lack of smart highways and a pool of similarly connected smart vehicles nearby with which to communicate and interact.

That’s a tall order considering the current state of this country’s infrastructure. We can’t even afford to patch some of our potholes at the moment, so we’re a long way from creating the sort of intelligent and dynamic highways required for a Level 3 vehicle like the Freightliner Inspiration.

Will that ever happen?

Yes, if America is serious about remaining a great nation in a global economy that becomes evermore dependent on logistics and freight.

Now that Freightliner has thrown down the autonomous truck gauntlet, how will this industry – and this nation – respond?

JACK ROBERTS is Executive Editor of Commercial Carrier Journal. E-mail jroberts@ccjmagazine.com or call (205) 248-1358. commercial carrier journal | june 2015

23

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Get the whole story at allnew5700.com WS/MC-A-522. Copyright © 2015 Daimler Trucks North America LLC. All rights reserved. Western Star Truck Sales, Inc. is a subsidiary of Daimler Trucks North America LLC, a Daimler company.

Western Star - A Daimler Group Brand

4C_2.25”w x 9.5”h_1/3 Page_Non-Bleed Commercial Carrier Journal

INBrief • Paccar Inc. recalled 443 trucks – modelyear 2015-16 Kenworth K300s and Peterbilt 220s built between Sept. 1, 2014, and March 30, 2015 – to correct a software issue affecting the cruise control. Drivers pressing the decrease speed button actually may see an increase in speed by one mile per hour, while pressing and holding the button will increase the speed constantly until the button is released, the National Highway Traffic Safety Administration said.

• Fontaine Modification recalled 3,571 trucks – model-year 2006-15 Freightliner M2s built between Jan. 2, 2006 and Jan. 23, 2015 – modified with dual steering to repair brake lights that may not illuminate if the primary brake air supply is depleted below 6 psi, NHTSA said.

• Con-way Truckload (CCJ Top 250, No. 5) purchased 635 new tractors equipped with automated manual transmissions as part of the replacement cycle for its 2,500-tractor fleet.

The Joplin, Mo.-based company is buying 575 Kenworth T680s and 60 Freightliner Cascadias that are being delivered in a phased deployment through November. With the purchase, the number of trucks outfitted with AMTs in Con-Way Truckload’s fleet will increase from 23 percent to 48 percent.

• Ryder announced the deployment of more than 1,000 new automatic transmission trucks to expand and refresh its North American rental fleet. The Miamibased truck rental and leasing company said the vehicles meet increasing demand from its customers looking to improve fleet performance and driver job satisfaction while optimizing fuel economy.

• New Freightliner trucks now can be equipped with Yokohama’s complete line of commercial truck tires, including ultra-wide base, drive, trailer and steer/ all-position. All available tire positions are now an option in Freightliner’s Data Book as part of Yokohama’s “Focus on Fleets” initiative.

• Kenworth now offers Meritor’s Permalube RPL Series Drivelines as an option on select new Class 8 onhighway trucks. The drivelines feature permanent lubrication to help reduce

operating and maintenance costs and are designed for high-torque capacities.

• Kenworth now offers a remote keyless entry system as an option for its T680 and T880 tractors that provides two key fobs programmed to lock and unlock the doors. The system also can be retrofitted on existing vehicles with a kit available from dealerships.

• Bendix Commercial Vehicle Systems expanded its lineup of remanufactured components with the launch of its All Makes product line, with remanufactured compressors being the first offerings. The All Makes line features more than 100 non-Bendix compressor part numbers while also incorporating 20 new company offerings.

• Trailer maker Wabash National signed a five-year deal with Aurora Parts & Accessories to be the exclusive supplier of all aftermarket parts for the company’s dry van, refrigerated van and platform trailers sold under the brand names Wabash, Transcraft and Benson.

ONLY DETROIT CAN DELIVER THIS LEVEL OF integration.

• Bendix Commercial Vehicle Systems named Berend Bracht president and chief executive officer and a member of its executive board. Joe McAleese, currently chairman, president and CEO, will remain chairman, a role he has held since 2014. Bracht has served for 24 years at Bosch Rexroth, a Germanybased provider of drive and control technologies. He currently serves as president and CEO of Bosch Rexroth Americas.

• Chevron Products Co. announced the retirement of Jim McGeehan, consulting scientist for Delo Heavy Duty Engine Oils. McGeehan started with Chevron in 1976 as a research engineer and later served as global manager of Diesel Engine Oil Technology, leading the Chevron Delo 400 development team.

• Isuzu Commercial Truck of America Inc. announced that its 20,000th gasoline-powered N-Series low-cabforward truck was produced at the Spartan Motors facility in Charlotte, Mich. The Isuzu N-Series gas truck is the only gas-powered LCF truck available in North America.

• Wabash National celebrated its 30th anniversary. The Lafayette, Ind.-based company has produced more than 1 million semi-trailers since 1985.

Engines, axles and a transmission all engineered and designed to work together as one. An entire powertrain built and backed by a single manufacturer for greater efficiency and profitability. That is the power and value of Detroit.

DEMANDDETROIT.COM Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2015 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.

commercial carrier journal | june 2015

DET_82574_WesternStar_CCJ.indd 1

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4/10/15 4:45 PM

Last month in Las Vegas, Freightliner showcased to industry press the $80 million SuperTruck it previewed at the Mid-America Trucking Show in March.

TEST DRIVE: 2015 FREIghTlInER SupERTRuck

DrIvIng Into the future

Freightliner’s futuristic tractors spearhead trucking’s evolution

By Jack RoBeRts

I

took a drive into the future last month, and it was pretty uneventful. I mean that in the most positive sense possible.

Last month, Freightliner showcased to industry press the $80 million SuperTruck it previewed at the Mid-America Trucking Show in March. I was able to take a short circuit behind the wheel of this futuristic truck, skirting the perimeter of a windswept Las Vegas Motor Speedway.

Between the high-tech trucks on the road and the U.S. Air Force fighter bombers roaring overhead, it was a pretty dramatic scene.

But fun and educational.

Finding Inspiration Before I got the chance to climb behind the SuperTruck’s wheel, I had the opportunity to ride shotgun in Freightliner’s new Inspiration truck, which was unveiled during a dramatic rollout at historic Hoover Dam. The Inspiration is, as you might have heard by now, the first fully licensed road-legal autonomous truck in North America.

But in the cab, the vibe was more familiar than futuristic. Aside from some high-tech instrumentation and information centers,

26

commercial carrier journal | june 2015

the comfortable truck feels similar to any luxury-spec’d Cascadia on the road today.

I wasn’t able to take the wheel because the state of Nevada requires an autonomous vehicle CDL endorsement. But the ride was enlightening just the same.

My driver, Freightliner technical engineer Jim Martin, demonstrated the autonomous drive function on a stretch of Interstate 15

Freightliner likes to say the SuperTruck is more of an evolution than a revolution, and CCJ Executive Editor Jack Roberts said his test drive reflected that sentiment.

running past the speedway, and it performed exactly as advertised.

In autonomous mode, the truck rode smoothly and safely, and apart from the fact that the steering wheel was swirling around on its own without any human input, the feel was much the same as having a human in control.

In case you’re wondering, the world isn’t ready for unmanned vehicles on the highway just yet. An actual human driver still must remain behind the wheel at all times in a Level 3 autonomous vehicle such as the Inspiration Truck.

But Martin demonstrated the simplicity of switching between autonomous and driver control; it’s as easy as flipping on cruise control or reaching out and grabbing ahold of the steering wheel.

The system appeared to be intuitive and work seamlessly.

Martin said drivers can take control as much – or as little – as they prefer, noting that the system works to help alleviate fatigue by allowing drivers to cede control to the truck for long periods of time.

SuperTruck, super drive But now I was ready to drive, not just ride, and that’s where the Freightliner SuperTruck came into play on my trip to Vegas.

Approaching the SuperTruck up close for the first time, I was struck by its sleek design. Nothing juts out into the windstream.

Even the door handles are tucked away underneath the panels to contribute to the high aerodynamic efficiency available from this advanced design.

Behind the wheel, I was faced with high-tech instrument graphics presented in an old-school-meets-tomorrow style.

While old-fashioned large round gauges inhabit the driver cluster, the center console cluster is more modern, with an advanced driver information system and screen dedicated solely to the hybrid drive system’s performance.

Views over the nose are insanely good; the hood’s slope is so dramatic, you have to strain your neck to catch a glimpse of it.

While views to the side are equally good, this is one area where the SuperTruck has outpaced current highway laws. In its test form, the truck relies on aerodynamic rearview cameras, but these systems aren’t road-legal yet. So my test vehicle was equipped with limited-view mirrors supplemented by rearview monitors inside the cab.

The vehicle’s initial launch was super-smooth in a way that only a hybrid drivetrain can deliver. While the SuperTruck’s 11-liter diesel engine produces only 375 horsepower, any expected lack of low-end grunt is more than offset by the powerful electric motor.

You feel the low horsepower a bit when accelerating up a graded on-ramp, but let’s be honest: If big-bore horsepower and single-digit mpg is your passion, you probably stopped reading this article a couple of paragraphs ago. The truck drives

Nothing on the SuperTruck juts out into the windstream.

Even the door handles are tucked away underneath the panels to contribute to the high aerodynamic efficiency.

