CCJ0617 by dwatson

JUNE 2017

SPECIAL REPORT: ELDS

Is looming mandate affecting rates? page 41

CCJ's TECH TOOLBOX

Telematics solves ï¬&#x201A;eet maintenance mysteries page 51

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

MEDIUM-DUTY MAKEOVER

page 63

Class 6-7 trucks get new features, options

AIR DISC BRAKES

page 28

Adoption rate grows, payback time shrinks

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For additional information on Isuzu’s full line of Low Cab Forward trucks please visit www.isuzucv.com or call (866) 441-9638 Vehicle shown is a prototype with optional equipment; some equipment is dealer installed. Supreme is a trademark of Supreme Corporation. Please see your authorized Isuzu dealer for details. * Fuel economy based upon independent third-party testing. © 2017 ISUZU COMMERCIAL TRUCK OF AMERICA, INC.

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

DOT not against OOIDA request for Supreme Court to hear ELD case

he U.S. Department of Transportation has declined to file a brief opposing the OwnerOperator Independent Drivers Association’s request for the U.S. Supreme Court to hear its lawsuit against the federal government’s The Supreme Court has not yet decided whether it electronic logging device mandate. will hear OOIDA’s case against the ELD mandate, but it could issue a decision as early as June. Paul Cullen Sr., the attorney representing OOIDA and truckers Richard Pingel and Mark Elrod in the ELD challenge, said it’s not uncommon for the government to decline to file in such court cases. However, Cullen said the Supreme Court could ask DOT and the Federal Motor Carrier Safety Administration to file an opposition brief before deciding whether or not to hear the case. OOIDA filed a writ of certiorari in April asking the nation’s high court to hear the case and, ultimately, strike down the mandate. The Supreme Court could decide as early as June whether to take up the case, Cullen said, but if the justices decide to ask DOT to file comments, it could delay the court’s decision to hear OOIDA’s appeal. The Supreme Court receives hundreds of petitions each year but usually only hears a few dozen cases. The 7th Circuit Court of Appeals in October decided against OOIDA in the case, ruling instead to uphold the mandate in full and retain its Dec. 18, 2017 compliance date. OOIDA’s key argument in the case is that the mandate violates truckers’ Fourth Amendment rights against warrantless search and seizure — a point OOIDA Executive Vice President Todd Spencer said hints at constitutional significance beyond the ELD mandate and thus makes the case ripe for Supreme Court review. “Given the conflicting decisions made by lower courts regarding the Fourth Amendment, this case could have serious implications for millions of ordinary citizens going about their normal workdays under constant electronic surveillance without warrants,” Spencer said. OOIDA originally filed the suit in 2016, seeking to have the mandate buried. In addition to arguments that it violates truckers’ Fourth Amendment protections, OOIDA also says the rule does not comply with Congress’ requirements for such a mandate. Scan the QR code with your DOT has maintained the rule does comply smartphone or with congressional requirements and that it is visit ccjdigital.com/ not a violation of truckers’ rights, given that news/subscribe-totrucking is a “pervasively regulated” industry, newsletters to sign up for the CCJ Daily Report, a daily e-mail newsletwhich courts have ruled gives regulators broad ter filled with news, analysis, blogs authority to enact rules to protect public safety. and market condition articles. – James Jaillet

7 U.S. reps back carriers’ request to hasten drug testing change

even members of the U.S. House of Representatives sent

a letter in late April to the Federal Motor Carrier Safety Administration expressing their support for allowing carriers to begin drug-testing drivers exclusively via hair sample — but only after the U.S. Department of Health and Human Services produces guidelines for such tests. A coalition of carriers petitioned FMCSA late last year, asking the agency to allow them to begin drug testing drivers via hair sample, in lieu of a urine sample, rather than waiting on HHS to develop guidelines for hair sample tests, as is specified by the 2015 FAST Act. The April 25 letter from members of Congress asks FMCSA to allow the carriers to skip urine tests in favor of hair sample tests “as soon as HHS issues its guidelines and before FMCSA subsequently completes its rulemaking process” regarding hair sample testing. The FAST Act directs FMCSA to begin accepting hair sample tests to satisfy federal drug testing requirements for truck operators. However, the law says the agency should do so only after HHS publishes guidelines for such testing. The petitioning carriers argue HHS missed a December 2016 statutory deadline set by Congress to publish hair sample testing guidelines, thereby roadblocking carriers that want to perform only hair sample tests. – James Jaillet commercial carrier journal

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JOURNAL NEWS

EPA hints revision or delay in emissions rules for 2018 trailers

he U.S. Environmental Protection Agency hinted in a court document filed in late April that it may alter or delay fast-approaching emissions regulations scheduled to apply to model-year 2018 trailers. The so-called Phase 2 emissions regulations, published last year, call on truck, engine and trailer makers to make significant gains in boosting the fuel economy of tractor-trailers as a means to reduce greenhouse gas emissions. EPA, facing a lawsuit from the Truck and Trailer Manufacturers Association over the trailer-specific portion of the Phase 2 rule, filed a court motion in late April to have the lawsuit stalled for 90 days. The motion argued the agency “could decide to conduct further rulemaking or undertake other actions that could obviate the need for judicial reso-

lution of some or all of the issues raised by” TTMA’s lawsuit. EPA did not respond to a request for the agency to clarify its intentions for the trailer-specific emissions regulations and what it means by “further rulemaking or … other actions,” or whether it plans to consider revising other portions of the rule, such as those pertaining to tractors and engines. Under President Trump, EPA already has announced plans to revise fuel economy standards and emissions regulations relating to light-duty and passenger vehicles, as well as rollbacks to emissions regulations for power plants enacted by the Obama administration. The Trump administration has announced no plans to review or alter heavy-duty vehicle emissions standards.

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commercial carrier journal

| june 2017

Assembled In

Phase 2 emissions standards do not dictate how trailer manufacturers should meet the more restrictive rules.

A three-judge panel overseeing TTMA’s lawsuit on May 8 granted EPA’s request for a 90-day stay of the litigation. Proceedings in the lawsuit are set to resume July 20, barring changes by EPA to the trailer emissions component of the Phase 2 rule. The case is being heard by a federal appellate court in the District of Columbia circuit. TTMA President Jeff Sims said his group also is pursuing a 90-day extension of the deadline for the emissions regulations, given that the court has delayed the lawsuit’s proceedings. The court, however, denied TTMA’s request in the same order that stalls the lawsuit. Sims said his group’s lawsuit seeks to revert efforts to boost trailer aerodynamics to a voluntary basis status, as was the case with EPA’s SmartWay program. Phase 2 emissions standards do not dictate how equipment makers such as trailer manufacturers should meet the more restrictive emissions rules. Instead, they require only percentage-based improvements in fuel economy and GHG emissions. Hurdles are scheduled to be phased in over 10 years, culminating in tractor-trailer-wide standards in 2027. EPA and the National Highway Traffic Safety Administration require modelyear 2027 tractor-trailers to achieve up to roughly 25 percent lower CO2 emissions and fuel consumption versus an equivalent model-year 2018 rig. The standards for the first time set emissions benchmarks for trailers and begin with model-year 2018 trailers. Trailer manufacturers likely will use aerodynamic add-ons, lightweighting and low-rolling-resistance tires to meet the Phase 2 restrictions. – James Jaillet

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JOURNAL NEWS

INBRIEF 6/17 • Ride-sharing technology giant Uber last month unveiled Uber Freight, a matching app aimed at small fleets and owner-operators and focusing on dry van and reefer loads. The app is available for both Android and iOS devices. Fleets can sign up at https://www.uber. com/info/uberfreight/signup. • Only six weeks after a March 30 bridge collapse on I-85 in Atlanta snarled traffic around the city, the interstate fully reopened May 15, a full month sooner than the original June 15 timetable for the project’s completion. Even though through-trucks are not allowed to use I-85 through downtown Atlanta, the closure caused car traffic to be diverted onto the I-285 perimeter, as well as surface streets and other highways, causing longer-thannormal backups and delays. • The multibillion-dollar merger between Swift Transportation (CCJ Top 250, No. 4) and Knight Transportation (No. 24) received federal antitrust approval from the Federal Trade Commission May 1, clearing the way for shareholders of the two Phoenixbased companies to vote on the proposed transaction to form Knight-Swift Transportation Holdings, which would become the nation’s largest truckload carrier. • Daseke Inc. (CCJ Top 250, No. 42), an Addison, Texas-based consolidator of North American open deck specialized transportation solutions, announced the addition of two more companies to its conglomerate: The Schilli Companies, headquartered in Remington, Ind.; and Big Freight Systems Inc., based in Winnipeg, Manitoba. • Polaris Transportation Group, a Toronto-based less-than-truckload cross-border carrier, acquired the shares of Toronto-based J.G. Drapeau Ltd. and Commercial Warehousing Ltd. Drapeau will continue to be led by its current management team. • Celadon Group (CCJ Top 250, No. 32) named Jonathan Russell president and chief operating officer, replacing Eric Meek, who resigned to pursue other interests, according to the Indianapolisbased company. Russell, 45, is the son of Stephen Russell, Celadon’s late founder and former chairman and CEO.

commercial carrier journal

| june 2017

Testing supports trailer underride guards

ecent testing by the Insurance Institute for In IIHS’ 35-mph crash test, the Highway Safety shows underride guards underride guard mounted mounted on a trailer’s side provide similar safety on the trailer’s side bent benefits as rear-mounted guards. Proposed man- but kept the car from going underneath the trailer. dates to install rear-mounted underride guards on trailers and other types of trucks are at various stages in the federal rulemaking process. Earlier this year, IIHS conducted two 35-mph crash tests: one with an AngelWing side underride protection device from Airflow Deflector Inc., and a second test with a fiberglass side skirt intended to improve aerodynamics but not designed to prevent underride. IIHS said its tests marked the first time it had evaluated a side underride guard. In both tests, a midsize passenger car struck the center of a 53-foot dry van trailer. In the AngelWing test, the underride guard bent but kept the car from going underneath the trailer, IIHS said. In the second test with no underride guard protection, the impact sheared off part of the sedan’s roof, and the car wedged itself beneath the trailer. IIHS said the car’s occupants in a collision similar to the second test likely would suffer fatal injuries. “We think a mandate for side underride guards on large trucks has merit, especially as crash deaths continue to rise on our roads,” said David Zuby, IIHS executive vice president and chief research officer. – Jason Cannon

TSA warns of truck-ramming terrorism

he Transportation Security Administration last month issued an internal report warning of the potential for terrorists to use trucks as weapons to conduct attacks. TSA also released a list of countermeasures – mostly involving awareness of surroundings and reporting Recent truck-ramming attacks include suspicious activity – that truck owners this December 2016 incident in Berlin in and operators should heed to help prewhich 12 people were killed and 56 were vent such attacks from occurring. injured. Though none have occurred in the United States, truck-ramming attacks have been carried out elsewhere, including a July 2016 attack in Nice, France, that killed 87 people and injured 430, and another in December 2016 in Berlin in which 12 people were killed and 56 were injured. Carriers and drivers should maintain “a high level of alertness,” the report says, and should report suspicious activity to authorities and, in the case of drivers, to their carrier. Other countermeasures for carriers and drivers include parking in secure locations, ensuring vehicles are locked, refusing rides for hitchhikers and other strangers and, for carriers, ensuring route compliance of drivers. Dubbed “Vehicle Ramming: Threat Landscape, Indicators and Countermeasures,” the seven-page internal memo, marked unclassified, was issued to Homeland Security staffers, law enforcement agencies and others. – James Jaillet and David Hollis

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JOURNAL NEWS

Congestion cost trucking $63.4B in lost productivity in 2015

raffic congestion on U.S. highways police-reported crashes and a 7.2 percost the trucking industry an addicent increase in fatalities from crashes, tional $63.4 billion in 2015 due to lost as well as weather impacts. During the productivity, according to the American year, the first quarter had the lowest Transportation Research Institute. The congestion, while the third quarter saw congestion cost for 2015 was a $13.9 bil- the highest congestion. lion increase from 2014. Florida and Texas accounted for the ATRI used truck GPS data, along most state-level congestion, with each with data from the Federal Highway totaling over $5 million. The two states Administration, to determine that the combined to account for 16.5 percent of trucking industry experienced more the nation’s total congestion cost. than 996 million hours of delays in Washington, D.C., had the high2015, which is equivalent to 362,243 est cost on a per-mile basis due to the truck drivers sitting idle for an entire amount of congestion in a small amount working year. The average cost of of National Highway System miles. The congestion for the year was more than cost per mile in D.C. was more than $22,000 for a truck that drives 100,000 $1.1 million for the 59 miles in the dismiles or more annually. trict. New Jersey had the second-highest The research group blames an cost per mile at $483,970 per mile. increase in crashes in 2015 from 2014, Only seven states experienced a June_CCJ_Ancra 8:54inAMoverall congestion cost in including a 3.8 percentRAR_7x4.5.pdf increase in 1 5/8/17 decrease

Florida and Texas accounted for the most congestion in the country in 2015, according to ATRI research.

2015 compared to 2014 – Alabama, Michigan, Mississippi, Missouri, Nebraska, New Jersey and North Carolina. ATRI also found that 91 percent of the nation’s congestion costs in 2015 came from metropolitan areas, with just under $5.8 billion coming from outside these areas. The New York-NewarkJersey City metro area topped the list, accounting for nearly $4.6 billion in total congestion costs. The Chicago metro area followed with $2.1 billion. – Matt Cole

CMY

commercial carrier journal

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JOURNAL NEWS

Congress again slows deployment of wireless roadside inspections

he 2017 fiscal year spending package cleared by Congress last month bars the U.S. Department of Transportation from further work developing or deploying a wireless roadside inspection program until DOT can ensure the program does not duplicate systems already in place at state and local levels, among other hurdles. The measure builds upon congressional intent in recent years to slow progress on a national wireless roadside inspection program until DOT answers certain questions for lawmakers. The Consolidated Appropriations Act of 2017 cleared the House May 3 and the Senate the next day and then headed to the White House for President Trump’s signature. The bill keeps the government funded through Sept. 30. The Federal Motor Carrier Safety Administration is developing, deploying and testing a wireless inspection system and last year announced it was beginning a third phase of testing involving about 600 trucks and drivers. The system’s aim is to inspect vehicles and drivers without the need to stop via roadside sensors and transmission of vehicle data. The agency said last year it possibly could determine the feasibility of a national wireless inspection program as early as September 2017. It’s unclear whether the 2017 appropriations bill will affect that timeline. The bill restricts work on the program by withholding funding for “design, development, testing or implementation of a wireless roadside inspection program until 180 days after [the DOT] certifies to” congressional appropriations committees “that such program does not conflict with existing non-federal electronic screening systems, create capabilities already available or require additional statutory authority to incorporate generated inspection data into

safety determinations or databases.” The bill also requires DOT to address privacy concerns of carriers and drivers regarding wireless inspection data. – James Jaillet

FMCSA last year began a third phase of wireless inspection system testing involving about 600 trucks and drivers.

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commercial carrier journal

| june 2017 15

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

Electric company

Is the Tesla Semi a game-changer?

lectricity is a sexy idea in trucking, and you can blame that on Elon Musk, a guy who aims to send normal people into space just for fun. In April, the serial entrepreneur tweeted that his engineering team “has done an amazing job” on the development of the Tesla Semi, which he called “seriously next level” and teased a September 2017 debut. Last month, the Tesla Semi was thrust back into the spotlight when Musk showed the first rendering of the tractor during a talk at the 2017 TED Conference in Vancouver. The rendering is somewhat indiscriminate. Those are definitely LED lights I see in the tweeted photo. Other than that, the artwork doesn’t provide much more than a tease, but we can deconstruct a few things: • The high roof appears to be trailer-height, and there is probably a solar panel in it. • The windshield looks to wrap around the front of the truck. Not TESLA SEMI: Elon Musk called it “seriously next level” and teased a September 2017 debut.

BATTERY-EXCLUSIVE: The level of power needed for a viable electric Class 8 is unprecedented.

GOING THE DISTANCE?: The use of a range extender is almost a certainty on the Tesla Semi.

commercial carrier journal

| june 2017

Tesla boss Elon Musk tweeted this rendering of the company’s in-the-works Class 8 tractor.

surprisingly, you probably can expect some aggressive aerodynamic lines on the real-world model. • It’s not street-legal, because it doesn’t have mirrors. About 20 minutes into the TED talk, host Chris Anderson noted the rendering doesn’t look like a “little friendly neighborhood truck. It looks kind of badass.” Other than dropping a few keywords such as “heavy-duty” and “long range” and noting the truck would be one that drivers would want to drive, Musk was detail-light on the Tesla Semi. “It’s meant to alleviate the heavy-duty trucking loads,” he said. “This is something which people do not today think is possible. They think the truck doesn’t have enough power or it doesn’t have enough range. With the Tesla Semi, we want to show than an electric truck actually can out-torque any diesel semi.” Musk previously disclosed the Tesla Semi would share “a lot” of common parts with the Tesla Model 3 sedan, including its motors. Now, let’s circle back to one of Musk’s key terms: long range. Tesla anticipates the Model 3 will deliver an all-electric range of at least 215 miles. That’s not exactly long. Recharge estimates for the Model 3 aren’t available yet, but according to Tesla’s website, a Model S that has been driven 300 miles needs eight hours and 42 minutes

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.

The battery-powered big rig first must overcome some ‘power’-ful hurdles. to fully recharge. At that rate, it would take about 30 hours to drive Interstate 10 across Texas – about 14 hours of driving, plus 16 hours of charging. At just under 900 miles, you’d need another almost nine-hour charge as soon as you crossed into New Mexico. Electric motors put out massive amounts of torque, which is a huge drain on batteries. The level of battery-exclusive power needed for a viable electric Class 8 is both unprecedented and mind-boggling considering that one gallon of diesel represents about 38 kilowatt-hours. Torque in an electric motor can be software-limited, so maybe a toggle switch will allow the driver to adjust torque on the fly, dialing it up and down as the route demands to save battery life. Every little bit helps, but a range under 300 miles – less than 150 miles one way on a charge that can take more than one-third of an entire day – isn’t going to turn a lot of trucking heads. The use of a range extender is almost a certainly on the Tesla Semi, most likely through a bank of batteries located in a connected trailer, heavy use of solar panels or both. Additional batteries will have a negative impact on payload, but anything under a 600-mile range isn’t going to cut it, and Musk is adamant those extra miles won’t come from an integrated hydrogen fuel cell. Around the Tesla complex, there’s a race to see which happens first: Does Musk, through his SpaceX program, send a shipment of people into orbit before he hauls a load of Texas cattle to Santa Fe with the Tesla Semi? We may find out in three months. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Nikola Motor Co. will work with Fitzgerald Gliders for initial truck assembly and anticipates its first 5,000 trucks will be assembled by Fitzgerald.

Nikola Motor details options for hydrogen truck's leasing, design

n a letter sent in late April to reservation holders of its Nikola One tractor, Nikola Motor Co. detailed possible changes to lease options and the truck’s chassis design. The letter, signed by Nikola founder Trevor Milton, says the company is “evaluating several pricing options for a lease or purchase of the Nikola trucks.” One such option is a mileage-based system that charges drivers a fixed cost per mile to operate a Nikola truck, with a minimum annual mileage. “We anticipate this price-per-mile option could reduce the overall cost of ownership, compared to a diesel, by as much as 30 percent,” Milton writes. “This price-per-mile option will also help drivers better control their cost of ownership by billing them for each mile driven – rather than a set lease price whether a truck is on the road and making money.” Nikola expects pricing specifics to be available for review by early 2019. Between now and October 2018, Milton writes, an updated version of the Nikola One tractor will feature chassis changes that will reduce weight and size, provide better visibility, increase storage and lower the fifth wheel. “We also plan to announce where our first hydrogen station will be built and begin development of that station,” he writes. Road testing is expected to take place from October 2018 to October 2021. “We will also conduct three years of winter (extreme cold) and summer (extreme heat) tests, which exceed tests required under U.S. regulations,” Milton writes. “We will also be working to certify our truck’s compliance under all applicable regulations.” – Jason Cannon commercial carrier journal

june 2017

INBRIEF • Daimler Trucks North America opened its new High Desert Proving Grounds in Madras, Ore. Built over a 13-month period, the $18.7 million research and development facility sits on 87 acres and includes a 3.5-mile test-track loop and 32,000-square-feet building. The proving grounds will be used to validate truck designs and test connected vehicles, platooning and autonomous trucks.

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

• Jacobs Vehicle Systems signed a new long-term agreement with DTNA for its diesel and natural-gas engine retarding systems and valve actuation mechanisms to remain standard equipment for Detroit DD13, DD15 and DD16 engines. • Mack Trucks now offers a proprietary 16,000-pound front axle for its Pinnacle Axle Back and Axle Forward models. The FXL front axle is designed to provide a stable and smooth ride under heavy load while also simplifying maintenance. Mack axles are engineered to work seamlessly with the company’s MP engines and branded transmissions.

As truck and engine manufacturers are trying to achieve the maximum fuel economy for their equipment, the trend is to use lighter viscosity oils to assist in reducing fuel consumption. These full synthetic or synthetic blend oils are expected to provide fuel economy benefits, but not compromise on engine durability. Through extensive testing on synthetic blend Shell Rotella® T5 10W-30, Shell has demonstrated a 1.6% fuel economy improvement benefit vs. conventional 15W-40* with no compromise on durability. Manufacturers develop their engines to operate efficiently with specific viscosity grades, so you should check with them to see which viscosity grades they allow and/or any specific conditions such as ambient temperature, which may influence the use of those viscosity grades. The SAE and API have established minimum requirements for lighter viscosity oils which should allow for effective protection of key engine parts.

• Meritor’s 13X single-drive axle will become standard equipment on International DuraStar models in July. Optimized for medium-duty applications with standard differentials, the 13X is available in ratios from 3.90 to 6.50 and gross axle weight ratings from 17,000 to 21,000 pounds. It can be configured with hydraulic disc brakes or drum brakes.

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

• Kenworth is adding Meritor Wabco’s OnGuardActive as an option on its T680 and T880 tractors. The advanced radarbased safety system features forward collision warning, collision mitigation and adaptive cruise control.

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

• Navistar made SAF-Holland’s FW17 Series Fifth Wheel a standard specification on its International RH Series regional-haul tractor. • Cummins endorsed two Power Service products for use in its diesel engines – Diesel Kleen +Cetane Boost and Diesel Fuel Supplement +Cetane Boost – the first fuel additive products that Cummins has ever officially recommended.

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

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

• Isuzu Commercial Truck of America began production of its new Class 6 medium-duty truck, the 2018 Isuzu FTR, at a new 80,000-square-foot Spartan Motors facility in Charlotte, Mich.

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

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commercial carrier journal

• Momentum Fuel Technologies now offers an aftermarket fuel management module drop-in replacement for its compressed natural gas fuel systems.

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

Momentum also announced Geotab-based monitoring for CNG fuel level and temperature on all its fueling tanks and systems, providing fleets with CNG vehicles added visibility into fuel usage and driver behavior. • SmartTruck, a provider of trailer aerodynamic solutions, announced that Stoughton Lease is installing its TopKits across its entire rental trailer fleet. • Paccar Leasing now provides automatic toll billing and collecting through its PacToll program in partnership with Bestpass. PacLease trucks equipped with PacToll will consolidate all toll road and bridge fees accumulated each month automatically, and the corresponding toll will be added to the lease invoice. • Carrier Transicold purchased select Impco road and rail transport product lines, including the ComfortPro Auxiliary Power Unit, from Westport Fuel Systems. • Ryder System Inc. announced a strategic service partnership with Workhorse Group Inc., an Ohio-based battery-electric truck and drone manufacturer. Ryder will be the exclusive maintenance and warranty provider for Workhorse’s North American light- and medium-duty extended-range electric vehicle fleet as part of its SelectCare fleet maintenance portfolio. • Dayton Parts debuted an all-makes air disc brake program for heavy truck and trailers designed to cover all major original equipment products from Bendix, Hendrickson, Meritor and Wabco. The program includes piston and double-diaphragm air chambers, carrier bracket kits, component kits, disc pad sets, disc pad and rotor shields, hardware, rotors, tools and calipers – new from Hendrickson and Wabco, and reman from Bendix and Meritor. • Fontaine Modification Fleet Services moved its facility in Laredo, Texas, to a new 27,000-square-foot facility adjacent to TruckMovers, a yard management and third-party logistics service provider. • Penske Truck and Mesilla Valley Transportation (CCJ Top 250, No. 75) partnered to provide a new tractor preventive maintenance program for MVT’s nationwide fleet of over 1,300 trucks. Penske also will provide roadside maintenance with a service guarantee for temporary equipment if a fix cannot be made within one hour. • Mitchell 1 provided its TruckSeries truck repair information to International truck dealers as an integrated component of Navistar’s EZ-Tech and International Service Portal solution.

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Western Star adds XD-25 to Extreme Duty series

estern Star unveiled the second member of its Extreme Duty series, the XD-25. Initially offered on the flagship 6900 as the XD-40, the XD-25 is a hulkedup 4900 with 25 tons of capability. XD off-road suspensions offer maximum ground clearance. Using a double-slippered spring suspension, the springs are controlled with heavy-duty track rods that eliminate the need for spring pins. That allows the spring packs to slide on wear pads without shock loading. The truck’s 3/8-by-3½-by-10¾-inch double-channel 120-ksi steel frame provide a rigid backbone and great stability, and Western Star’s planetary gear sets give the truck the capability to haul massive loads while keeping the chassis more accessible for technicians.

For a truck of its size, Western Star’s XD-25 has a tight turning radius.