In its test form, the SuperTruck relies on aerodynamic rearview cameras, but these systems aren’t road-legal yet. So Jack Roberts’ test vehicle was equipped with limited-view mirrors.

great with excellent throttle and steering response, and all of the controls are more familiar than futuristic.

Sitting in the passenger seat overseeing the test drive was Freightliner engineering technician Jason Gray, who told me that with all of the futuristic features aside, at the end of the day, SuperTruck is built to drive and handle like a well-engineered truck.

After my time behind the wheel, I’d say he’s on target. Freightliner likes to say the SuperTruck is more of an evolution than a revolution, and my test drive reflected that sentiment, particularly in terms of aerodynamic design and noise levels.

The wind was blowing hard out in the desert, but even the heavy crosswinds couldn’t rattle the SuperTruck on my drive.

The truck is so aerodynamically clean that the wind barely registers while in the driver’s seat.

Its singular profile also has other advantages: Between the advanced drivetrain and the super-sleek design, this has to be the quietest cab interior I’ve ever experienced.

SuperTruck was a blast to drive, and not just because of the quizzical looks I got from truckers on I-15. It’s a shame this exact truck won’t go into production because it looks so distinct and handles so well.

Yet, before my drive was over, I found myself wondering what it would be like to be behind the wheel of a SuperTruck with Level 3 autonomous vehicle control.

After my time in Vegas, I’m sure we won’t have to wait long to find out. commercial carrier journal | june 2015

27

The CT680L, in front, and the CT680LG in the back.

Cat brings some bling to new CT trucks

C

aterpillar last month unveiled two new CT trucks, the equipment maker’s newest iterations of its four-year-old line.

The new CT680s look considerably different from previous versions of the company’s vocational trucks, and that’s no accident.

The bling, the styling; customers were asking for it, says Dave Schultz, vocational truck product manager.

A lot of owner-operators and fleets think a truck’s looks should reflect pride of ownership and reinforce a company’s brand, Schultz says.

So Cat created two versions that are considerably more eye-catching than

It’s no accident the new CT680s look different from previous versions of the company’s vocational trucks.

28

commercial carrier journal | june 2015

By Tom Jackson

the CT681’s industrial look.

The CT680L offers a good deal of flash: a three-piece Metton hood, three-piece chrome bumper, threepiece chrome stainless-steel grille surround, composite halogen headlights and incandescent parking and turn lights.

Meanwhile, the more subdued CT680LG sports a one-piece fiberglass hood, three-piece black bumper, integrated fiberglass grille surround, sealed-beam halogen headlights and LED parking and turn lights.

There’s more than just eye candy here. The CT680 chassis is setforward with a 124-inch BBC, which makes it Cat’s longest truck by 10 inches. Combined with parabolic taper-leaf suspension, the far-forward front axle and long wheelbase help improve driver comfort levels, especially for all-day driving.

The trucks are powered by Cat’s CT series 13-liter vocational truck engine with dual sequential turbochargers.

Horsepower ratings run from 410 hp to 475 hp at 1,700 rpm. Peak torque at 1,000 rpm cranks from 1,450 to 1,700 lb.-ft. Dual air cleaners on the outside keep the engine from choking on the dust common to many construction sites.

The new trucks are available in both tractor and truck configurations, and a glider kit is expected in midJuly. A 15-liter engine will be available later this year.

The interior of the CT680LG.

Volvo talks fuel efficiency, connectivity

N

ew fuel efficiency improvements and vehicle connectivity changes are coming, according to Volvo Trucks North America, which shared its visions at last month’s Volvo Trucks Business Symposium in Providence, R.I. “It’s about drivetrain optimization and aerodynamics, and also about finding new ways of building a truck and fine-tuning specifications for dedicated routes and needs,” said Göran Nyberg, Volvo Trucks North America president.

“No longer does one size and design fit all needs.”

Volvo’s 2016 model-year tractors have incorporated a number of SuperTruck project-related advancements, including powertrain and tractor fairing design changes, which have resulted in fuel efficiency gains of 3.5 percent for aerodynamic enhancements and 2 percent for powertrain improvements.

Tony Greszler, vice president of government and industry relations for Volvo Group North America, previewed the company’s forthcoming predictive cruise and shifting concept, and he also provided an update on Phase 2 of the National Highway Traffic Safety Administration’s greenhouse gas emissions and fuel economy standards.

Greszler said the delay from 2024 to 2027 could mean more stringent measures after the agency received pressure from environmental groups, and that OEMs may be required to use waste heat recovery systems that essentially amounts to a second engine system on the truck, adding weight and maintenance costs.

“Truck buyers would be the losers,” said Greszler. “A separate engine standard would be redundant. If reason doesn’t prevail, the industry could

face a mandate that actually reduces total vehicle efficiency. We need to design for fleet applications, not government regulations.”

Connectivity opens tech doors Nyberg said with technology advances and vehicle-to-vehicle communications, connectivity offers far more potential to improve safety and avoid accidents in the trucking industry. “It will change the way we work and communicate and take care of products and equipment,” he said. “We at Volvo have decided to be a leader in connectivity in our industry.”

Susan Alt, senior vice president of public affairs for Volvo Group North America, said Volvo’s vision for Peleton’s platooning solution involves two trucks, one lead vehicle piloted by a driver and a second trailing vehicle with a driver seated behind the wheel in case he needs to take control. The second vehicle would have a video display with a camera feed of road conditions in front of the lead vehicle.

“The real benefit is fuel efficiency,” Alt said. “The first truck gets better efficiency because of reduced wind drag behind the trailer, and the second truck gets better draft behind the first truck.”

Platooning solutions face regulatory and public acceptance hurdles. “In California, we are working on legislation that would allow platooning of two or three trucks,” said Alt. Jeff Cotner, chief exterior designer for Volvo Trucks North America, said future-generation platooning could lead to only one driver in the pilot vehicle, and that physical connections between the tractor and multiple trailers may not be necessary.

“Maybe the tractor is just an air splitter, and the fifth wheel is no longer needed,” Cotner said. “The system could automatically widen trailer gaps at low speeds and tighten them at higher speeds.”

– Jeff Crissey

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commercial carrier journal | june 2015

31

EQUIPMENT

Mack showcases ‘ruggedized’ mDrive

BY JACK ROBERTS

Mack developed its mDrive HD AMT because of demand from customers wishing to spec mDrives for its Granite and Titan heavy-haul models.

Mack announced earlier this year that it was launching a new “ruggedized” version of its mDrive automated manual transmission, and last month the company invited me to its home in Allentown, Pa., to test-drive the new mDrive HD transmission at its Customer Center.

John Walsh, Mack marketing vice president, said that as the mDrive and other AMTs have gained ground in on-highway applications, demand also has grown from customers wishing to spec mDrives for Mack’s Granite and Titan heavy-haul models.

Curtis Dorwart, Mack’s vocational marketing manager, said that engineers recognized that simply beefing up existing mDrive components would not ensure durability in tough vocational applications.

Granted, mDrive HD has more robust gears made from specially hardened steel, but engineers also have made other changes, including repositioning the oil cooler to be more efficient while reducing the chance of impact damage.

Serious computing upgrades also were made, result32

COMMERCIAL CARRIER JOURNAL | JUNE 2015

ing in new specialized operating modes for the mDrive HD. Grade Grabber allows the driver to hold the truck on a steep grade for three seconds without rolling back before accelerating smoothly. Power Launch holds the truck still before transferring a concentrated burst of torque to the drive wheels to power out of sand or loose gravel. Rock Free allows the driver to rock the truck back and forth to escape deep ruts or mud holes more effectively.

During my test drive, I found that the mDrive HD performs on the highway the same as the dedicated on-highway version, offering smooth, precise shifts and complete hands-free control of the vehicle at all times.

The mDrive HD also is packed with special vocationally-oriented features, but they are not always intuitive for drivers to operate. Walsh said Mack and its dealer network are planning a wide array of educational programs for customers to learn more about the transmission.

MackTrucks.com

THINK MILES AHEAD. THINK MERITOR. Every mile counts. Every second of uptime matters. Every drop of fuel is important. We get it. And we’re behind you all the way. We’re in it for the long run. And we don’t take shortcuts. That’s why we’ve become the market leader. And that’s why so many trucking companies have trusted us for decades. Stay with the leader.

And think miles ahead.

Visit meritor.com. ©2015 Meritor, Inc. All rights reserved.

EQUIPMENT

Daimler expanding severe-duty, vocational production

CCJ Executive Editor Jack Roberts test-drove this Freightliner 108SD dump earlier this year. To read his report from the run, search “Texas two-step” at CCJDigital.com.

Daimler Trucks North America in April announced plans to increase production and employment levels at its truck manufacturing plant in Mt. Holly, N.C., over a three-month period.

The plant is adding an entire third shift to its operations and plans to fill the additional 580 manufacturing and 25 related supervisory, engineering and administrative positions by mid-July. The plant manufactures 108SD and 114SD trucks for severe-duty vocational markets and M2 Business Class medium-duty diesel- and natural gas-powered trucks.

Earlier, the company announced new option packages for the Class 6/7 M2, including Allison Transmission’s FuelSense technology with the 220-hp Cummins ISB6.7 for pickup-and-delivery applications. Also new are “driver retention” premium interior and “professional image” exterior enhancement packages.