Peter Arrigoni, Western Star vice president, said the XD lineup is designed to be more trucklike for quicker maintenance. Butterfly hoods provide easier engine access, and point-to-point wiring with an in-cab fuse panel simplify diagnostics. A quick-disconnect system al-

Lineup offers new options Western Star also announced several new options for its product lineup, including: • A straight truck configuration for the 5700 for expeditor and RV applications in a daycab or sleeper; • A Detroit 23,000-pound front steer axle for the 4800 and 4900 in applications that require a higher front-axle weight rating, such as snowplow, dump and heavy haul; • RollTek seat systems for the 4700, 4800 and 4900 that inflate side-impact airbags, tighten seat belts and compress air suspension seats to the lowest position to protect the driver in a rollover; • Sealed frame rails for the 4700, 4800 and 4900 that reduce corrosion on double-channel and partial-liner configurations; • Abrasion tape for exterior harnesses for the 4700 and 5700 to prevent damage to the wires from debris, water and chafing; • An aftermarket-installed five-man crew cab option for the 4700, 4800, 4900 and 6900 models with either two or four doors; and • An aluminum diamond-plate toolbox for the 4700. – Jason Cannon

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| june 2017

lows the entire fender and air cleaner to be removed easily in one piece for larger engine work. The XD-25 will be powered by a Detroit DD13 next model year, but XD-25s built this year can be equipped with either a DD13 or a Tier 3 Series 60. The truck is equipped with a highspeed planetary gearbox that gives it a top speed of about 65 mph. The Series 60 engine puts out about 505 hp and 1,550 lb.-ft. of torque – about 300 lb.ft. less than you’ll be able to squeeze from a DD13 at a lower rpm. The XD-25 features a 22,000-pound front axle and a 70,000-pound tandem axle in the rear with an 85,000-pound Chalmers suspension A 23,000-pound front axle will be available in September when the DD13 becomes the standard engine. – Jason Cannon

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Toyota to test hydrogenpowered big rig at L.A. ports this summer

uto maker Toyota last month unveiled a hydrogen fuel cell-powered Class 8 truck that the company said produces no emissions and little noise. The company Toyota based its hydrogen-powered rig will begin testing the on a Kenworth T660. truck at the Ports of Los Angeles and Long Beach this summer as part of a “proof of concept” on the feasibility of using hydrogen-powered rigs in drayage operations. “Project Portal” is based on a Kenworth T660 and generates more than 670 hp and 1,325 lb.-ft. of torque. It’s powered by two Mirai fuel-cell stacks and a 12 kilowatt-hour battery, giving the drayage truck more than 200 miles per fill under normal operation. The truck can haul loads up to 80,000 pounds. As part of this summer’s study, the truck will carry containers from the two major Los Angeles-area ports to warehouses nearby. Kenworth, while not involved in Project Portal, said it is “delighted” to see Toyota using a T660 to test the hydrogen fuel technology. – James Jaillet

Cummins Westport ‘Moves to Zero’ with NG lineup

ummins Westport Inc. announced its model-year 2018 natural-gas engines for regional-haul, vocational, transit, school bus and refuse applications. The letter “N” denotes engines that are fueled by natural gas. The B6.7N, L9 and ISX12N engines feature U.S. Environmental Protection Agency and California Air Resources Board low-NOx certification, onboard diagnostics, closed-crankcase ventilation systems and performance and reliability improvements. The ISX12N features a redesigned fuel system with fewer parts to facilitate improved performance. Like the L9N that replaces the ISL G Near Zero, the 2018 ISX12N heavy-duty natural-gas engine for regional-haul, vocational and refuse applications also will be certified to EPA and CARB optional low-NOx emissions standards of 0.02 g/bhp-hr, Cummins said. The 6.7- to 12-liter engines are designed for truck and bus applications up to 80,000 pounds and to provide on-highway natural gas trucks with a 700-mile capability. The ISX12N will be manufactured at Cummins’ heavy-duty engine plant in Jamestown, N.Y. The L9N and the B6.7N are manufactured at the company’s midrange engine plant in Rocky Mount, N.C. All Cummins Westport engines can use compressed natural gas, liquefied natural All Cummins Westport gas or renewable natural gas. No diesel engines can use CNG, LNG or renewable particulate filter or selective catalytic renatural gas. duction is required. – Jason Cannon

Kenworth moves ahead with low-/zero-emissions T680s

enworth is deploying two low-/zero-emissions T680s for drayage operations in Southern California ports, thanks to $9 million in government grants awarded last August. Using a fuel cell provided by Ballard Power Systems, Kenworth is developing a prototype Class 8 hydrogen fuel-cell daycab tractor that uses lithium-ion batteries to power a dual-rotor electric motor, driving the rear tandem axle through a four-speed automated transmission. The batteries are recharged by the fuel cell.

Kenworth said the two initial T680 tractors will be identical except for their power generation systems: one a hydrogen fuel cell, the other a hybrid-electric setup.

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Kenworth said its hydrogen truck is expected to be ready for initial track and on-road testing in the fourth quarter of this year. The truck maker last month began building a second prototype series hybrid-electric T680 daycab designed to produce near-zero emissions. The truck will use the currently available Cummins Westport ISL G Near Zero NOx engine fueled by compressed natural gas to generate electrical power. Initial track and road testing is expected to start in the fourth quarter. Kenworth said the two T680 tractors each will have an electric-only range of about 30 miles, with the onboard fuel – hydrogen or natural gas – designed to provide sufficient range for a full day in regional-haul applications. Kenworth’s work on the two prototypes is supported by grants of $2.1 million for each project from the U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy, with Southern California’s South Coast Air Quality Management District as the prime applicant. – Jason Cannon

UPS unveils extended-range fuel-cell electric vehicle

PS (CCJ Top 250, No. 1) announced it will deploy a prototype extended-range fuel-cell electric vehicle in its Rolling Laboratory fleet of alternative fuel and advanced technology vehicles. UPS is working with the U.S. Department of Energy and other partners to design a zero-tailpipe-emissions Class 6 medium-duty delivery truck that meets the same route and range requirements of the company’s existing conventional fuel vehicles. Unlike fuel-cell auxiliary power units, the FCEV prototype vehicle will use the onboard fuel cell to generate electricity to propel the vehicle. It will be deployed in Sacramento, Calif., where UPS will validate its design and core performance requirements by testing it on the street starting the third quarter of 2017. All the trucks will be deployed in California due to that state’s ongoing investment in zero-tailpipe-emissions transportation and installment of hydrogen fueling stations around the state. Each FCEV produces electricity that charges the batteries continuously, thereby providing additional power and an extended range of 125 miles. The UPS trucks are equipped with a 32-kilowatt fuel cell coupled to 45 kilowatt-hours of battery

Current project plans call for additional UPS trucks to be validated with at least 5,000 hours of in-service operational performance.

storage and 10 kilograms of hydrogen fuel. The drivetrain runs on electricity supplied by the batteries. The project is part of a fuel-cell project grant awarded by DOE in 2013 focused on verifying the proof of concept in commercial delivery vehicles. The project calls for retrofitting conventional fuel trucks with fuel-cell electric systems designed for use in a delivery-truck duty cycle. UPS is partnering with the Center for Transportation and the Environment, Unique Electric Solutions and the University of Texas’ Center for Electromechanics. – CCJ Staff

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in focus: AIR DISC BRAKES

Price remains biggest hurdle to air disc adoption BY JASON CANNON

doption rates for air disc brakes have climbed more than 100 percent in the last five years and show no signs of slowing down. ADB penetration reached 10 percent in 2013 and is expected to close this year at about 21 percent. Driven mainly by large fleets moving toward disc brakes, adoption could hit upwards of 30 percent by 2020, said Paola Carmona, Meritor product manager. “The industry has already arrived at a point where air disc brakes are standard on certain truck models,” said Bill Hicks, SAF-Holland’s director of product planning for the Americas. “This trend will likely continue to expand as more OEMs respond to market demand.” Keeping the beat While segments such as construction, logging and off-highway – “anywhere there is a lot of dirt and debris,” Carmona said – will help keep drum brakes viable, she expects that ADBs eventually will overtake the market. “We believe drum brakes will not go away,” Carmona said. “There are places they do make sense, and they are still the most cost-effective option.” Hicks said that while trailer OEMs to-date have been more hesitant to add ADBs, he foresees new van and specialty models being brought to market with disc brakes as standard and drums as an option. “When you look at fleets and how long they keep tractors and how long they keep trailers, air disc brakes make just as much sense on the trailer side as they do on the tractor side,” said Keith McComsey, Bendix Spicer Foundation Brake’s director of marketing and customer solutions. Benefits overcoming cost The upfront cost remains ADBs’ largest hurdle to wide penetration, but demands placed on equipment from reduced stopping distances – added to a lower cost of maintenance, resistance to brake fade and the elimination of rust-jacking – help offset the financial burden of the roughly $1,200-per-axle upcharge. Tractors are federally mandated to stop within a 250-foot distance at 60 mph, but most OEMs want to build trucks that stop at 225 feet, said Fred Andersky, Bendix Commercial Vehicle Systems’ director of customer solutions for controls and director 28

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A drum brake wheel end would need to be replaced by an air disc brake with a brake chamber, hub and rotor axle.

of government and industry affairs. “In a typical scenario, ADBs’ stopping distance is up to 15 percent better than required,” said Jon Morrison, Wabco’s president for the Americas. Andersky said fleets have started to see the value proposition from a longer maintenance cycle – two drum changes for a single ADB change – and that ADBs can be changed much faster. “It takes about 15 minutes to change pads,” he said. “On a 4-by-2, you can change all the pads versus the time it takes to change one drum.” Difficult conversion While pad replacement is fast and simple, converting your tractor from drums to disc brakes is much more involved. A drum brake wheel end – including the hub, drum, brake, slack adjuster and brake chamber – would need to be replaced by an ADB with a brake chamber, hub and rotor axle. A torque plate enables the adaptation of the ADB to the installed drum brake axle. Carmona said this process isn’t simple and in some cases may not be possible. “Not all suspensions are compatible with air disc brakes,” she said. “There is a financial hurdle in the aftermarket. To do a conversion is a big ordeal.”

While the upfront cost remains ADBs’ largest hurdle to wide penetration, equipment demands are easing the financial burden.

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

Personal or business use?

Tech brings employee vehicle programs into compliance

any commercial and private fleets have employees who use personal nonspecialty vehicles for work to make sales calls and rush deliveries, among other activities. Companies often use a standard IRS mileage rate, currently at 53.5 cents, to reimburse their employees tax-free for their business miles. Another common practice is to pay a monthly flat allowance so employees won’t have to keep track of their mileage. Both methods are a one-sizefits-all solution that can be risky, especially in California. According to the Golden State’s Labor Code Section 2802, employees must be reimbursed for all of their expenses when performing job duties. That may seem straightforward, but “employers have the burden to show they are accurately reimbursing employees,” says attorney Danielle Lackey, general counsel for Motus, which offers a vehicle management and reimbursement ONE SIZE FITS ALL?: Solutions to reimburse employees tax-free for their business miles can be risky. CRITICAL TELEMATICS: Data is becoming central to withstand and respond to compliance inquiries. TECH CAN HELP: Software can automate the Fixed and Variable Rate method for reimbursement.

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The Motus platform helps companies automate the process of tracking mileage and reimbursing employees for business use of personal vehicles.

platform. Telogis’ Logbook app supports commercial drivers and other workers who drive a vehicle for both In California, 61 active personal and business use. lawsuits allege Section 2802 violations against employers, Lackey says. One recently settled case was against a marketing services firm for not parsing out expense reimbursements in its payroll, she says. Employees who used their personal vehicles for work were paid higher base salaries and higher commission rates, but that was not enough. The company was ordered to pay $7 million to settle the lawsuit. The least risky method for vehicle reimbursement is also the most accurate. Motus and other companies offer software that automates the use of the Fixed and Variable Rate method for reimbursement. FAVR uses a calculated rate based on the lifecycle costs for a type of vehicle that is reasonable for the job, and not necessarily the actual vehicle a worker uses. A salesperson may drive a Chevy Suburban, but the company can reim-

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

“Employers have the burden to show they are accurately reimbursing employees.” – Danielle Lackey, attorney and general counsel for Motus burse the employee for the equivalent rate of using a Ford Focus, as a sedan would be a reasonable vehicle to do the job. Lackey says businesses that use a FAVR-based system are protected in court because California and other state laws do not require employers to reimburse for exact expense amounts. But while they can use the cost inputs for a vehicle that is reasonable to do the job, all of this has to be documented. “The data is becoming central to withstand and respond to inquiries,” she says. The Motus platform automates FAVR by breaking down the fixed and variable costs of a chosen vehicle into six components that include depreciation, maintenance and fuel costs. Fuel expenses are based on the ZIP code of where the employee is located. Rather than install a telematics device to track an asset’s personal and business use, companies using the Motus platform can have their employees download an app on personal smartphones or tablet devices. The Motus app automatically captures GPS mileage during work hours. Employees also can start and stop each business trip manually and make adjustments between business and personal use as needed. Telogis’ Logbook app supports commercial drivers, mobile sales representatives, supervisors and field workers who drive a vehicle for both personal and business use. Users can swipe their mobile device to label, organize and classify trips by business purpose. Supervisors can administer classified miles, assign unclassified trips to individual drivers and generate private-versus-business mileage summaries and detailed reports for tax reporting. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

PeopleNet adds weather alerts, solution for sharing files

eopleNet, a provider of fleet mobility technology, introduced two new offerings: myRoads, a weather alerting solution that provides drivers with information on current and forecasted road and weather conditions along their route; and myMedia, a software application that gives fleets the ability to exchange documents, photos, videos and other multimedia files between drivers and back-office personnel. With myRoads, fleets can access data related to current radar, temperature, precipitation and wind speed to determine if a vehicle is in or near inclement weather that could impact driver safety and delivery time. The myPeopleNet’s Roads solution myRoads and will be available myMedia on Android-based offerings will tablets as part of be available on the Connected Android-based Fleet platform that tablets as part of connects drivers, the Connected devices and equipFleet platform. ment in real time. When the truck is not in motion, drivers can view animated maps that show road conditions and long-term weather forecasts. When a driver is behind the wheel, the myRoads text-tospeech functionality allows drivers to play detailed weather warnings related to severe thunderstorms, tornadoes, torrential rains and heavy winds. The myMedia solution also will be available on Android-based devices as part of Connected Fleet to allow customers to share audio, video and PDF files. Users can send multiple files at a time with the ability to target distribution to an entire fleet, specific individuals or a customized distribution list. – Aaron Huff commercial carrier journal

june 2017

technology

INBRIEF • Digi International, a provider of machine-to-machine and Internet of Things connectivity products and services, introduced Digi SafeTemps, designed to provide precise and continuous visibility using wireless monitors that automatically generate temperature alerts and reports of perishable goods to meet the U.S. Food and Drug Administration’s Food Safety Modernization Act requirements. Digi SafeTemps monitors three temperature zones: frozen, refrigerated and ambient temperature. • Help Inc. announced that its PrePass weigh station bypass and electronic screening technology now is available at two North Dakota weigh stations, in Mooreton and Williston. The North Dakota Highway Patrol also will deploy mobile PrePass equipment around the state, the 33rd to offer the service. • The Pennsylvania Turnpike Commission approved the toll road’s participation in the Drivewyze Driver Safety Notifications program, a free add-on service integrated with the company’s PreClear weigh-station bypass application. Drivers of trucks equipped with Drivewyze Connected Truck services now receive incab safety notifications when approaching 26 curves and ramps on the Turnpike where advisory speeds are less than the posted speed. • Vigillo, a provider of real-time data for analyzing commercial driver and motor carrier safety performance, announced that Roadside Resume – its solution designed to provide a comprehensive driver safety, compliance and risk profile – now is integrated with SambaSafety’s DriverMonitor driver risk management solution, a product suite designed to provide real-time reporting, increased alert frequency and more efficient driver roster maintenance. • Aljex Software, a provider of web-based transportation management software for freight brokers, announced an integration with SaferWatch, a motor carrier risk management service. When a third-party logistics broker adds a new carrier within Aljex, the SaferWatch integration imports the carrier’s information and provides a risk-assessment score formatted to be intuitive and easy to understand. • MacroPoint, provider of a freight visibility platform that uses drivers’cell phones to give shippers and 3PL companies real-time visibility into load status, and Banyan Technology announced a partnership to expand the MacroPoint platform to include less-than-truckload carriers using Banyan’s live carrier and application program interface connectivity. • MacroPoint announced that Werner Enterprises (CCJ Top 250, No. 11) will implement its freight visibility platform for its North American logistics operations. Werner Logistics manages more than 240,000 freight shipments for partner carriers each year and will use MacroPoint’s predictive analytics, custom alerts and real-time tracking.

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june 2017

SmartDrive adds multicamera triggering

SmartDrive 360 is the company’s

martDrive, a provider of driving solution that allows fleets to deploy up to four additional performance systems, announced cameras around the vehicle. new multicamera triggering capabilities for SmartDrive 360 based on high-risk maneuvers. SmartDrive 360 is the company’s solution that allows fleets to deploy up to four additional cameras around the vehicle. The videos can be offloaded in minutes and, in most cases, reviewed by an expert driving analyst within one hour, according to the company. When a vehicle with SmartDrive 360 experiences a risky maneuver such as a swerve, U-turn or high impact/collision, or when the driver initiates a manual recording, video is captured from all four cameras. The video then is offloaded automatically from the SmartRecorder, along with the in-cab and forward-facing camera views. Previously, these videos were available only on-demand. Now, the immediacy of these videos allows fleets to get expanded insight on those incidents where it matters most, said Steve Mitgang, SmartDrive’s chief executive officer. – Aaron Huff

Comdata develops mobile Comchek payments system

omdata announced a new digital payments system, Comchek Mobile, designed to make the company’s Comchek Express money transfer system a PayPal-like system for sending and receiving electronic funds. Shippers, brokers and carriers typically have used the Comchek Express system to send unique codes to drivers to exchange for cash at locations in Comdata’s proprietary merchant network. With Comchek Mobile, funds can be transferred directly between parties Comdata Mobile by using IDs. users can send, A freight broker or carrier can issue a cash advance receive and access funds via or payroll settlement to a driver by using the driver’s their Comdata unique Comchek Mobile ID. Meanwhile, a driver can Card and use the Comchek Mobile app on his smartphone to smartphone app. pay for over-the-road expenses by entering the ID of a lumper or merchant into the smartphone app. There is no fee to transfer funds to other Comchek Mobile users with an ID. A broker, carrier or driver also can use Comchek Mobile to generate an Express code that the recipient can take to a merchant in Comdata’s network and exchange for cash. The same fee structure for Comchek Express would apply. – Aaron Huff

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technology

INBRIEF • FourKites announced that JDA Software Group Inc., a provider of supply chain planning and execution solutions, selected its real-time freight visibility and orchestration platform to help enhance logistics operations across all operations. FourKites also announced an integration with BluJay Solutions, a provider of supply chain execution software and transportation management solutions. • Xtra Lease is installing SkyBitz’s GXT5000 solar-powered fleet management system on over 50,000 of its over-the-road rental dry vans and reefers, including about 9,000 new trailers purchased this year. The GXT5000 series operates on the 3G/4G and LTE cellular networks and is suited for operations that require near real-time reporting on trailer status to help improve asset allocation and enhance logistics and security. • EFS, a provider of fleet payment solutions, announced that Premier Transportation (CCJ Top 250, No. 88), a Forest Park, Ga.-based irregular-route common and contract carrier for retail and consumer products, selected its payments business because of its technology and ability to integrate its web services with Premier’s existing proprietary software to create a real-time environment. Premier launched with a portfolio of fleet cards, SmartFunds payroll technology and Virtual Payments for maintenance expenses. • Paragon Software Systems, a provider of vehicle routing and scheduling optimization solutions, announced that Dallas-based refrigerated hauler Frozen Food Express has deployed its route optimization software to maximize efficiencies, lower transport costs and improve on-time deliveries for its 200 linehaul trucks and 700 delivery vehicles. • MiX Telematics, a provider of fleet and mobile asset management systems, announced that Archrock, which operates a natural gas contract compression service fleet, selected MiX Fleet Manager for its capabilities to serve oil and gas fleets, scalability, ability to implement telematics for both light- and heavy-duty vehicles and centralized data collection and analysis. • Driver iQ, a provider of background screening and driver monitoring services, announced that its solutions were selected by Laredo, Texas-based GRT Transportation, which operates 194 tractors from three terminals, to hire and onboard qualified drivers faster and more effectively. • Bolt announced that its cloud-based fleet management system was selected by Styline Logistics, a Huntingburg, Ind.-based less-than-truckload furniture carrier with more than 170 company trucks and 20 independent contractors, to reduce out-ofroute and empty miles and improve equipment utilization.

commercial carrier journal

june 2017

Wex’s ClearView Advanced targets fuel waste

The Exception Module in the Wex

ex Inc., a provider of corporate platform shows patterns in fuel transactions that indicate waste payment systems, launched and fraud. ClearView Advanced, the next generation of its ClearView Essentials fleet analytics and benchmarking platform for fuel and vehicle data. ClearView Advanced includes fuel price optimization algorithms and driver messaging, both intended to change behaviors and save on wasteful fuel spending. The platform is designed to enable fleet managers to: • Identify drivers who purchase expensive fuel, violate company policies, commit theft or otherwise make poor fuel purchasing decisions; • Send automated messages to the identified drivers, encouraging them to change their behavior and come back into compliance with company policies; and • Track the behavior of messaged drivers to measure effectiveness and follow-up with those who have not changed. “ClearView Advanced turns insights into action,” said Kurt Thearling, vice president of analytics for Wex. “It allows fleets to prompt drivers to take action, such as stopping the use of premium fuel, refilling at less expensive stations or taking care when entering odometer readings. Our goal is to help fleet managers leverage data, resulting in cost-effective and efficient operations.” – Aaron Huff

Element launches next-gen Xcelerate TMS

lement Fleet Management launched Xcelerate, a platform designed to allow fleet managers to tap into real-time next-generation analytics and customizable Element’s Xcelerate Report reports, leveraging the same foundational Center is designed to provide comprehensive reports for all technology that enables instant movies, aspects of fleet management. online purchases and streaming media. With a highly intuitive user interface, the Xcelerate customer portal is designed to streamline tasks such as asset and driver management and maintenance and to generate reports. The Xcelerate dashboard also is formatted to make it easy to identify trends and exceptions, such as higher-than-normal fuel spend, vehicle downtime and compliance risks. The Xcelerate Report Center is designed to provide comprehensive reports for all aspects of fleet management from vehicle orders to fuel usage and costs to accident management. With a user-friendly design, customers can create, customize, schedule and share reports and create favorites for quick and easy access. – Aaron Huff

technology

McLeod Software updates LoadMaster, PowerBroker

cLeod Software announced the release of version 17.1 of its LoadMaster Enterprise and PowerBroker management systems for asset and nonasset transportation customers. Highlights of the new version, according to the company, include: • New decision support tools for EDI Automatic Order Creation to assist the automated order acceptance process. • More ability to analyze financial activity with McLeod IQ, a business intelligence application. • Two new rating methods added to the tariff-based rating engine in PowerBroker LTL. • New features to help refrigerated carriers with Food Safety Modernization Act compliance. An equipment match process allows carriers and brokers to specifically set default temperature requirements based on commodity, customer, shipper or consignee. • CRM Sales Pipeline Report for forecasting that shows sales opportunities with a percentage of completion and potential dollar amount to better plan and forecast. • Embedded Google and ALK Maps for viewing without a new window. • Canadian hours of service. New integrations for LoadMaster Enterprise and PowerBroker includes: • SaferWatch for onboarding carriers. • A new module to integrate LoadMaster with SmartDrive’s video safety monitoring system. • Geotab’s HOS solution to automate the driver hour updates within the LoadMaster Dispatch module. • An enhanced fuel interface with Comdata to set up a one-time and daily

limit for miscellaneous products. • New support for a workflow-based dispatch process with Blue Tree Systems. • New support of Omnitracs workflow for IVG units.

• An enhanced PeopleNet interface that includes the ability to process trailer drop-and-hook events. Signature information can be stored through the integration with DocumentPower imaging. – Aaron Huff

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technology

in focus: DRIVER RETENTION PLATFORMS Vinemont, Ala.-based R.E. Garrison Trucking is outfitting its entire fleet of more than 700 tractors with EpicVue in-cab satellite TV systems.