FreightlinerTrucks.com

N.C. dump fleet invests in public construction boom As 2014 began, Blue Max Trucking president Denton Williams had realized that contractors near the company’s headquarters in Charlotte, N.C., were ramping up commercial and public construction projects, which would involve Blue Max’s primary businesses as a mostly dump truck fleet. “We wanted a truck that offered drivers a comfortable work environment and could lower our fuel bills,” Williams says. “We also wanted a truck that would reflect well on our company’s image and would be supported by a network of reliable dealerships.”

MHC Kenworth’s Charlotte location invited Williams to a customer event in Phoenix where he formed his first impressions of the heavy-haul T880 while driving on a test track and an offroad course. Impressed by the truck’s visibility and handling characteristics, Blue Max spec’d 38 T880s with dump bodies and 380-hp Paccar MX-13 engines, providing 1,450

lb.-ft. of torque driven through Allison 4500 RDS 6-speed automatic transmissions. The company also spec’d four T880 tractors equipped with 455-hp MX-13 engines and 10-speed Eaton UltraShift Plus transmissions.

Kenworth.com Blue Max Trucking aggressively invested in additional capacity, purchasing 42 units of Kenworth’s heavy-haul T880.

Peterbilt 567 all-wheel drive Peterbilt’s Model 567, suited for heavy- and severe-duty applications, now is available with all-wheel drive in a set-back front-axle configuration. The 567 includes the Marmon-Herrington MT-22H front drive axle rated at 22,000 pounds and the Dana Spicer DS4636 drive axle rated at 46,000 pounds. It can be ordered with a range of auxiliary components such as a transfer case, or the drive axle can be used in place of the transfer case.

Peterbilt.com

34

COMMERCIAL CARRIER JOURNAL | JUNE 2015

EQUIPMENT EQUIPMENT NEWS | INBRIEF

While Glenn O. Hawbaker Inc.’s trademark cleanliness might be unusual in the gritty heavy construction business, the image is integral to the company’s branding and a Glenn O. Hawbaker Inc. is known for its bright-red Macks, shown representation of everything the here on a Keystone State roadwork site. family-owned business has sought to promote over its six decades: pride, integrity and efficiency.

Since starting in 1952 with a half-dozen employees, a few dump trucks, a track loader and a tag-along trailer, the Pennsylvania-based excavation company has grown to employ 1,200 with annual revenue of more than $250 million. But several years ago, budget cuts to Pennsylvania’s Department of Transportation resulted in a 30 percent revenue hit.

Current head Dan Hawbaker took it in stride and pushed for new customers, particularly in the energy field to capitalize on the mad rush to tap into the lucrative Marcellus Shale, which stretches 104,000 square miles across the Appalachian Basin into Pennsylvania, West Virginia, southeast Ohio and upstate New York. What came with that rush were new roads and site excavations and another revenue source.

Hawbaker’s 225- to 250-vehicle fleet is comprised mostly of bright-red Mack trucks, including Granite dumps. Hawbaker worked with Legacy Truck Centers on the purchase on 30 2015 Granites, some spec’d with the new lighter-weight mDrive HD transmissions to help improve fuel efficiency and assist with payloads that average more than 24 tons.

The company’s older trucks are averaging 5 to 6 miles per gallon, but Hawbaker believes the recent order will help improve the fleet’s average mpg.

MackTrucks.com

One tough toy truck “When the sheet was lifted off the mystery truck at the end of Ford’s presentation to kick off the 2015 Work Truck Show,” reported Bruce Smith of HardWorkingTrucks.com, “no one expected to see their favorite toy – a Tonka Dump Truck.” This F-750 Tonka dump, painted signature yellow with a custom blackout nostril grille and a functional dump body by Truck Tech Engineers, will be on display at upcoming major work truck, commercial and vocational trade shows.

The F-650/F-750 anchors Ford’s commercial truck lineup and is powered by the company’s 6.7-liter Power Stroke V8 36

COMMERCIAL CARRIER JOURNAL | JUNE 2015

diesel. The available power takeoff provision that runs the dump body can power other accessories, such as a crane or other vocational equipment. The engine is available with three power ratings: standard 270 hp, 675 lb.-ft. of torque; 300 hp, 700 lb.-ft.; and 330 hp, 725 lb.-ft.

Ford.com/trucks/superduty

Catch a gallery of images from the Work Truck Show via CCJDigital.com, search “Tonka.”

Mack Trucks

Six decades behind Glenn O. Hawbaker’s Mack dumps

• The DumpTruckLoads.com construction-industry load board, accessible on both desktop and mobile browsers, enables users to find trucks or loads and receive realtime load notifications via e-mail and text. Dump truck owners also are able to search for loads outside of their local area, helping them reduce deadhead miles on longer return trips and increase revenue.

The board is the brainchild of Steven Kolbe, an entrepreneur with almost 50 years of experience in the construction industry. His businesses have ranged from highway construction and paving to quarry reclamation. DumpTruckLoads.com • Freightliner named Indianapolis, the 2015 Work Truck Show’s host city, as its first “Hardest Working City” honoree. The program promotes cities in both the United States and Canada that are investing in infrastructure and economic growth to revitalize communities while promoting the role vocational trucks play in those efforts. The program’s first onsite celebration was held at Stoops Freightliner in Indianapolis, and coffee and donuts were delivered to select jobsites across the city.

HardestWorkingCities.com • Sonim’s rugged XP6 phone and XP7 smartphone feature an extraloud speaker, noise cancellation, a powerful battery and resistance to water and drops. Both devices have a screen that can be viewed in direct sunlight; the XP7’s screen can be used with dirty or wet work gloves. The XP6 provides a numeric keypad. SonimTech.com

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technology Making the latest technology developMents work for your fleet

by AAron HuFF

Mobile is on the way

Apps key to recruiting, retaining younger drivers

F

leet owners and executives expect a lot from their information technology systems and the people responsible for keeping them up to date.

Last month, a panel of IT leaders at the ALK Transportation Technology Summit in Princeton, N.J., said they have been given a directive to use technology to help attract, recruit and retain drivers.

“This is the year of the driver,” said Tom Benusa, chief information officer of Transport America, an Eagan, Minn.-based truckload carrier with 1,450 trucks.

John Reed, CIO of AIM NationaLease, is following the same marching order. “Our executives are looking for efficiencies and to keep drivers pleased and how we can retain them long term,” Reed said. “Recruiting and retention are huge.”

The panelists agreed that mobile applications are the best way to accomplish those employment goals.

John Paape, vice president of technology for Roehl Transport, said drivers between the ages of 24 and 29 are an important demographic to recruit and retain.

“They have grown up with a screen in their hands,” Paape said. “A lot of younger employees are coming in wanting to do work on their phone.”

Roehl provides dry van, refriger38

commercial carrier journal

| june 2015

From left, bill cassidy, Tom benusa, John Paape and John reed participated in a cIo panel discussion on mobile apps at last month’s alK Transportation Technology summit.

ated, flatbed and dedicated services, but Paape described the Marshfield, Wis.-based carrier in different terms: “We are a technology company that does transportation.”

IT demands: Fleet owners and executives expect a lot from their information technology systems.

PrIme dIrecTIve: IT directors are using technology to help attract, recruit and retain drivers.

Going mobile enhancInG drIver mobIlITy: In April, Google announced it was Perhaps the biggest challenge is changing its algorithm for mobile protecting their off-duty time. searches to make mobile-friendly websites better positioned in search results. To align with this change, Roehl has initiated a “mobile first” strategy. All of its websites and applications are developed to be mobile-friendly, especially those intended for driver interaction.

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“This is the year of the driver.”

– Tom Benusa, CIO, Transport America The MyRoehl mobile app was released 18 months ago to keep drivers connected with company information inside and outside of their trucks. Today, more than 80 percent of Roehl’s drivers actively use the app.

“From a driver perspective, it is a great mobile platform,” Paape said. “We are replicating everything we do on our in-cab units.” Drivers can submit paperwork, access pay information and monitor performance metrics that impact their future pay increases.

Drivers also can use a “quick call” feature to contact their fleet manager and anyone else in the leadership chain. “If drivers need something, or if they are not happy, they have a way to reach out,” he said. They also can submit feedback about the app for Roehl to incorporate into future releases.

Roehl continues to pursue new gamification features to enable drivers to compare their performance metrics against company goals and the rest of the fleet in a real-time format – similar to a fantasy football approach.

AIM NationaLease drivers and lease customers now can use an app to submit electronic inspection forms, and the company is planning to do “a lot more” with mobile, Reed said. Its lease business has 5,000 tractors and 4,000 trailers, and its AIM Integrated Logistics division operates dedicated fleets for various customers.

Transport America soon will be launching its own mobile app to extend some features of its in-cab computing platform to drivers’ personal devices.

“Drivers are used to having devices all the time,” Benusa said. “They expect to press ‘Go’ and be told where to fuel and where to take a break. We see technology as being one of the solutions to the driver shortage by keeping them connected to their pay, their lifestyle and their homes.”

Another priority is providing a mobility infrastructure to drivers, Benusa said.

Transport America has basic Wi-Fi services at all company terminals, but the challenge is to “keep it beefy enough to keep drivers satisfied,” he said.