Different approaches Technology, perks, pay allow fleets to address driver retention at its source BY JAMES JAILLET AND AARON HUFF

dvances in technology are providing carriers with a more scientific approach to tackle driver retention. Data gleaned from electronic logging devices and transportation management software systems allows carriers to use algorithms to track driver behavior and target those deemed at risk for leaving. It also allows carriers to implement driver scoring and ranking platforms. Predictive modeling Predictive modeling allows fleets to use increasingly available data, such as hours of service and mileage, to identify turnover patterns and alert carriers to drivers whose data shows a termination risk. Fleets then can intervene to engage at-risk drivers and potentially prevent their exit. Providers of such systems, including Omnitracs and StayMetrics, work with fleets to develop a custom program designed specifically around their operational and retention needs. These

commercial carrier journal

june 2017

vendors also can implement a standard off-the-shelf program geared toward smaller carriers whose data sets may not be as unique as those for larger ones. More tech-savvy fleets can build their own in-house predictive models. “We can look at data for drivers that have quit at a company in the past and what led up to it and then use patterns to look for similar patterns going forward,” said Lauren Dominick, head of predictive modeling for Omnitracs. “Red flags usually come up with any variability. People are creatures of habit, and generally when we see variability, it’s predictive.” Variability in hours and pay are some of the strongest indicators of drivers at risk of quitting, said Dominick. StayMetrics offers a similar platform, tailoring custom predictive analytics programs to carriers’ operations. Load One uses StayMetrics for its 300-truck fleet. Often, the driver unhappiness issues uncovered by the program are small and can be fixed easily, said John Elliott, president of the Taylor,

Mich.-based company. But Load One wouldn’t know to engage those drivers without the StayMetrics system. “If we didn’t have the survey and the technology, the odds are that drivers will just say ‘I’m done with this, I’m out of here,’ because they didn’t talk with somebody about a little issue that could have nagged at him,” Elliott said. “It helps us identify those things and nip turnover.” Elliott credits StayMetrics’ platform with lowering turnover by nearly 20 percent over a six- to nine-month period. Employment perks Driver recruiting and retention strategies often center on ways to increase pay, home time, respect and enthusiasm for a demanding job. A number of products and services can help fleets do just that. Earlier this year, management at R.E. Garrison Trucking (CCJ Top 250, No. 204) – a 700-truck refrigerated carrier based in Vinemont, Ala. – discussed the possibility of equipping trucks with satellite TV. The strategy was to boost the company’s recruiting efforts, says Shawn Nelson, director of driver relations. Nelson says R.E. Garrison already pays its drivers a high per-mile rate and that management was not convinced that a premium DirecTV package from EpicVue would make enough of a difference to justify the cost. That frame of thinking changed when one of R.E. Garrison’s driver teams— the most difficult type to recruit — unexpectedly left to work for a company in Georgia that actually paid three cents less per mile. The team drivers told Nelson they would have stayed but that the new company had satellite TVs in its trucks. “That’s when we started looking at

technology

Pay trends CarriersEdge recently added a survey tool to its online driver training platform. The company has been using the same tool to administer the Best Fleets to Drive For program for the Truckload Carriers Association. Fleets that use the CarriersEdge training platform can create surveys for drivers to complete after taking a safety training module. A survey also can be delivered through the CarriersEdge mobile app for drivers or sent to their personal or work email accounts, says Jane Jazrawy, chief executive officer. As part of administering Best Fleets to Drive For, CarriersEdge identifies strategies and trends among the top performers for driver retention and satisfaction. Making pay more predictable has been one area of focus for fleets. Jazrawy sees more use of guaranteed driver pay programs to prevent uncontrollable factors such as traffic congestion and equipment breakdowns from creating variances in weekly compensation. Of the top Best Fleets to Drive For in

2017, 44 percent had weekly minimum pay guarantees, she says. Top carriers also provide drivers with access to pay information on a daily or weekly basis. Some also provide detailed performance scorecards and human resource data. Drivers who work for carriers with

transparent pay and human resources information frequently use the word “honesty” in surveys to describe their work experience, Jazrawy says. Given the intensity of the driver recruiting and retention battle, that may be the best feedback any carrier can hope to attain.

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(EpicVue) as a retention tool,” Nelson says. To equip its entire fleet, the monthly cost for the EpicVue subscription is about the same as what it costs R.E. Garrison to hire a few drivers to replace those that otherwise might quit, says Nelson. He estimates the cost of hiring a new driver to be about $6,500. “The cost for EpicVue is very nominal when you start adding it up,” Nelson says. “If we save two or three drivers a year, the system pays for itself.” R.E. Garrison will be installing the service in all new trucks going forward. “We want to make it as comfortable as possible for drivers,” he says. The fleet uses EpicVue’s new in-motion service that allows the nondriving team partner to watch live TV in the sleeper bunk and to record shows for later viewing while the vehicle is moving.

RoadLog is easy to install and simple to use. Plus, it’s the only ELD with a built-in log printer. That get’s you through inspections faster and keeps your phone private and secure. Choose the mandate solution developed and backed by Continental, a global leader in regulatory compliance systems, with over five million electronic logging devices in use worldwide. Find out where to get RoadLog. visit: www.vdoroadlog.com Call: (855)-ROADLOG E-mail: roadlog-sales@vdo.com

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Understanding TBN in Modern Heavy Duty Engine Oils

istorically, Total Base Number (TBN) has been perceived as a key indicator of remaining useful oil life in heavy-duty engine oils. While acid neutralization is still an important function of engine oil, changes in engine design and the move to Ultra Low Sulfur Diesel (ULSD) fuels have decreased the amount of acids produced in the engine and influenced oil formulations over the last decade. This article explains the differences in ASTM test methods for TBN, industry changes leading to the current categories, and the change in how TBN values may be interpreted with the new oils. The Test Methods ASTM D2896 is the test method most commonly used to measure TBN on new oils. Use of a very strong acid identifies both “hard” and “soft” TBN, giving the total alkalinity reserve of the sample. The value obtained from this test is the number reported on most technical data sheets. ASTM D4739 is the test favored by oil analysis labs on used oil samples. Using a weaker acid, it only identifies alkalinity from metallic elements like calcium, magnesium, and zinc.

These metals are often doing double-duty in the oil (calcium provides detergency and also acid neutralization; zinc in the popular antiwear additive ZDDP also contributes to anti-oxidation). This test does not identify newer ashless (i.e. non-metallic) additives, and reported values will be lower versus ASTM D2896. API CJ-4 to CK-4 When the industry updated from API CI-4 / CI-4+ to API CJ-4 oils, the new oil chemistry differed from those of previous service categories. To safeguard the effectiveness and service life of exhaust after-treatment devices, API CJ-4 limited sulfated ash to no more than 1%, and oils were formulated with lower levels of metallic additives and new ashless additives. This resulted in finished oils with lower TBN under the ASTM D4739 method versus the previous category. As a result of increased levels of ashless anti-oxidants, many current CK-4 oils may reflect a higher initial TBN via ASTM D2896 than previous CJ-4 versions, but those same new oils will also likely reflect an even lower TBN via ASTM

D4739, due to the decrease in over-based metallic detergents (which create ash when burned, leading to engine deposits). The table below illustrates the differences one might see in initial observed TBN values, depending on the API specification claimed and testing method used:

Volvo / Mack T-13 – New Industry Test for Oxidation Stability If TBN is no longer the best measure of useful oil life with regard to oxidation stability, how do we know that the new oils are up to the task? Mack addressed this topic with the inclusion of their test protocol as part of the new API CK-4

standard as well as Volvo / Mack’s own proprietary VDS-4.5 specification. This new test evaluates the candidate oil’s oxidation stability, nitration and resistance to bearing corrosion. CJ-4 technology generally cannot pass this test without a significant antioxidant boost, making the T-13 test a critical part of the new CK-4 standard, as well as setting the performance limits for Volvo / Mack’s VDS-4.5 specification. Passing this grueling test indicates a significant increase in oxidation protection even at lower TBN values by ASTM D4739. Putting It All in Perspective As additive chemistry has shifted, the standard TBN testing protocol simply doesn’t provide the same level of insight that it once did. When looking at used oil analysis reports, the full range of available data should be considered. If TBN appears to be low but all other criteria are good (low wear metals, corrosion control, viscosity / oxidation control), there is likely little reason to worry.

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

IMPROVING COMMUNICATION PAGE 55

REPORTING VEHICLE HEALTH PAGE 56

MIXED FLEETS, MULTIPLE PORTALS PAGE 57

TECHNICIAN TRAINING PAGE 58

PREDICTIVE MAINTENANCE PAGE 59

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

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PART 6: Maintenance With today’s technology, the time it takes to triage a truck can be cut to minutes and even performed by the truck itself while it’s on the way to the shop.

Real-time diagnostics slash downtime, boost productivity BY JASON CANNON THE BUREAU OF LABOR

Statistics forecasts that nearly 77,000 new diesel technicians will be needed over the next 10 years, while vocational programs graduate just more than 10,000 newly-minted technicians every year. The debate rages on about the degree of the shortage of mechanical manpower, but what’s not

debatable is the technological sophistication needed by technicians to succeed in today’s repair shop. Current model-year trucks can self-diagnose fault codes before an event occurs and communicate those needs to the driver, dispatch and repair shop in real time. On early-model trucks,

the check engine light was the standard diagnostics indicator. The actual fault was anyone’s guess, and it could take several days before it was discovered. Today, under many circumstances, the time it takes to triage a truck can be cut to minutes and even performed by the truck itself while it’s on the way to the shop.

This level of sophistication has, in most cases, curbed downtime by improving communication among everyone involved in the repair process – including the truck itself. In this sixth edition of CCJ’s Tech Toolbox, we look at some of the technology and methods available to fleets that can help streamline the diagnostics and repair process, control downtime and improve productivity. Be sure to visit CCJTechToolbox.com for other installments and multimedia content and to sign up for special Tech Toolbox webinars and newsletters. Next month: How to decide which technology makes sense for your business.

PART 6: Maintenance

IMPROVING COMMUNICATION COMMUNICATION PLAYS A CRITICAL role in truck maintenance, whether it’s the driver telling dispatch of a need, or a shop updating the fleet on a repair’s status. As drivers focus more on their own efficiency than the truck’s mechanical performance, diagnostics capabilities have become a linchpin in the communication process between the driver’s seat and the fleet. “You get immediate visibility of emissions-disabling-type faults,” says Phil Taylor, Central Oregon Truck Co.’s vice president of maintenance, who estimates the company has 75 tractors operating on Kenworth’s TruckTech+. “It gives us an opportunity to communicate with the driver. You can actually make the driver part of the process.” Taylor says a telematics-based diagnostics service gives the Oregon-based fleet the opportunity to “plan” a

A telematics-based diagnostics service gives Central Oregon Truck Co. the opportunity to “plan” a truck to a shop that can support the repair.

truck to a shop that will have both the capacity and the parts to support the repair. “There’s a few things we can do to overcome an out-of-service event based on those [fault] codes,” he says. Previously, the company would populate the fault codes through its PeopleNet-powered mobile communications system, which wouldn’t provide information about potential local service providers or the code’s severity. “Today, we can see on a scale of one to five how severe the problem is,” Taylor says. “Is it something we need to deal with right now, or is it something we can deal with when a driver is out of service or expired? It gives us a lot of information that we can manage by.” Of all the benefits reaped from a remote diagnostics platform, the one that stands out most is the improve-

ment in communication “from the truck to the fleet,” Taylor says. “Although the communication is coming via a call center, we’re getting those notifications in real time so that it allows us to get ahead of the issue, typically prior to failure.” When a fault surfaces, the entire company is pulled into the loop and can take action from there, Taylor says. “Those codes and everything you get, they also go to our operational team so that they know how to adjust,” he says. “If we have a fault code, what do we do for the driver? We can respond to it earlier. We can make adjustments and avoid a service failure to a customer or, more immediately, to the driver.” Getting ahead of a failure allows Central Oregon to maximize the driver’s and the truck’s uptime. “Our goal is to always plan general mainte-

PART 6: Maintenance nance activity when a driver’s hours of service are expired,” Taylor says. Tim Gray, remote diagnostics coordinator for Averitt Express (CCJ Top 250, No. 21), says that drivers for the Cookeville, Tenn.-based company “really like the peace of mind where someone else is monitoring their tractor.” Averitt has eight breakdown coordinators that provide around-the-clock monitoring. “We want them to know that they’re operating a safe piece of equipment,” he says. The flow of information also has helped replace the mechanical ability that Taylor says many of today’s new drivers seem to have lost. “It used to be that drivers out on the road were kind of gearheads – they had a lot of mechanical aptitude,” he says. “Today, we don’t see that capability or that aptitude on the driver end.” While some millennial drivers may be less mechanically inclined, they tend to understand the codes and electronic notifications coming from the ECM, Taylor says. “With the technology on these trucks, understanding and education leads to making that driver part of the process and making him understand what’s going on,” he says, adding that drivers frequently understand the technology but not how it affects them. “Part of it is learning how to make our drivers successful,” Taylor says. “How do we allow them to understand and be part of the process?” The flow of communication from the truck was designed to supplement, not replace, the feedback coming from the driver’s seat, says Sherry Sanger, Penske Truck Leasing’s senior vice president of marketing. “The information a driver can provide is essential,” Sanger says. “What [telematics] does is it essentially allows an alert to go out that allows us to reach out to the driver and ask them if they are experiencing problems, to potentially help them identify things they can’t hear. What they are experiencing in the vehicle is still valuable information.”

Fleets can receive a health report via Navistar’s OnCommand Connection every morning.

VEHICLE HEALTH REPORTS WHEN YOU GO TO THE DOCTOR, YOUR

personal physician knows most of your vital signs and symptoms before knocking on the door of the exam room where you’re waiting. That same level of data is available to service bays via a vehicle health report. Health reports can contain more than 130 parameter values and store data every 30 minutes for up to 500 reports – the equivalent of five days on the road. Shelby Tidwell, maintenance manager for Royal Trucking, says the West Point, Miss.-based company receives a health report via Navistar’s OnCommand Connection every morning with the vital signs of all the units in the carrier’s fleet. “You can click on the health report, and it will give you a fault code action plan,” Tidwell says. “It will tell you ‘This is going to derate the engine. You need to get it fixed.’”

Listed in the health report is a list of service locations, including dealers closest to the truck. Royal has been using OnCommand for about three years and has gone from 20 trucks initially on the platform to now include the company’s entire fleet of ProStars equipped with both Cummins and Navistar engines, as well as Freightliners equipped with Detroit engines. “We can go in there and monitor the health and the status of all our trucks at any time, no matter where the truck is,” Tidwell says. “You can see the different fault codes, the DPF status … there’s just all kinds of information you can get.” Tidwell has integrated OnCommand with the fleet’s Omnitracs platform, using OnCommand to extract the data and build the health report that includes the truck’s VIN, unit number, model, time, odometer reading and

Royal Trucking receives a health report via Navistar’s OnCommand Connection every morning with the vital signs of all the units in the carrier’s fleet.

PART 6: Maintenance diagnostics trouble codes. “If they’re red, they need attention,” he says. “If they’re yellow, we can wait until it gets back here. If they’re gray, it’s either inactive or the ABS – maybe the guy spun a wheel or broke traction.” With help from Royal’s local dealer, Waters International, the company customized its email alerts to include only the events that “were going to cause a wrecker bill and downtime,” Tidwell says. Everyone in the shop receives the email, and Royal’s breakdown service manager is responsible for seeing that faults are monitored and addressed. The report’s real-time data also helps catch major issues before they result in downtime. “Maybe it shows the guy’s got low fuel pressure and that he probably needs a fuel filter,” says Tidwell, who notes the reports also are valuable tools in monitoring the aftertreatment system. “Maybe the driver blew through the regen[eration] light and didn’t do what he was supposed to,” he says. “We’d need to call the driver and see what’s going on.” Tidwell says the health report helps Royal control downtime. “We don’t have to send a truck to a dealer or shop and depend on them to tell us what we need, or we get to the shop and they say ‘We can’t look at it for two days,’ and you wait two days to find out it was only a coolant level sensor or something.” Tidwell says he’s not sure how much time OnCommand and its health reports have shaved off Royal’s downtime, other than it’s “significant” and that efficiency has improved. “It gives us a snapshot every morning of what the fleet’s doing and what problems we’re having,” he says. “It gives us the flexibility to say, ‘OK, that’s something you can come back to the yard with,’ or ‘No, we need to get that in the shop now,’ or ‘Yes, we can send you by an independent shop to get that looked at.’”

Averitt Express’ fleet is comprised of more than 4,500 tractors from multiple OEMs.

MIXED FLEETS AND MULTIPLE PORTALS FLEETS COMPRISED OF TRUCKS

from multiple OEMs often are put off by remote diagnostics and the prospect of having to manage each of the individual platforms that come with them, but in some cases the segregation of proprietary information can be more helpful than headache. Averitt Express uses separate portals to manage Volvo’s Remote Diagnostics, Cummins’ Connected Engine, Eaton’s ServiceRanger and Freightliner’s Virtual Technician across its fleet of more than 4,500 tractors. “I like it individualized,” says Tim Gray, who became the fleet’s remote diagnostics coordinator in August 2013, coinciding with the timeframe

when OEMs began making diagnostics standard on their trucks. “If I need to invite one of [our field service managers] in to see how a repair is going at one of our dealers, I don’t want him to have to filter through a bunch of other OEMs,” Gray says. Keeping each make separate from the others also helps direct repair information to all parties involved on a need-to-know basis. “It would be very easy to click on, say, a Freightliner tractor and then accidentally invite our Volvo rep in … it’s a lot easier to get your communications mixed up,” Gray says. “To me, it would be a lot easier to make a

“It’s greatly improved downtime. If a tractor triggers a fault code and it’s a service-soon event, that lets us know that we can plan our repairs depending on the fault code. Depending on the severity of the code, it might could wait toward the end of the week.” – Tim Gray, remote diagnostics coordinator, Averitt Express

PART 6: Maintenance

CHANGING HOW TECHNICIANS ARE TRAINED A GENERATION AGO, a set of wrenches was about all a good technician needed

Averitt Express uses separate portals that segregate proprietary diagnostics information to manage its mixed fleet of more than 4,500 tractors. mistake [using a combined portal].” While platforms such as Noregon’s TruVision or Navistar’s OnCommand Connection can consolidate multiple portals, using each OEM’s separate portal helps Averitt Express capture all proprietary repair data. “If I’m buying a [proprietary engine], each one of those OEMs has expertise with their engines that nobody else does,” says Scott Sutarik, Geotab’s associate vice president of commercial vehicle solutions. “The problem is that while those two programs are universal, they don’t have the detail that Freightliner would be able to provide on Detroit, for example.” A singular portal for each OEM also keeps technicians focused on the task at hand by allowing them to concentrate on a certain group of tractors. “When I’m working on the Volvo portal, for example, I know I’m only in there looking at Volvos,” Gray adds. From those portals, Gray has access to all the information he needs to arrange an expedited repair at one of the OEM’s shops, a nearby dealer or an independent shop. For example, Volvo’s Remote Diagnostics platform allows him to pull a fault code from the tractor and schedule a repair at the closest facility with the needed part. “What I always do is go ahead and send [the shop] that fault code, and [the report] has the part number listed on it,” he says. “That way, when the driver rolls in there, that shop leader has already got that fault code and knows what part is needed.”

to get a down truck back on the road. Fast-forward 25 years, and a laptop and a host of other modern accessories are standard issue, forever changing the type for training for today’s technicians. “You’re needing someone who is computer-literate,” says Dewey Bishop, technician trainer for Memphis, Tenn.-based Ozark Motor Lines (CCJ Top 250, No 143). “Four or five years ago, technicians didn’t have an email address. They didn’t need one and didn’t know what one was. Now, with all the online training, they need email addresses.” “We fussed for years at them for having their cell phones out on the floor,” says Glen McDonald, Ozark’s director of maintenance. “Now, that’s how we’re going to deliver [information] to them.” Computer literacy is becoming just as important as mechanical aptitude, and trade schools have started to shift their coursework accordingly. “The technicians coming out [of trade schools] are more trained,” says Tim Gray, Averitt Express’ remote diagnostics coordinator. “They’re actually receiving training on technology.” The level of training for new technicians is something their veteran peers are having to learn on the fly. “I have some great mechanics, and they’re scared to death of a laptop computer,” says Phil Taylor, Central Oregon Truck Co.’s vice president of maintenance. Many of today’s shops employ techncians with varying degrees of training, some good with their hands and others good with computers – all working to find their way to common ground. “The younger generation is a lot more computer-literate, but they depend too much on computers,” says Shelby Tidwell, maintenance manager for Royal Trucking. “A computer is only going to tell you so much. You still have got to be able to troubleshoot and find problems.” “The whole millennial generation seems to be very receptive to [diagnostics],” Taylor says. “But if you ask them to change a wheel seal, they might struggle a bit. [The mechanical] part of it seems to be harder to find.”

To keep trucks up and running at Ozark Motor Lines, a laptop and a host of other modern accessories are standard issue.

PART 6: Maintenance Intelligent predictive maintenance is what Bill Combs, director of connected fleets for Penske Truck Leasing, calls ‘the ultimate goal.’

PREDICTIVE MAINTENANCE WHEN A TRUCK THROWS A FAULT CODE, IT’S TOO LATE.

The code only displays when there’s a problem that needs to be fixed, but today’s technology is marching slowly toward the kind of sophistication that can alert drivers and fleets to a problem before it’s ever actually an issue. Ozark Motor Lines’ predominantly Freightliner fleet uses the OEM-standard Virtual Technician. The fleet also has partnered with tech startup PreTeckt to develop a prognostics platform capable of sending alerts before a fault occurs. “I’ve always fussed and said ‘I don’t need 15 different systems on my truck,’ but [PreTeckt is] looking to try and tell you ahead of time that the light’s fixing to come on, that something’s happening inside that’s going to trip it so we can plan ahead of time,” says Glen McDonald, Ozark’s director of maintenance. PreTeckt connects to the truck’s diagnostics port and automatically configures the truck to the network. Dewey Bishop, Ozark’s technician trainer, says the company currently is testing the platform on 30 of the carrier’s units and that he communicates with PreTeckt every few weeks as the group works to refine the system. “It looks really promising,” Bishop says. PreTeckt’s networked service continuously logs the truck’s sensors and sends alerts for anomalies that indicate early signs of failure. The potential to plan maintenance better is the prospect that most excites Bishop. “With [standard diagnostics], the problem has already happened and lets you know after the fact,” he says. “You can try and arrange for service, but you’re very limited most of the time – 300 or 400 miles is about the best you can do once the problem already happens. If we can identify a week or two ahead of

time along the truck’s daily route, we can schedule through the shop and have it repaired before the problem ever begins.” McDonald says Ozark tries to perform all maintenance in-house and that using a nonproprietary provider allows the flexibility to better plan and route repair services. “We want to discover it before it happens and route it to one of our shops and not have to limp him in,” he says. The PreTeckt platform is self-learning so that when one truck on the network experiences a maintenance issue, it communicates with the rest of the trucks to recognize the symptoms that could predict a similar failure. Bishop’s shops most often see high volumes of similar issues because they’re running 700 of the same trucks, and PreTeckt’s real-time data insights that allow Bishop to log in and see various operating data from any truck play a key role in preventing breakdowns. “For example, if a doser nozzle starts to stop up in one of our trucks, the fuel pressure increases,” he says. “If I can log in and look at the fuel pressure on another truck at any given moment, when I see it starting to increase, then I know a problem is about to happen.” That level of predictive maintenance is what Bill Combs, director of connected fleets for Penske Truck Leasing, calls “the ultimate goal.” “When the truck can tell us there’s an issue, the driver may not have seen a light on the dash, and it’s possible there’s not even a light on the dash yet, but we’re getting data telling us that vehicle is in trouble,” he says. “Then we can proactively reach out to the customer, and our customer can work with us in figuring out how we can deal with that issue.”

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

Improving productivity and profits with telematics

OnCommand® Connection's tools help drivers, technicians and fleet managers work smarter and faster.

hat if there were a way for drivers and fleet managers to quickly and easily see available work/drive times, vehicle locations, truck health and safety statuses? The technology exists, yet only 30 percent of the trucking industry currently benefits from telematics tools. With the launch of additional technologies this summer, Navistar is working to make these and other integrated solutions more flexible, affordable and accessible for fleets of all sizes. Navistar has developed many tools over the years to help customers be more productive across all elements of their organizations, says David Bullen, senior director of application/sales engineering for Navistar’s Connected Services. We asked him to tell us more about OnCommand Connection's current and emerging technologies and the many benefits they provide.

What tools does Navistar offer to improve the productivity of drivers, fleet managers and technicians?

Our entire suite of OnCommand® Connections tools were designed to simplify customers’ interactions with our dealer network, enable better/faster repairs and maintenance in their shops and give better insights into the operation of their trucks. The OnCommand Connection Marketplace, which will launch midsummer, is another example of how we are improving productivity. It is an

open-architecture, cloud-based technology platform where you can find mobile and Web applications to enhance our new telematics product offering, and it enables online purchasing of our telematics product and accessories. To see a complete list of our OnCommand Connection tools visit www.OnCommandConnection.com.

What is your OnCommand Connection remotediagnostics solution? How can it assist technicians and fleet managers?

OnCommand Connection Remote Diagnostics is our industry-leading remote-diagnostics solution, which is

David Bullen has worked in Navistar’s Customer Service Operations and Connected Services for more than seven years. Dave uses his knowledge of telematics and remote-diagnostic systems – and his extensive experience in fleet operations – to empower customers to diagnose their vehicles while on the road, prioritize repairs and avoid unnecessary service visits.

capable of interfacing with virtually all telematics service providers for all vehicle makes. It provides ﬂeet managers insight into what’s going on with their trucks in an intuitive way that is straightforward and easy to understand. Modern commercial vehicles are very complex machines, with an additional layer of complexity added in the computing needed to operate efﬁciently and in compliance with emission regulations. Additionally, we as an industry have worked hard to isolate the driver from NVH – noise, vibration and harshness. That hard work has made for a much better workplace for drivers, but can dampen the ability to hear, feel or smell indications that would alert them to a potential problem before a breakdown. Seeing problems develop and taking action before conditions present themselves to the driver wards off progressive damage, improves vehicle uptime and reduces unplanned maintenance costs and towing expenses. Technicians win by having information to begin triaging vehicles even before they arrive at the service facility. Also, since we retain fault codes and make them available, a tech can see an intermittent issue and potentially take action on it. Without that history, the technician might have to return a truck to service a few times before it presents the problem and associated codes while in his or her hands.

Tell us about OnCommand Connection Telematics. How will this service expand the OnCommand Connection suite of offerings?

Our OnCommand Connection Telematics solution provides access to real-time data using advancedtechnology hardware and applications. It supports all makes and all models of Class 6 through 8 vehicles and will utilize the OnCommand Connection Telematics device, a universal telematics device that plugs into the truck’s service port. The OnCommand Connection Telematics

device, which will be available midsummer, will also provide access to OnCommand Connection. Other telematics companies may present themselves as keeping customers compliant with an ELD solution, but only OnCommand Connection Telematics has a single solution that helps you meet regulations and offers visibility into the health of your vehicles.

I understand the ﬁrst app available on the OnCommand® Connection Marketplace will be the OnCommand Connection Electronic Driver Log (EDL) app. How does this EDL app work, when will it be available and how will it affect drivers and ﬂeet managers?