Perhaps the biggest challenge of enhancing mobility for drivers is protecting their off-duty time, the panelists agreed. Mobile apps enable drivers to work whenever and wherever they want, and like any other professional, they will be tempted to work after hours, even if it’s something as simple and quick as sending a message to a fleet manager while in the sleeper berth.

“How do you protect that true rest break period?”

Paape asked. “As you go mobile, how do you protect yourself legally?”

AAron Huff is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

Janam unveils XG3 rugged mobile computer

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anam Technologies, a provider of rugged mobile computers that scan barcodes and communicate wirelessly, launched the XG3, a gun-shaped lightweight industrialgrade device built to increase productivity, streamline operations and improve the bottom line.

Janam’s Xg3 gunThe XG3 is enshaped rugged mobile gineered to survive computer offers a sleek multiple 6-foot drops design and enhanced performance specs. to concrete across a full spectrum of temperatures and is sealed to IP65 standards for use in wet and dirty environments. A standard 5200mAh hotswappable Li-ion battery is designed for uninterrupted operation.

– Aaron Huff

Omnicomm creates fleet management app

O

mnicomm, a developer and manufacturer of fuel consumption monitoring equipment and telematics systems for fleet management needs, released a mobile application for its Omnicomm Online cloud service. The application runs on iOS and Android platforms and is available on App Store and Google Play.

The app’s reports include: • Report on the location of transport, which allows users to display information concerning one vehicle and to handle multicast requests, determining the location of several vehicles at the same time; • Report on the movement of a vehicle over a given time period, which shows events such as refills, drains and stops; and • Statistics report, which provides general data on distance covered, amount of fuel consumed, average speed and other parameters.

– Aaron Huff commercial carrier journal

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technology

INBRIEF THIS YEAR’S ACTIVITIES: FREE TRUCK PARKING

• Shuttle bus transportation to convention center • Showers, food vendors and exhibitor demos • RV parking (no hook-ups)

This pavilion will provide products, information, free services and education to assist you on the road to better health.

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

EDUCATION

• Free seminars produced by the Texas Trucking Association • Partners in Business workshops

RECRUITING PAVILION

• Expanded pavilion with more recruiters • Find your next job • Learn about fleet driver packages

OVERDRIVE’S PRIDE & POLISH • Celebrating their 25th anniversary, Pride & Polish sets the standard for truck beauty contests • Enter your truck to compete at PrideandPolish.com and be part of the National Championship Series • Show trucks from across the country on display

THE GATS THEATER

Stage hosting numerous sessions that will excite and educate: • Truckers Got Talent contest • Pride & Polish award presentation

RED EYE RADIO

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

REGISTER NOW! TRUCKSHOW.COM 40

COMMERCIAL CARRIER JOURNAL

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• CargoSense announced total proceeds of $2.5 million from its seed round of investment. The company provides a data capture and analytics platform for motor carriers, shippers and logistics providers that transport temperature-sensitive freight in the pharmaceutical, cold chain and refrigerated storage industries. Its Software-as-a-Service acts as a “black box” that records temperature, light, humidity, pressure, shock and tilt from origin to destination.

• Omnitracs, a provider of fleet management systems, launched www.

ELDfacts.com, an information site designed to help fleets understand the upcoming electronic logging device mandate. The online resource center has blogs, case studies, news updates, frequently asked questions, white papers, video tutorials and more. Visitors can sign up to receive alerts as new information is posted to the site.

• HighJump, a provider of supply chain management software, is planning the release of its Web-based HighJump TMS software designed to allow carriers and brokers to accommodate both types of business through the same application and interface. Features include order management, routing and load assignments, rating, invoicing, payable auditing, payroll, safety and compliance, and load tendering. HighJump TMS also offers imaging, EDI, business intelligence dashboards, custom reporting and mobile driver tracking.

• Decisiv, a provider of service relationship management systems, announced a new integration with FleetNet America, which provides maintenance management and roadside assistance services. The companies’ Application Programming Interface will enable Decisiv fleet customers to schedule and manage service events through FleetNet’s Roadside and TMcare programs and allow them to interact and share maintenance event data seamlessly and bidirectionally.

• Lytx, a provider of video-based driver safety products, signed an agreement with trucking insurance specialist Canal Insurance Co. to offer the Lytx DriveCam program. Lytx’s DC Enterprise and DC Protect offerings will be available

to Canal customers as a CanalRISK360 value-added service through its risk management services unit.

• PeopleNet, a provider of fleet mobility systems, announced that Quality Carriers Inc. (CCJ Top 250, No. 36), one of the largest bulk transportation service providers in North America, has integrated its technology platforms into about 2,500 tank trucks to provide more visibility, better driver workflow automation and overall safety improvement features.

• Rand McNally announced that Wayne Smith Trucking of Morrilton, Ark., is completing installation of the TND 760 mobile fleet management system throughout its 115-truck operation for electronic logs, truck-specific GPS to alleviate out-of-route driving and workflow to help optimize schedules.

WST selected Rand’s TND 760 after a three-month evaluation period and will integrate the devices with the McLeod Software system it uses for dispatch, accounting and other backoffice services.

• Nebraska Transport Co., a regional LTL carrier, selected DDC FPO to streamline its back-office functions with business intelligence and new integration capabilities. DDC FPO is delivering a customized bill processing program specific to the needs of NTC and its customers.

• Lytx, a provider of video-based driver safety programs, announced that Aggregate Industries US – a nationwide manufacturer and supplier of aggregates, ready-mix concrete and asphalt – is deploying its DriveCam Program in 1,300 vehicles at facilities in more than 300 cities across 16 states. The program includes benchmarking reports, subject matter experts and an upgradable technology platform and analytics.

• SmartDrive Systems, a provider of driving performance systems designed to reduce collisions and improve fuel efficiency, announced that Mid South Baking Co., a regional supplier of baked goods to 3,500 restaurants and institutions across the southern and western United States, has rolled out its video-based safety program across its entire fleet.

GATS Print Ad GATS Gets Drivers.indd 1

5/5/15 4:32 PM

technology

Navman releases Drive fleet management platform

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avman Wireless released its Drive suite of applications built to enhance driver efficiency, productivity and safety. The new app suite combines fleet management, communications, navigation, dispatching and documentation systems into one user-friendly driver interface.

Navman Wireless’ Drive app suite features include: • Navigation and Routing. Drive allows drivers to map job locations or other key landmarks from an interactive map screen. Managers can send routing information and updates directly to a driver’s cab using their Navman Wireless OnlineAVL2 GPS fleet management software platform.

• Voice-activated and voice-guided navigation. Drivers can customize a keyword prompt and enter a destination using simple spoken commands. The navigation maps the journey, using voice guidance to lead the way.

• Two-way communication. Driver and dispatch two-way messaging keeps drivers connected and their managers updated, reducing dependency on email, texts and phone calls.

All driver communication is managed via one interface directly from the vehicle.

• Paperless, customizable forms. Using OnlineAVL2, fleet managers can create and customize digital forms and send them as messages to a driver’s cab. Drivers can collect customer signatures, view order details, see invoicing and more.

• Instant signature capture. The tool is available with the

Navman Wireless’ Drive app suite is hosted on a 6-inch Garmin-supported MNav-950 in-vehicle display that integrates with the OnlineAVL2 platform.

Forms messaging option for signature capture and delivery confirmations from the field.

• Engine Monitoring System. Through OBD-II or J-Bus connection, Drive’s EMS feature allows drivers to see engine parameters, such as speed, rpm, temperature, fuel and oil pressure, on their in-vehicle displays.

The Drive app suite is hosted on a 6-inch Garmin-supported MNav-950 in-vehicle display that integrates with the OnlineAVL2 platform.

– Aaron Huff

Dossier integrates Zonar inspection system

D

ossier Systems, a provider of fleet maintenance management software, and Zonar Systems, a fleet telematics provider, announced the integration of Dossier maintenance management software with Zonar’s Electronic Vehicle Inspection Report system and telematics data.

The companies say the integration will provide bidirectional information transfer and workflows, eliminating paper forms and associated errors and delays. Users perform their inspections using Zonar’s electronic inspection system, and if an inspection Dossier and Zonar say their integration will provide bidirectional information transfer and workflows, eliminating paper forms and associated errors and delays.

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reveals a defect, the integration automatically will create Work Pending items in Dossier.

Once the work is complete or resolved, Dossier automatically will communicate the relevant information back to Zonar to close the loop. The Zonar defect ID is visible in Dossier, and the Dossier repair order ID and mechanic’s name are sent to Zonar.

The telematics integration also can deliver meter readings and Diagnostic Trouble Code information directly to Dossier to drive preventive maintenance scheduling. Both the EVIR and telematics integrations are available as options in Dossier version 6.4.

– Aaron Huff

technology

in focus: Routing softwaRe

Time to pull over?

Truck parking becoming part of routing equation by aaron huff

R

outing software in the back office and GPS navigation apps are used by fleets and drivers to optimize time, mileage and fuel purchases. Many of these applications use real-time data for traffic, weather, fuel prices and more to update trip plans dynamically.

Despite the many benefits of these systems, something seems to be missing from the calculation: where to park and if spots will be available when drivers arrive.

Without this information, drivers are more likely to stop at familiar spots, which might sacrifice productive driving time. But encouraging maximum utilization could be worse if it leads to a night at an abandoned gas station, industrial area or freeway onramp as the 11th or 14th hour approaches.