Our EDL app connects the driver’s mobile device to the OnCommand Connection Telematics device. The app provides quick and easy access to the driver’s daily work and driving-hours log via their mobile device. They’ll know in a glance how much time they have before a mandated break period and the hours available to work. We’ve built the app to meet a number of hours of service rules in the United States, including making log sheets available for drivers and companies operating under the short-haul exemption rules. In addition, the app allows the driver to perform his or her required daily vehicle inspection electronically. From the company/ﬂeet manager’s view, they’ll have a dashboard giving them visibility into: • Drivers’ available work and drive time • Vehicles’ location and inspection statuses • Vehicles’ health and safety statuses This allows ﬂeet managers access to all the information they need to bid accurately and safely on the next load for each of their assets. The EDL app will be available through the OnCommand Connection Marketplace mid-summer and will also be available at this time for download in both Google Play and the iOS App Store.

The Electronic Driver Log app gives drivers and ﬂeet managers quick access to drivers' work- and driving-hours information.

What other driver-productivity tools will be available through the OnCommand Connection Marketplace?

The future is limitless. We have the data and are working to create more tools that will help us revolutionize the connected transportation space and keep drivers on the road.

What products/hardware/ software do ﬂeets need in order to take advantage of all the productivity tools we’ve mentioned? Will they work with all truck makes/ models?

The OnCommand Connection Telematics device will work on all truck makes and models, though special wiring harnesses may be required for connection. The only thing needed to access the telematics dashboard and the ELD/ DVIR information is a valid email address. The Electronic Driver Log app will work on Android™ and iOS phones as well as Android tablets. For more information, visit www.OnCommandConnection.com.

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Isuzu’s 2018 FTR F-Series truck is available in eight wheelbase lengths ranging from 152 to 248 inches and can accommodate bodies from 14 to 30 feet.

OEMs boost medium-duty options, efficiency BY JASON CANNON

hile Greenhouse Gas Phase II regulations have prompted most Class 8 truck OEMs to debut new or refreshed product lines over the last 18 months, the mediumduty segment also has seen varying degrees of refinements and facelifts. Manufacturers now or will be bringing many of these changes to market as part of their 2018 model-year lineups. Ford’s F-Series Super Duty With those federal mandates looming, the most significant changes coming to Ford’s heaviest truck models will be compliance-related upgrades.

For the 2018 model year, Ford is making electronic stability control and traction control brakes standard on all F-650 and F-750 tractors. The system initially will be optional on certain F-750 diesel air-braked straight trucks with high-center-of-gravity body upfits. Other updates by the automaker include an available high-output 240amp alternator for F-650 and F-750 trucks equipped with a 6.8-liter V10 gasoline engine; an optional automatic regeneration inhibitor on diesel models; relocated oil and transmission fluid dipsticks on diesel models; and an available 3-inch extension for the fullwidth front bumper.

The high-output alternator was designed for tow trucks, road service vehicles and other truck applications with high electrical demands. Ordering the higher-output alternator to power auxiliary lights and equipment can eliminate the need to specify a second alternator or generator. The available bumper extension, which was designed to limit potential hood wear and front-end collision damage, moves the full-width front bumper from flush with the grille to 3 inches in front of it while providing additional protection to the grille and the components behind it. The relocated oil and transmission

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EQUIPMENT: MEDIUM-DUTY ROUNDUP

For the 2018 model year, Ford is making electronic stability control and traction control brakes standard on all F-650 and F-750 tractors.

fluid dipsticks can be accessed from ground level. The transmission fluid dipstick also has been moved on gasoline models to provide ground-level access. The gasoline engine’s oil dipstick already was accessible from the ground. An optional automatic regeneration inhibitor on F-650 and F-760 diesel models was designed to give the operator more control over regenerations to clean the diesel particulate filter. Orders for 2018 F-650 and F-750 trucks begin this summer, with deliveries expected in the fall. Ram Commercial’s 4x4 PTO Ram Commercial has made available the LBV LH power-takeoff for its 4x4 Ram chassis as a ship-through option. The RamDrive 4x4 PTO system is designed to take advantage of the open space on the left side of the chassis for installing under-deck equipment such as air compressors capable of up to 185 cubic feet per minute, generators up to 35 kilowatts, vacuum pumps, water pumps and large hydraulic pumps. The PTO system includes a modified transfer case, a PTO assembly, a 1¼-inch through shaft with a 5/16inch key, a high-speed bearing, a plug-and-play wiring harness, safety decals, an installation manual and a 64

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shipping crane for core return. The transfer case features an OEMequivalent five-year/100,000-mile warranty. The PTO has a one-year replacement warranty.

Detroit’s vocational 7.7-liter in-line six-cylinder diesel DD8 engine expands the company’s medium-duty platform that debuted last year with the DD5’s launch.

Detroit’s medium-duty engine Detroit unveiled its vocational 7.7-liter in-line six-cylinder diesel engine that will go into production next February. The DD8 initially will be available in Freightliner M2106, 108SD and 114SD models with a range of 260 to 350 horsepower and a torque range of 660 to 1,050 lb.-ft. The engine expands the medium-duty platform Detroit debuted last year with the DD5’s launch. Vehicles equipped with the DD8 also

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will feature the Detroit Connect Virtual Technician remote diagnostics service. Peterbilt’s Paccar steer axles Peterbilt added Paccar’s 20,000- and 22,000-pound wide-track steer axles to its vocational lineup. Available with standard front air-disc brakes or optional drum brakes as well as suspensions and wheel-end options, both axles will be available on Models 567, 520, 389, 367, 365 and 348 and the 389 glider kit. The Paccar axle is designed for improved maneuverability with a turn angle of up to 50 degrees. Fuso’s gasoline powertrain Mitsubishi Fuso is adding a gasoline powertrain to its FE Series mediumduty cabover that will use General Motors’ 6-liter Vortec V8 engine matched to Allison’s 1000 Series six-speed automatic transmission. The truck will be available in all three Fuso models: FE130, FE160 and FE180, each equipped with a 40-gallon in-frame-mounted fuel tank. The gasoline-powered truck uses the same 33½-inch-wide frame, body attachment capability, wheelbases, cab-to-axle dimensions and box sizes as Fuso’s diesel models.

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EQUIPMENT: MEDIUM-DUTY ROUNDUP Paccar’s 20,000- and 22,000-pound wide-track steer axles are designed for improved maneuverability with a turn angle of up to 50 degrees.

Available in Class 3-5 specs, the truck is expected to carry a maximum payload capacity of up to 12,340 pounds. Production is slated to begin in early 2018. Isuzu’s Class 6 FTR In May, Isuzu kicked off production of its latest Class 6 medium-duty model – the 2018 FTR. The F-Series truck is available in eight wheelbase lengths ranging from 152 to 248 inches and can accommodate bodies from 14 to 30 feet. The FTR’s low-cab-forward design also increases visibility and improves maneuverability with an inner 50-degree wheel cut. The truck is powered by Isuzu’s fuel-efficient 4HK1-TC 5.2-liter turbocharged four-cylinder diesel engine that features 215 horsepower and 520 pound-feet of torque mated to an Allison six-speed automatic transmission with power-takeoff capability. The engine model carries a B10 durability rating of 375,000 miles, an increase of 65,000 miles from its previous 310,000-mile rating. The higher rating means 90 percent of the engine model on the road should reach 375,000 miles before requiring an overhaul. Cummins’ midrange engines Cummins debuted several improvements to its midrange engine lineup for the 2017 model year. The company says its B6.7 engine – the B Series’ platform’s most efficient to-date – is seeing an average Efficiency Rating improvement that exceeds the program’s 7 percent initial target. The B6.7’s efficiency jumped 8.5 66

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percent, while its Performance Rating increased 5 percent over the engine maker’s previous-generation U.S. Environmental Protection Agency 2013-compliant ISB6.7. The Efficiency Ratings also have shown up to a 13 percent fuel economy improvement over the EPA13 ISB6.7. Cummins also added stop-start capability to the B6.7 to provide an additional fuel economy improvement ranging from 3 percent to 15 percent. Stop-start technology allows the engine to operate only when necessary by shutting off during idle to reduce fuel consumption and increase durability. For 2017, the B6.7 also includes a three-year unlimited-mile warranty in truck applications. GM/International’s medium-duty truck When General Motors’ new Class 4/5 commercial truck – the product of a joint development initiative with Navistar – debuts for the next model year, it will be powered by a Duramax engine matched with an Allison transmission. Navistar will engineer the truck’s parts and components, along with the chassis. Closer to the 2019 model year, International plans to unveil a companion truck to the GM Class 4/5 offering using the same chassis, powertrain and engineering. Chevy’s Class 6 cabover Chevrolet’s new dock-height Class 6 model joins the automaker’s lineup of low-cab-forward trucks. Chevrolet launched Class 3, 4 and 5 trucks based on Isuzu’s N-Series last model year. The 6500XD, which is expected to

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be available by yearend for model-year 2018, will accommodate bodies up to 30 feet long and be available in eight wheelbases. With a maximum gross vehicle weight rating of 25,950 pounds, the 6500XD has front axles with a 12,000-pound rating and rear axles rated at 19,000 pounds. The truck is equipped with a standard 5.2-liter four-cylinder turbodiesel engine that delivers 520 pound-feet of torque and is matched with an Allison 2500 Series six-speed automatic transmission with power-takeoff. Ford Transit’s standards, options For model-year 2018, Ford is making some changes to its Transit commercial van, including moving the standard rearview camera on medium- and high-roof models above the rear doors. Transit – which became America’s best-selling commercial van in 2015, and in 2016 became America’s bestselling van, including minivans – also will get a locking glove box, a rear-door exit handle and a rear LED cargo lamp switch, all as standard equipment. Optional equipment available for model-year 2018 includes heavy-duty cargo-area flooring; a heavy-duty rear scuff-plate kit; extended-length running boards; a push-down manual parking brake; power-folding shortarm heated mirrors with turn signals; an AM/FM stereo with audio input jack, microphone and Bluetooth interface; D-pillar assist handles for medium- and high-roof models; a forged-alloy dual-rear-wheel package; and a charcoal leather-trimmed heated seating.

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California labor laws, ELDs, technology impact payroll, settlement processes BY AARON HUFF

alifornia has a reputation for passing hotly debated laws that soon are adopted by other states and the federal government. Recent changes to its labor laws may be no exception. The laws have created new administrative headaches and legal risks for California-based fleets with intrastate operations. The problems may not stop at the state’s borders. At the heart of the issue is piece-rate pay. While an industry standard exists for interstate fleets that pay drivers based on load mileages, revenue percentages or flat rates, the practice is under scrutiny by California courts. Since November 2016, Walmart, Schneider Logistics and XPO have been ordered to pay millions to settle class-action lawsuits from drivers. The lawsuits argue the labor laws compel the fleets to account for all driver work-related activities in their pay, even if the activities – such as fueling, vehicle inspections and waiting for dispatch – are not considered productive. Going to an hourly pay structure is not necessary the solution. Fleets are required to give drivers relief from all duties to take meal and rest breaks, or otherwise pay them. The state’s overtime laws also are complex: A 10-hour break that drivers normally would log as off-duty may be counted as work if drivers are required to stay with the vehicle. 70

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The state’s labor laws may apply only to intrastate operations for now, but they set a new precedent for accounting for drivers’ time and activities. On a national level, the electronic logging device mandate could become a similar impetus to restructure driver pay. ELDs can record more than on-duty and drive time. Drivers can electronically record fueling, yard moves, weighing loads, vehicle inspections, loading and unloading, meetings with fleet managers and more activities. Fleets can use this and other data on work activities from ELDs, telematics devices, mobile applications and various back-office driver payroll software systems. Having more driver activity and performance data not only can help navigate the complexities but also provide fleets with opportunities to innovate and create new pay programs and incentives.

Automating payroll Activity-based driver pay already is common among private and for-hire fleets with dedicated pickup-and-delivery routes. Activity pay helps these fleets stay competitive with – and even exceed – the pay of over-the-road operations with more miles and no-touch freight, says Jerry Robertson, chief technology officer of Bolt, an Internet-based fleet management and dispatch software provider. Bolt’s software is designed to capture a variety of data on shipper load details – miles, hours of service, arrivals and departures – by integrating with mobile fleet management systems. Using these data sources, Bolt can compare driver activities and performance with planned dispatch and routing for miles, loads, stops, pickups, deliveries, fueling, dropped trailers and more.