In 2009, the worst-case scenario happened when trucker Jason Rivenburg was murdered while taking a break at an abandoned gas station in South Carolina, only 12 miles from his delivery. In 2012, the MAP-21 highway bill included a provision called Jason’s Law to help fund the expansion of public truck parking spaces.

But technology may help alleviate the truck parking problem faster than infrastructure development, and that appears to be happening.

In 2011, about 30 percent of truck drivers were connected with smartphones and tablets, and by the end of 2014, 80 percent had the technology.

Drivers now are using crowdsourcing apps to contribute real-time truck park-

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ing data to the routing process.

Telogis Navigation Through its Software-as-a-Service offering, Telogis provides a “location intelligence platform” with a number of integrated components. Its navigation platform combines a turn-by-turn navigation app and a cloud-based route optimization engine.

Telogis Navigation uses multiple layers of map data with truck-specific points of interest such as truck stops, rest stops and other parking locations. Fleets and drivers can enter and save information about these spots to create preferred routes.

The route optimization engine uses the vehicle’s current location, planned stops and fleet-specific parameters to calculate routes. By factoring this data with the rest of the Telogis platform, a real-time estimated time of arrival is calculated for each scheduled delivery on a route. This dynamic ETA considers current vehicle, road and traffic speeds as well as drivers’ hours-of-service constraints.

By knowing the ETA, drivers are able to plan ahead for parking, says Kelly Frey, vice president of product marketing for Telogis. If a delivery is scheduled for the next morning in downtown Houston,

Telogis Navigation uses multiple layers of map data with truck-specific points of interest such as truck stops, rest stops and other parking locations.

the driver could see quickly that he would run out of hours before reaching the location because of traffic conditions.

The driver may decide to park outside of Houston and arrive at the delivery spot before rush hour, unload and leave after traffic eases.

“All of those things require optimization,” Frey says. “Ultimately, one of the key things for driver retention is better trip planning.”

Telogis uses crowdsourcing to gather updates on weather and road alerts for routing, and it plans to extend its use to capture more information about parking locations. Up to 50 inputs are received daily from about 150,000 drivers at fleets using its navigation platform, which runs on all types of mobile devices, Frey says.

Trucker Path When Ivan Tsybaev owned a Los Angeles-based freight forwarding company, he became keenly aware of the inefficiencies and problems in transportation. Sensing an opportunity to provide a service to help others work around them, Tsybaev

EDITOR’S NOTE: To see how the latest in-cab navigation apps perform in the real world, check out CCJ Reader Reviews (www.ccjdigital.com/ reviews), where fleet managers rate ALK Co-Pilot, Telogis Navigation, Garmin Dezl and Rand McNally’s IntelliRoute TND.

technology moved to Silicon Valley to start a company called Trucker Path.

The plan was to develop a freight transportation marketplace platform for shippers, carriers and brokers to connect electronically and automate time-consuming tasks such as freight matching, price negotiations and load tracking.

“When we started building a marketplace, we realized we had a problem – we didn’t have carriers or shippers,” says Tsybaev, chief executive and founder. “We had no value for anyone.”

To build a community and show investors it could grow a company effectively, Trucker Path created an app for the Android platform to give truckers and fleets useful trip planning tools – all for free.

The app uses crowdsourcing to create a database of ratings and reviews of truck stops, rest areas and other truck parking locations. The app can be used to check if parking locations are empty or full and if weigh stations are open or closed.

The Trucker Path app automatically will detect when drivers are at a truck

stop or other parking location. Drivers receive a pop-up notification to update the parking lot’s status. The system collects information from multiple users to verify the updated status.

With a community of 200,000 active users, mostly independent contractors and small fleets, Trucker Path has at-

tracted a community of 300 brokers with 30,000 truckloads per day. The first version of its marketplace is in beta-testing with launch planned for this month.

Revenue will come from offering users premium marketplace features, while other services such as truck parking will remain free.

Trucker Path’s app uses crowdsourcing to create a database of ratings and reviews of truck stops, rest areas and other truck parking locations. commercial carrier journal Untitled-28 1

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c ov e r s t o ry: 2 0 1 5 I n n ova t o r o f t h e y e a r

Two years ago, Celadon had 300 layovers per day on average. Today it has three.

traded entity. In 2001, Celadon began to diversify its business by purchasing distressed companies, but only because it lacked funds to go after good ones, Will says.

By 2004, the company had revenues of $300 million, but profitability remained haphazard at best.

“I felt at the time that we accidentally made money,” says Eric Meek, who left an accounting firm to join Celadon that year as a financial analyst. Today, Meek is executive vice president and chief operating officer.

Celadon continued to diversify and strengthen its bottom line, but then came the Great Recession. After this experience, executives decided to get into more stable freight markets such as food and beverage and cattle hauling.

“Our whole focus is how do we make sure that we are making profit margins today in a great economy, but more importantly, how do we make sure this company is ready for the future,” Meek says. “I think the next downturn – I don’t want one – but when it happens, we will be in a much better position.”

Today, Celadon operates a variety of business lines that include temperature control, intermodal, flatbed, dry van and dry bulk. It also offers over-the-road, local, regional, dedicated and expedited operations with a coverage area that spans the United States, Mexico and Canada.

Celadon’s market value today is close to $600 million with revenues this year expected to reach $1 billion from 4,000 trucks in service.

“I placed a good bet,” Russell says.

Getting started As the economy started showing signs of life in 2009, Celadon began to lay a foundation for being more selective of customers and freight. Will and Meek saw that trends in freight volumes and capacity constraints – such as driver demographics, regulations and equipment costs – were headed in that direction.

Like many fleets, Celadon had customer service representatives (CSRs) that managed all post-sale communications with customers. Their duties involved booking loads, entering orders, setting appointments and servicing loads from pickup to delivery.

“It was a lot to manage,” says Marie Leapley, who joined Celadon five years ago as a CSR. Back then, the company had 60 CSRs and divided them into two groups of 30. Each group was led by a director of customer service.

“There was no hierarchy and no rhyme or reason,” Meek says.

“We just split it up.”

CSRs were given general guidelines for booking loads 52

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based on capacity commitments.

The freight selection process was memorized and written on Postit notes, Leapley says. This always caused problems when CSRs were absent, as knowledge of their customers went with them.

Keeping the network balanced also was a constant struggle. Every morning, directors passed out responsibilities to CSRs for where to solicit freight.

If the company had 15 extra trucks in the Dallas area, CSRs would get on the phone and find loads to move those trucks out of that market. The profitability of those moves was an afterthought and created another problem: landing excess capacity into markets, again.

Path to improvement About 4½ years ago, Meek changed the hiring standards in Celadon’s customer service operations. Rather than hiring people with experience in truckload, Celadon would hire college graduates with no experience in trucking and train them in the Celadon way.

This young educated workforce came with experience in technology and new ideas on how to apply it.

“With that technology savvy comes the push for (information technology), and that’s the best thing that could ever happen because it’s something that they want and they have knowledge of to push us to go down those paths,” says Mike Gabbei, vice president and chief information officer.

At this same time, Celadon took away the order entry process from CSRs. This removed any emotional bias for deciding what loads to book from customers. This also stirred internal debate, as customers no longer had a single point of contact within Celadon.

“There was a lot of bitterness for making the change,” says Jonathan Doss, who began his career in order entry and now is a director of customer service. “A lot of CSRs did not feel it was necessary to write down information and hand off a piece of paper to someone else.”

During this transition, the IT department created new software applications for order entry to make decisions. “They don’t know the business and are not dealing with the customer,” Gabbei says. “We had to arm them with tools to make educated decisions.”

Celadon started with a load commitment system, followed by a scoring system called Order Entry 2 (OE2) in 2013. The OE2 system has evolved with guidance from front-line users.

From January 2014 to 2015, Celadon credited OE2 for an increase in delivered weekly miles by 10 percent, an increase in

INNOVATORS

Fleetmaster Express invests in the future

BY DEAN SMALLWOOD

T

here’s something to be said about doing the right things for the right people, and Fleetmaster Express appears to be working all angles to take care of both their drivers and their customers by acquiring the latest equipment and technology, and beefing up driver pay to help keep its new investments rolling.

The growing 28-year-old company operates more than 300 trucks and 1,400 trailers and serves customers from 13 terminals, offering over-the-road, local and dedicated hauling, as well as freight brokerage, warehousing and spotting services.

In addition to its base in Roanoke, Va., Fleetmaster also has other Virginia locations in Danville and Williamsburg, as well as terminals in several other states.

Delivering satisfaction Nearly two years ago, the company made its initial statement that it was intent on upgrading its fleet. In the last quarter of 2013, it added 40 new tractors.

Last October, Fleetmaster followed up on that previous investment by purchasing an additional 60 new trucks. The company says the equipment investments represented a 10 percent increase in growth and would allow it to hire more drivers and haul more weight up to 50,000 pounds.

Each truck has modern fuel-efficient engines with selective catalytic reduction and fuel-efficient transmissions and rear axles. The trucks also have the latest technologies and real-time connectivity with customer support and come equipped

FLEETMASTER EXPRESS Roanoke, Va. with an auxiliary power unit to conserve fuel and prevent idling.

The new clean trucks align with Fleetmaster’s longtime participation in the U.S. Environmental Protection Agency’s SmartWay Transport Partnership for improving fuel efficiency, reducing greenhouse gases and reducing air pollution from the transportation supply chain industry.

“With the proven reliability and fuel economy of the latest engines, we have enjoyed favorable operating results while furnishing a vehicle that delivers superb driver satisfaction,” says Carl Bumgarner, president and chief executive officer.

To improve customer service and enhance its driver satisfaction efforts even further, Fleetmaster also has added 200 new trailers to its current fleet. The fuel-efficient trailers are made from lighter-weight materials and feature wide-base tires with aluminum wheels.

“These lighter-weight trailers will help us service our customers even better by allowing us to haul the maximum weight allowed,” says Travis Smith, vice president and chief operating officer. “We are excited to be getting these top-of-the-line trailers to work in tandem with the 100 new trucks. We believe investing in these additions is appreciated by both our customer base and our driving force.”

The company buys new equipment and beefs up its pay package to maximize both customer and driver satisfaction.

COMMERCIAL CARRIER JOURNAL | JUNE 2015

47

Fleetmaster Express received the 2014 Guitar Center Carrier of the Year Award.

From left: Charlie Rife, Midwest Region manager; Carl Bumgarner, president and CEO; and Travis Smith, vice president and COO.

In addition to its base in Roanoke, Va., Fleetmaster also has other Virginia locations in Danville and Williamsburg, and several terminals in other states.

No empty seats Of course, investing in the latest topof-the-line equipment doesn’t do any good if there’s no one sitting behind the steering wheel to get the load from point A to point B. That’s why Fleetmaster also recently made big changes to its driver compensation and benefits packages.

“Our focus has always been getting our drivers the miles they want and to reward them for doing their job well,” says Andy Kester, operations manager.

The company, which stresses its stability and commitment to drivers, recently increased its driver detention policy by 200 percent. Fleetmaster also increased its weekly employer-matched 401(k) program by 110 percent, and it also increased its paid holiday package by more than 300 percent.

In February, the company increased pay for all drivers, including a hike of more than 10 percent for all of its road drivers.

“These announcements and the other 48

COMMERCIAL CARRIER JOURNAL | JUNE 2015

changes we have in the works are a direct result of our drivers’ hard work and dedication,” Smith says. “They provide the best service possible to our customers, which makes these increases possible.”

When recruiting new drivers, Fleetmaster touts that candidates can expect 100 percent no-touch loads, no hazmat freight, weekly settlements and quality home time. The company says it also provides drivers with a bonus plan incentive, including bonuses for driver referrals and clean U.S. Department of Transportation inspections. Other benefits include an array of medical, life and disability insurance program options.

Among Fleetmaster’s more unique perks is its “Best of the Best” program that recognizes drivers who have exhibited exceptional performance. Posters celebrating their accomplishments are displayed at every terminal, and the drivers are awarded gifts in appreciation for a job well done.

Also, the company’s “Praise for A’s” program rewards employees’ children for their hard work in school. The program pays children in grades K-12 every grading period for each “A” they make in core classes.

“Our drivers work hard and deserve any increases in pay or benefits we can provide,” Smith says. “We appreciate their outstanding service and are happy to reward them wherever and however we can.”

Technology talks Safety is another well-documented suc-

cess story for Fleetmaster. In 2013, the company was a Division III (15-24.99 million miles) winner in the Truckload Carriers Association’s National Fleet Safety Awards. Its recognition was based on accident frequency per million miles driven.

Fleetmaster’s commitment to technology played no small part in its safety recognition, and the company also has expanded that commitment to other facets of its operations. It recently acquired new trailer tracking and logistics planning software to provide added operational enhancements and strengthen its customer relationships.

“This will allow us to improve efficiencies and address possible business model changes that improve efficiencies on both sides,” Smith said. “Our goals with these systems are to create efficiencies and improve the current flow of information, making things easier for both the customer and Fleetmaster, as well as giving us information to make data-based decisions for business improvement.”

The company’s new yard management system will provide Fleetmaster and its customers with real-time updates on trailers, containers and equipment; reporting of dwell time, trailer history and driver productivity; and scorecarding.

The system also will provide Fleetmaster and its customers with real-time instant information for both internal and external use via a Web interface. The company will include a tablet in every piece of equipment, which will have a real-time data connection that communicates as moves are happening.

“It is our ultimate goal to become more efficient so that we can pass more benefits along to our customers,” said Brent Hopper, Fleetmaster’s spotting division manager.

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.

REGISTRATION IS OPEN! August 26-27, 2015 Omni Hotel | Dallas, Texas

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The 2015 Commercial Vehicle Outlook Conference draws nearly 400 industry leaders from all segments of trucking. The conference provides critical information for the commercial fleet business.

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Dr. Michio Kaku Futurist, author & professor

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Driver recruiting goes high-tech By aaron huff

R

emember when driver job applicants lined up outside your office or kept your 1-800 number ringing off the hook? Recruiting really was never that easy, but it might seem so compared to the current situation. The future doesn’t look any better either.

The trucking industry could fill 30,000 driving positions immediately. Carriers also will need to fill 100,000 positions every year for the next decade to keep up with freight volumes and replace drivers leaving the workforce, according to American Trucking Associations estimates.

To make matters worse and more frustrating, only a small fraction of job applicants actually are qualified. To compete for this small pool, more fleets are using technology to streamline 50

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the recruiting and hiring process.

“We have definitely become a more analytical company,” says Collin Varner, director of marketing for Denver-based Navajo Express, a 1,000-truck refrigerated carrier that specializes in grocery store deliveries. “The industry is very competitive, and we need to make sure we are using our money and spends to attract new drivers in the most effective way.”

Navajo works with an ad placement agency to generate leads, most of which apply through an online application. Company recruiters immediately complete the remaining steps to qualify and hire applicants through Tenstreet’s Web-based software system.

Navajo is analyzing data from its ad agency, Tenstreet and its internal human resources systems to improve its driver recruiting and retaining strategies. One goal is to identify a profile of drivers most likely to stay and succeed. The company then can target its future marketing efforts toward these drivers.

COVER STORY: HIGH-TECH RECRUITING Navajo is one of many fleets using advanced technologies to improve both their recruiting speed and quality to achieve a seamless process for onboarding new drivers and keeping them around longer. These technologies generally fall into three categories.

Speedy qualifications In October 2013, TransAm Trucking began using EBE Technologies’ Web-based driver recruiting system. Prior to adopting the Ships Recruiting software, TransAm driver applicants filled out a standard form that recruiters printed out and reviewed manually.

To keep track of other tasks in the qualification process, recruiters were using basic tools such as spreadsheets and e-mail, says Ron Crum, applications manager for the Kansas City, Mo.based refrigerated carrier.

Today, drivers access EBE’s mobile job application through TransAm’s website, from job boards and from other online media where the company advertises.

Responses to certain questions, such as a driver’s previous work experience, are used to determine if the applicant meets TransAm’s minimum standards. The software disqualifies about 15 percent of job applicants who don’t meet those standards. Overall, the company hires about 4 percent of applicants, Crum says.

Applicants who pass initial qualifications are assigned to a recruiter within the Ships software. The applicant shows up on a recruiter’s dashboard, and Ships’ workflow guides the recruiter through the next steps in the qualifications process.

“What ends up in the recruiter’s dashboard are the ones who are actually qualified,” Crum says. “We can then start working with (drivers) on an individual level.” Automating the initial qualifications has made recruiters more efficient, and the workflow holds them accountable and prioritizes their time, he says.

Drivers who apply for a job from the company website are given top priority because they generally provide more information on the application and have come specifically to TransAm looking for a job.

The company has seven different workflow tasks for recruiters to complete in succession. When they reach the point of ordering motor vehicle and employment background reports, a mouse click submits an order to HireRight as part of the workflow.

When the recruiter makes an employment offer, the software can schedule the driver to attend orientation at a TransAm terminal and even order bus tickets for him.

Drivers can check on their application status at any time through the portal.

When drivers are hired, all recruiting information is passed automatically to TransAm’s mainframe system. If a driver quits or is terminated, fleet managers can mark

Navajo Express is using technology to identify the types of drivers who are more likely to stay and succeed at the company and tailor its recruiting efforts accordingly.

whether the driver is eligible for rehire, which brings the driver back into the Ships database. The software can create automated e-mails to the driver and reminders for recruiters to follow up.

TMW Systems offers software products that span the entire lifecycle of asset and driver management. Through its partnership with Microdea, TMW offers Synergize driver recruiting software.

Synergize began as an imaging workflow and process automation tool, and TMW later developed additional capabilities to enable Synergize users to manage the entire recruiting and hiring process.

The system, which now is being used by about 20 fleets, has an online job application and workflow tools with third-party integration to order background and motor vehicle reports. Fleets can use graphical design tools such as flow charts to customize the workflow to reflect their own business rules and steps.

One of TMW Synergize’s unique features is its integration with TMW’s operations software products, including TMW Suite, TruckMate and Innovative. The bidirectional information flow can be used to create reports that identify markets where most of the best drivers are hired.

By using data from Tenstreet’s product lineup, fleets can improve their driver recruiting and retention strategies.

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COVER STORY: HIGH-TECH RECRUITING

TransAm Trucking is using the Ships Recruiting software from EBE Technologies to process driver applications more efficiently.

When drivers are hired, fleets can create a “new driver” status automatically in TMW Suite. This status brings visibility to fleet managers to help drivers feel more comfortable during their first days and weeks on the job, says Jay Duquette, TMW Synergize sales engineer.

TMW Synergize, Tenstreet and EBE all can capture an electronic signature from drivers when they fill out an online application.

Online engagement When looking for jobs, drivers might start by visiting online job boards or going directly to the websites of familiar companies. As they surf, ads begin to appear on websites unrelated to trucking or in their social media news feeds. Intrigued, drivers may click a few ads and fill out some applications.

This phenomenon is called “remarketing,” and it’s all by design. Research shows that by the time drivers – or anyone, for that matter – conclude a job search, they have tapped an average of 16 different resources for information. The only buying decision with more “touch points” is an automobile.

With so many trucking companies vying for drivers’ attention online, engaging them is a competitive and complex business.

“Drivers are being targeted in so many different ways,” says Dennis Veneklase, vice president of operations at Conversion Interactive Agency, a Brentwood, Tenn.-based company that provides recruitment, advertising and marketing services for transportation companies.

One way carriers can recruit more effectively is to mobilize their online presence, Veneklase says. Whereas drivers once took the time to go to a carrier’s website and fill out a longform job application, they now expect the interaction to be fast and to the point.

More than 80 percent of drivers own connected mobile devices such as smartphones, and nearly 70 percent of job applications today are being sent from mobile devices, he says.

Conversion Interactive uses “responsive code” for the websites and landing pages it designs for carriers to deliver a smooth user experience on any device. Veneklase recom52

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mends giving drivers the option to complete short-form job applications and have the systems and processes in place to respond quickly as qualified leads arrive.

Conversion Interactive’s Virtual Recruiter software system operates in the background of a carrier’s recruiting website.

As soon as the driver submits a short- or long-form application, the software verifies if the carrier’s minimum requirements are met. It gives a recruiter an automated phone call with the option to connect to a qualified driver instantly.

Recruiting drivers online is more complex than buying banner ads on websites – at least if the plan is to contact qualified leads faster than the competition.

Randall-Reilly – owner of CCJ and other digital and print publications – provides lead generation services to carriers based on their specific hiring criteria and preferred driver types. The company’s audience of drivers engages regularly with its news websites and jobsites that include CareersInGears.com and BestDriverJobs.com.

By collecting behavioral data, Randall-Reilly can create targeted marketing campaigns for clients, says Nick Reid, the company’s vice president of digital services. Using its audience data, Randall-Reilly can show advertisements to drivers that have specific job experiences such as flatbed. The company also uses Web retargeting technology to place ads for specific types of drivers based on behavioral data.

“We also do a lot of work through social channels by targeting drivers on Facebook and YouTube for advertising,” Reid says. When a driver is watching a video on YouTube, he may see a pre-roll advertisement from a specific carrier that matches his profile. These and other types of company-specific target marketing plans have a higher conversion rate of leads to hires, Reid says.

Conversion Interactive also provides a range of digital targeted marketing services for clients. “There is so much data out there and ways that we can leverage it to get drivers that are a better fit for carriers,” Veneklase says. “You have to think much broader to remain competitive.”

Ships Driver Recruiting from EBE Technologies automatically tracks the progress of job applicants.

COVER STORY: HIGH-TECH RECRUITING

Lasting commitments Every week, driver candidates for motor carriers of all types attend orientation meetings. They already have been prequalified by their work experience and driving records and are only a few meetings away from getting behind the wheel to earn income with their new companies.

But not everyone in the room will make it that far. Some may have to drop out due to a lack of knowledge or skills to perform the job. Others will make it through orientation, only to quit a few weeks later for any number of reasons. Many will not stay around long enough to celebrate a one-year work anniversary.

Onboarding a driver candidate remains full of challenges.

While the process still depends on some level of face-to-face interaction between employers and job candidates, technology now is playing a more important role in helping carriers make the process more seamless for new hires.

Compared to the industry as a whole, Maverick Transportation has a particularly stringent employment screening process.

Driver candidates for the 1,500-truck flatbed carrier must pass a hair follicle drug test and are checked for sleep apnea.

The North Little Rock, Ark.-based company has diverse operations that include flatbed, temperature control and glass on specialized trailers. During orientation, all drivers must go through a custom training program and master an array of computerized and instructor-led courses on safety, compliance and other topics.

“We want to attract a better quality person because of our brand,” says Curt Valcovik, director of driver training. “Our culture demands that we put the right person behind those maroon trucks.”

Maverick uses EBE’s learning management system to streamline its training process. The LMS provides the framework for all of the fleet’s courses and training content that includes videos, PowerPoint presentations, tests and more.

Curt Valcovik, director of driver training for North Little Rock, Ark.-based Maverick Transportation, says that orientation training plays an important role in driver retention.

The TMW Synergize recruiting software has a workflow and process checklist associated with driver applicants. This workflow is fully configurable to a company’s standards and business rules.

The system gives instructors a real-time assessment of drivers as they go through training. Drivers who begin to fall behind are given an individualized Driver Action Plan to help them succeed. Examples of DACs include helping drivers improve their note-taking or reading skills.

Since Maverick started initiating DACs, fewer drivers are dropping out early. In 2014, the company had 100 DACs, each of which represents a driver that “might otherwise have decided they were not Maverick material,” Valcovik says.

“Drilling down to individuals has really helped our turnover percentages in orientation alone,” he says. Last year, Maverick’s turnover rate during orientation was about 21 percent, a number Valcovik expects will continue to shrink. “Good training will keep that bucket from draining.”

The fleet’s annual turnover rate is about 62 percent. Last year, Maverick received about 58,000 leads and, of those, processed 4,287 and hired two percent. “People come to us because of our educational program and culture,” he says. “Those make them want to be part of us.”

Navajo Express last month changed its pay structure to address a pitfall it identified for new drivers joining its organization.

The company now offers a guaranteed daily wage for drivers with a certain amount of experience.

The program has some conditions, such as the driver “willing to work,” says Varner, but “they do not have to run heavy miles right off the bat.” He anticipates this change will help drivers feel more comfortable as they become familiar with the company and its systems, which “allows us to make sure we are operating in a safe fashion.”

The new pay program was added to Navajo’s existing onboarding process where drivers are set up with mentors and fleet managers to help them succeed during the first weeks on the job.

The pay structure change was inspired by exit interviews with outgoing drivers to identify areas of improvement, Varner says. While Navajo’s current turnover rate is in line with the industry average, “we are taking a lot of steps to get it better,” he says. commercial carrier journal

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Paccar’s MX-13 engine and Eaton’s Fuller Advantage Series automated 10-speed transmission are paired to optimize fuel economy.

New integrated drivetrains speak a language all their own – and that’s a good thing for fuel-conscious fleets By Jack RoBeRts

O

ne surprising trend over the past few years has been the unprecedented market share growth of automated manual transmissions. Many OEMs now are reporting AMT take rates that would have seemed improbable when the first units appeared on North American shores.

Volvo, Daimler Trucks North America and Paccar all report AMT specifications in more than half their tractors sold so far this year. In April, Con-Way Truckload announced it was purchasing 635 new Class 8 tractors – all spec’d with AMTs. While many drivers remain resistant to AMTs, every year more are won over by their ease of use and additional safety advantages. Fleet managers have found them to be largely bulletproof in terms of overall durability, performance and decreased maintenance costs in terms of clutch replacement.

OEMs say that AMTs by themselves can deliver a fuel economy increase of between 5 and 7 percent for a Class 8 linehaul tractor depending on application – another benefit enjoyed by fleet executives.

Now there’s a new wrinkle to the AMT proposition. Integrated powertrains were born out of the ability of vertically

integrated OEMs to design diesel engines and AMTs that communicate electronically using sophisticated proprietary telemetry to further optimize the fuel economy advantages offered by AMTs. Other OEMs and component suppliers saw opportunities to offer similar systems, and soon cooperative partnerships with proprietary code sharing sprang up between Eaton and both Cummins and Paccar.

Multiple benefits Fleets quickly recognized the advantages of integrated drivetrains. “Almost three-quarters of the trucks we sell today have integrated drivelines, and acceptance is still growing,” says John Moore, product manager of drivetrains for Volvo Trucks.

“The product was launched in 2007 with limited production in the first year, so we reached this level in approximately six years.”

The concept resonates with Kevin Tomlinson, director of maintenance for South Shore Transportation. The Sandusky, Ohio-based fleet initially tried AMTs because of the driver shortage. commercial carrier journal

| june 2015 61

EquipmEnt: INTEGRATED DRIVETRAINS

“Today, we’ve actually got a few drivers who only drive AMTs, so it’s made it much easier for us to find drivers,” Tomlinson says. “But even the old guys who didn’t want an AMT really like and enjoy driving with them now. And, of course, there’s a significant safety enhancement involved with AMTs as well.”

While Tomlinson doesn’t yet have solid break-in numbers on his initial AMT units, he posted fuel economy improvements compelling enough for South Shore to commit to Volvo’s integrated drivetrains for its latest tractor purchase.

“Our thought was that we were dealing with two products designed and built together, therefore they would ‘talk’ well together,” he says. “We’re also going to try some Daimler drivetrains, and it’s the same deal.” He believes Detroit’s DT12 AMT was designed specifically to complement the current Detroit diesel engine series.

Fleet demand is one reason that Ryan Trzybinski, product strategy manager for Eaton, sees a bright future for integrated powertrains. He says his company has been integrating its line of automated products with every major engine supplier in North America for more than a decade.

“During that time, market acceptance has grown every year, so we have a very good feeling about where the technology is going,” Trzybinski says. “When you take into account the fact that we are already deeply integrated with multiple engine makers, including those made by Cummins, Navistar and Paccar, the future looks very bright for integration. Soon, vehicle telematics systems are going to help make that acceptance even more obvious to our customers.”

Under the same roof Moore says integrated drivetrains help maximize the AMT’s inherent advantages by using proprietary data communication protocols between the engine and the transmission to enhance a tractor-trailer’s drivability and fuel economy. This is the core of the vertically integrated approach Volvo’s XE integrated powertrain packages for its D11, D13 and D16 engines can downspeed cruising rpm for added fuel savings.

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Cummins and Eaton are initiating more profound levels of integration for their joint SmartAdvantage powertrain partnership.

espoused by both Daimler and Volvo.

“The Volvo engine and Volvo I-Shift automated manual transmission are designed to speak the same language to achieve common project goals set by Volvo engineers,” Moore says. The transmission “knows” the efficiency map for each engine rating, and by continuously monitoring vehicle speed, acceleration, torque demand, weight, grade and both rolling and air resistance, the transmission predicts and selects the engine’s most efficient utilization, shifting gears to match conditions to the engine’s efficiency map.

“This level of teamwork between components is a big advantage of the integrated driveline,” Moore says. The I-Shift’s sensor pinpoints the grade and helps determine which gear to select first, where to put the shift points and if it can skip-shift.

“When one company can design, build and support an entire powertrain, there are really no barriers to what can be done,” says Tim Norton, product manager of powertrain marketing for Daimler Trucks North America. The Detroit DT12 transmission’s shift points are matched to fuel maps in the Detroit engines to ensure the engine always is operating as efficiently as possible and that the transmission never hesitates to find a gear.

The engine and transmission also communicate on a dedicated proprietary network that can share more information faster than a standard J1939 connection. This allows the engine to use DT12 sensor data for Active Driveline Protection and also allows the engine brakes and transmission downshifts to work in conjunction to slow the truck safely on downgrades.

“These are just a few examples of what we can achieve by integrating components,” Norton says.

Many partners Not surprisingly, Eaton has a different opinion on the importance of vertical integration for these advanced drivelines.

EquipmEnt: INTEGRATED DRIVETRAINS

by proactively preparing the powertrain for upcoming terrain “We have always that the driver may not even see.” worked with mulThese functions can be new and different for drivers. IPM is tiple engine makers programmed to drop speed before a hill’s crest in anticipation and to this day of the upcoming downhill. “Drivers may think their cruise continue to have control has stopped working, but IPM knows the speed will ongoing conversaEaton’s Fuller Advantage Series be made up on the downgrade,” Norton says. “As advanced tions with all of the automated 10-speed transmission now electronics and powertrain technology like this become more OEMs,” Trzybinski is being offered on select International commonplace, it is very important for fleets and drivers to ProStar trucks with the N13 engine. says. “That gives us understand the benefits and let the truck perform the way it an inherent understanding of where the market is going, where the technology is was designed.”

Moore says Volvo already has taken its integrated drivetrain going, where integration is going, and how our transmissions technology to higher levels of efficiency with its new XE drivecan be designed to take advantage of all of that, both today train. “Our eXecptional Efficiency package is an integrated and into the future.” drivetrain designed to downspeed,” he says. By running at 200 Trzybinski says the technology partnership that his comrpm less at cruise speed than a comparable nonintegrated pany has with Cummins, and the success of the subsequent driveline, the XE package can improve fuel economy by an avCummins-Eaton SmartAdvantage powertrain, is the latest erage of 3 percent. “Nonintegrated example of how Eaton’s diversity drivelines typically are not used in benefits both companies’ mutual downspeeding due to shifting and customers. “It isn’t the only examperformance issues.” ple,” he says. “We have been able Trzybinski says customer obto take what we have learned from servations are critical to further that and apply similar technologies enhancements. “We have been with other engine makes, including getting a lot of feedback on better the Paccar MX13 and Navistar N13 and smoother shifting,” he says. engines.”

“As the communication between One other area where Tryzbinski the engine and transmission keeps believes Eaton benefits is the comgetting better, we are also hearing pany’s ability to integrate the clutch with the transmission. “By designing – Ryan Trzybinski, product strategy manager, Eaton reports on vehicle performance benefits because the shift decisions and manufacturing the clutch to are more precise and more accurate.” work in harmony with the transmission and understanding He says Eaton’s other products that aren’t yet as deeply the intricacies of these two components, Eaton can deliver a integrated also benefit from these technologies, especially in total package,” he says. terms of fuel efficiency gains. “All of these new advancements are going to have a positive effect on everybody.”

Fuel-saving spec Regardless of which design approach OEMs choose, they are convinced that integrated powertrains will remain the spec of choice for fuel-conscious fleets.

“When we launched the DT12 transmission, we said it makes all the drivers in the fleet perform like experienced pros,” Norton says. “IntelDetroit’s integrated powertrain features the DD15 ligent Powertrain Manageengine, DT12 transmission and Detroit axles. ment goes beyond what even the most experienced driver can do –

Market acceptance has grown every year, so we have a very good feeling about where the technology is going.

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| june 2015

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Why do I have to top-off oil in my engine?

By Dan Arcy Shell Lubricants

Most of you probably check your oil level each day or when you fill your fuel tank. Low oil level can lead to faster degradation (oxidation) of the oil, faster consumption of the oil additives and potentially shorter engine life.

When discussing the issue of oil consumption, we must keep in mind that there are only two ways oil is consumed in a diesel engine: oil is either burned in the combustion chamber or it leaks through seals or gaskets.

There are also a number of factors or conditions that can affect the amount of oil an engine consumes. Some of the factors that affect oil consumption include engine idle time, driving conditions, load, terrain, engine operating temperature, oil volatility, fuel dilution, and miles on the engine. Another important point to remember is that no two engines are alike.

You may have noticed that engine oil consumption has been reduced with late model trucks. New oils help control piston deposits which results in better oil consumption control. Newer piston and piston ring designs, along with changes in engine operating conditions, are also factors.

Oil formulation can help provide the best oil consumption control. Premium motor oils are formulated to exceed the most current requirements of all North American truck engine manufacturers, as well as those of the American Petroleum Institute. ® Shell Rotella engine oils are formulated with a careful balance of detergent, dispersant, anti-oxidant and anti-wear chemistry designed to maximize engine protection.

Adding a gallon of oil every few thousand miles was once common. We now see late model engines that will go an entire drain interval without requiring that any additional oil be added. However, we still recommend you check your oil daily and top-off as required.

To further help monitor conditions in your engine, we recommend having an oil analysis program. It is one of the most effective ways to monitor the condition of your engine. A regular oil analysis program helps you build a historic database and watch for trends in a variety of areas. Ideally, you want to analyze a sample of used engine oil after every oil change.

This monthly column is brought to you by Shell Lubricants. Got a question?

Visit ROTELLA.com, call 1-800-BEST-OIL or write to The ANSWER COLuMN, 1001 Fannin, Ste. 500, Houston,TX 77002.

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

80

COMMERCIAL CARRIER JOURNAL | JUNE 2015

PREVENTABLE or NOT?

Corvette cuts off Doe’s pizza daydream

H

aving delivered a pallet of Mrs. Frisky’s Rock-Throwing Kits to Toys Galore – off Pudd Pike, in the Smurdley Shopping Center – trucker John Doe was heading eastward on Route 409 with an empty dry van in tow. A drizzling rain was starting to fall, making the roadway slick. It also was approaching lunchtime. “A hot pizza with extra veggies and low-calorie cheese sure would hit the spot,” Doe mused.

After passing some turtle-paced traffic, Doe continued to run in the left lane at the posted speed limit of 55 mph, daydreaming about his upcoming order at Paul’s Pizza Palace. Simultaneously, Hortense P. Pocallia, rolling along slightly ahead in the right lane, John Doe’s efforts to avoid noticed that cars ahead were stopping, but only in her lane. “There must be an a Corvette that swerved accident,” Pocallia concluded as she hit into his path caused him to jackknife and slide off her brakes and swerved her Corvette the wet road and into to the left into Doe’s path, hoping to a light pole. Was this a escape the traffic jam. preventable accident?

Suddenly faced with the Corvette’s posterior, Doe also braked hard, figured that he couldn’t stop in time, steered into the right lane, started to jackknife and slid entirely off the road into a hefty light pole. He wasn’t hurt, but his long-nose conventional now resembled a COE, inspiring his safety director to charge him with a preventable accident, which Doe contested.

Asked to render a final decision, the National Safety Council’s Accident Review Committee upheld the preventable ruling. Despite worsening road conditions, Doe had passed more-cautious drivers instead of slowing down, even when traffic in the next lane was braking. Under those conditions, he should have anticipated lane-hopping by Pocallia and others, NSC said.

Rack up miles. Rack up rewards.

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