TECHNOLOGY: AUTOMATING DRIVER PAY Bolt’s activity-based pay features were one reason why Mennel Milling Corp. selected the fleet management software. The Fostoria, Ohio-based company operates 70 trucks and delivers up to 200 different types of flour from six mills to customers in the Midwest and Eastern regions. Mennel’s trucks are stationed at three of its flour mills for domestic shipments and also support the company’s intermodal shipping business. Mennel’s pay structure is different by region, terminal and the type of work performed by drivers. Some drivers are paid straight mileage, which is “easy to keep track of,” says Jeremy Decker, transportation safety manager. Other drivers spend time loading and unloading. “In our pay package, drivers are compensated for the hours they are putting in,” Decker says. “That doesn’t mean they are given an hourly wage, but we calculate the hourly wage into a trip rate based on how long it takes, on average, to load or unload a trailer.” Trips that depart loaded and return empty to the same terminal pay a flat rate. For trips that do not return to the same terminal, the company pays drivers an open-ended flat rate that is flat for the trip’s first segment and then mileage-based for subsequent pickups before the driver returns to the home terminal. “Driver pay is then a series of partial flat rates,” Decker says. The time of day also can come into play. “If a delivery is made after midnight on a Friday, a multiplier can kick in to assign additional value,” he says. “There are a lot of moving parts with our structure. We like how Bolt makes all of this easy for us and eliminates extra paperwork and tracking on our end.” Mennel’s drivers also like Bolt’s pay tracking, Decker says. “They see everything, and pay is transparent,” he says. “Plus, they save time every week, too. They no longer have to manually record all of their time.” The software automates payroll by tracking the planned dispatch assignments and routes with the driver’s actual execution. The geofencing capabilities of the company’s PeopleNet mobile platform help automate driver workflow by capturing arrival and departure event data from planned stops. As long as drivers complete the planned loads, the payroll is automated, says Decker, who administers Mennel’s PeopleNet system and Bolt integration while also overseeing fleet safety. “I did most of the setup for payroll,” he says. When Bolt starts working with fleets that have activity-based pay programs, “almost 100 percent are doing it with paperwork,” says Robertson, adding that most of their payroll process can be automated within six months.

California’s labor laws have created an administrative headache and legal risks for intrastate carriers that compensate drivers using piece-rate pay structures.

Mennel Milling Co. uses Bolt’s software system integrated with PeopleNet’s mobile platform to automate driver pay, says Jeremy Decker, transportation safety manager.

Electronic POD The volume of data that can be captured by mobile technologies such as ELDs and fleet tracking systems seldom leaves carriers trying to fill in the gaps in a driver’s workday to calculate payroll. On the contrary, having so much activity detail makes it possible to compensate drivers in a number of ways – and to automate that process. Fleets can use mobile apps to speed the delivery of information and documents from drivers to streamline payroll, among other critical areas of their business. Centurion Auto Transport invested in technology designed to give its dealership customers an Amazon-like shipping experience. “We’re close,” says Claudia Land, training and compliance manager for the Jacksonville, Fla.-based fleet. “We’re not quite there, but we are very, very close.” With the technology, Centurion can automate shipment communications, capture electronic proof of delivery and invoice and pay drivers without delay. commercial carrier journal

june 2017

TECHNOLOGY: AUTOMATING DRIVER PAY sitioned us for automation of driver pay,” Land says. Soon, management of driver settlement sheets will be completed electronically through the fleet’s Synergize imaging solution. “This process will produce significant gains by further reducing paper, decreasing empty miles and increasing the overall drive time,” she says. Using the Android tablets opens new possibilities to host safety meetings online and to implement a driver scorecard. Drivers will be able to view their weekly performance for mileage, on-time service and other areas to earn rewards. All communication will take place between TMW and PeopleNet. “No one will be pounding away on a spreadsheet,” Land says. Jacksonville, Fla.-based Centurion Auto Transport now uses PeopleNet’s Tablet to capture electronic POD receipts but plans to transition to the new Android platform.

At the time of pickup, the fleet’s dealer customers receive an automated shipping notification with the expected delivery date. The dealers use this to provide their own customers with pickup information for vehicles ordered directly from OEMs. The electronic POD began in 2006 – or at least the thought of it. At the time, Centurion started using a mobile application from Airclic on Nextel phones. Drivers would scan the VIN numbers of the vehicles they picked up at ports. In 2007, Centurion took another step toward electronic POD by installing PeopleNet’s mobile platform. The fleet later upgraded from the vendor’s dash-mounted driver displays to its Windows Tablet device and engaged its Tailored Solutions group to develop a custom auto-hauling workflow. With the workflow, Centurion drivers receive load assignments and scan vehicles at pickup. The scan triggers an automatic notice to customers for the scheduled delivery date. Land says the company eventually should be able to provide an accurate delivery ETA within a two-hour window. If vehicles are damaged in transit, drivers can use the Tablet and workflow to capture details and provide instantaneous information to customers. Upon delivery, drivers capture an electronic signature from the customer. Last year, Centurion replaced its legacy Unix-based fleet management system with TMW Systems’ TMW.Suite platform. The integrated PeopleNet-TMW workflow allows the fleet to invoice customers on delivery day. “That is something that auto haulers have never been able to do,” Land says. “We’ve always had to wait for the driver to return with paper bills of lading to provide a proof of delivery.” Centurion is testing a new Android tablet for PeopleNet’s ConnectedFleet platform and plans to begin deployment across its 255-truck fleet in July. “The pairing of PeopleNet and TMW has significantly po72

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Mobile driver apps Mobile driver apps also can clear a path toward automated driver pay. The technology is helping fleets and drivers accelerate the flow of POD receipts and other trip documents to the office to complete billing and payroll. Fleets with over-the-road operations traditionally have paid for drivers to use overnight mail and truck stop scanning services. Today’s apps can capture pictures of PODs, toll receipts and other trip documents and index these images to loads. Venezia Bulk Transport is vetting vendors of different mobile apps to help the drivers of its 500 trucks. The Limerick, Pa.-based company currently uses an overnight dropbox mail service that does not guarantee that documents will arrive on time. With an app, drivers will be able to get trip documents to the office instantly to “prevent some frustration” in meeting the payroll deadline, says Frank Venezia, director of operations. Another feature Venezia plans to include in an app will

Limerick, Pa.-based Venezia Bulk Transport plans to use a mobile driver app to capture documents needed to complete billing and payroll for the drivers of its 500 trucks.

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TECHNOLOGY: AUTOMATING DRIVER PAY receipt, along with other required documents for loading, unloading and detention events that may be subject to accessorial charges. More fleets today are using mobile apps to capture these images, Davis says. FlowLogix compares the documents and data captured by a driver to each shipper’s or customer’s billing process. It also compares the captured data to the payroll and expense reimbursement process that is set up in the system’s driver master files. As part of the process, FlowLogix can identify any exceptions and trigger an automatic email to a driver, customer allow drivers to view their live payroll information to know or other party to capture missing data or documents. If all what trips will be included in their next check. of the workflow is complete, the system automatically will The app will integrate with Venezia’s TMW.Suite back-ofgenerate an invoice and driver settlement. fice software system that automatically calculates mileages The module also can be used to set up custom driver pay and tracks loading, unloading and detention events for programs, including guaranteed pay. If a driver meets a set of driver pay. performance criteria but fails to meet a weekly minimum for Another step that Venezia would like to automate is cappay because of unforeseen circumstances such as weather or turing arrival and departure events at shipping and receiving delays, FlowLogix can be used to configure a payroll process locations. Drivers currently capture these events by pushing to increase the driver’s pay to a certain amount, Davis says. “macro” keys on the fleet’s onboard communications system. Ray West, senior vice president and general manager of TMW Systems’ software product platforms, says that both Configuring TMS systems activity-based and hourly driver pay programs are becoming Every motor carrier has its own unique setup for driver pay. more common among fleets that traditionally have used Some pay hourly, some are mileage-based, and some may mileage-based pay. offer some combination of the two. Others For hourly pay, TMW Systems can may have elaborate schemes that pay drivers capture drivers’ start and stop times using for performance and workflow activities. their login information for location-enabled Some even pay for activities that may not mobile devices and applications. be considered productive or generate revenue, The company’s TMS platforms include such as equipment inspections, attending safeTMW.Suite, Innovative and TruckMate. ty meetings and other routine duties. These platforms track a driver’s progress Driver pay and settlements are woven against his planned load assignments to intricately with the billing process, which confirm that the work has been completed is one of the core functions of transportaand to automate pay, West says. tion management software systems. The Accessorial pay such as detention charges variety of pay programs in the trucking or tarping for flatbed carriers can be set up industry makes it necessary for software in the customer’s master files and verified by developers to have flexible configuration mobile data capture to automate payroll. options to create an automated process for TMW’s The Dawg is an alerting system cash flow processes. that can monitor key performance indicaTo set up an automated driver pay protors for billing and payroll, such as hours, gram and billing process in McLeod Softmileage, dwell time and on-duty and off-duware’s LoadMaster TMS, motor carriers can ty time. Fleets can use The Dawg to set up use the FlowLogix visual workflow module. scorecards and KPIs for performance-based The module has templates and a tool to pay, guaranteed pay, incentives and other TMW Systems’ IES Mobile gives design custom flow charts, says Matt Davis, programs. They also can create custom drivers visibility to information McLeod’s senior FlowLogix developer. spreadsheets and import them into a TMW in the enterprise, including payroll and hours-of-service The automated process typically starts platform to automate payroll and settlement duty status. with the electronic capture of a POD processes, West says. McLeod Software’s Driver Scorecard module pulls data from a variety of sources to assist with driver pay programs.

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Refuse fender

Fleetline’s refuse fenders are constructed of high-density polyethylene and are engineered for corrosion and UV resistance. The two- or threepiece design accommodates tandemand tri-axle applications. Fleetline, www.fontainespray.com, 615-382-6106

Reflective work gloves

Galeton’s Hauler Shine Leather Palm Gloves with Reflective Safety Cuff are sewn with an orange canvas backing and feature reflective tape on the cuffs for increased visibility in low-light conditions. Soft padding on the palm’s inside helps reduce chafing and adds comfort, and the cuffs are rubberized for added sturdiness and safety. Galeton, www.galeton.com, 800-221-0570

Electrical tool kit

Purkeys’ Electrical Tool Kit for testing and diagnosing a variety of electrical issues on heavy-duty vehicles includes a heavy-duty industrial multimeter, a miniature DC clamp-on ammeter, a wide-range miniature infrared thermometer, a temperature probe and general-purpose test leads. The multimeter combines a voltmeter, ammeter and ohmmeter for checking continuity, diodes and capacity, while the ammeter has both a 40-amp scale and 400-amp scale to handle most measurements taken from the truck and trailer. The IR thermometer is useful for battery load tests that require temperature measurements. Purkeys, www.purkeys.net, 800-219-1269

Cargo restraint system

Ancra’s Logist-A-Panel cargo restraint system is a combination captive-beam decking and shoring wall system engineered to replace a standard plywood or liner panel from a sheet-and-post trailer. The trailer wall is designed for custom shoring, strapping and decking solutions, and additional capacity is available by combining the company’s Lift-A-Deck II beam system with slotted panels to customize the trailer’s interior. The system is available as a retrofit kit containing preassembled logistics panels with Lift-A-Deck II track, beams and an accessories kit. The track is available in surface and proprietary recessed-mount designs. Ancra International, www.ancra.com, 800-233-5138

Starter line

Prestolite Electric’s LeeceNeville PowerPro and PowerPro Extreme series high-torque starters are suited for a range of medium-duty, heavy-duty and extreme-use applications. The 12- and 24-volt lightweight starters are engineered to provide power for 12- to 40-liter engines and include high-torque and high-power designs, planetary gear reduction, rotatable flanges and soft-start relays. Leece-Neville Heavy Duty Systems, www.prestolite.com, 866-288-9853 commercial carrier journal | june 2017

PRODUCTS

Grease gun kit

Amsoil’s Deluxe Grease Gun Kit is compiled to provide a smooth messfree application in commercial equipment. Providing up to 3,500 psi, the grease gun is engineered to offer improved pumping performance and ensure adequate grease is applied for the application. The kit includes two grease-distribution options, flexible hose and rigid pipe: The pistol-grip design and rigid pipe allow for one-handed grease application, while the flexible hose is designed to access hard-to-reach locations. Two head ports allow for increased flexibility and comfort, while the plastic tip cover helps protect against contamination from debris. A plunger helps simplify loading. Amsoil, www.amsoil.com, 800-777-8491

Trailer scale

Air-Weigh’s next-generation LoadMaxx Trailer Scale combines the company’s previous LoadMaxx and Quickload trailer scales into one offering with two options: LoadMaxx base model, and LoadMaxx with ComLink. The base model has an icon-based touchscreen display, builtin LED alarm lights, a high-precision pressure sensor, compensation for temperature and altitude change, dual-point PIN-protected calibration and English, Spanish and French language options. The ComLink option is designed to enable drivers to view steer, drive, trailer, GVW and net payload on the display, and tractor/trailer weight information also can be sent to the fleet’s transportation management software system via the built-in data communication interface. Air-Weigh, www.air-weigh.com, 888-459-3444

Oil filter

Hubb’s 8-Inch Spin-On Oil Filter is suited for diesel engines used in work truck and vocational fleet applications. The company’s proprietary filter-in-a-filter is designed to double oil change intervals, reduce oil change costs, increase engine protection and eliminate used filter disposal. The filter media is made with a surgical stainless-steel weave engineered to help trap only combustion contaminants while improving oil flow. Two pressure-differential valves also help enhance flow. Hubb, www.hubbfilters.com, 844-289-7791

Combination lamp Truck seats

Grammer’s Kingman truck seats are available in two versions: Comfort, which includes cloth cut-and-sew-style cushions; and Luxury, which includes leather cut-and-sew-style cushions with heating and cooling ventilation. Both models are available with or without a swivel and feature a high backseat top for added back support, a reclining backrest, height adjustment and a weight adjustment range of up to 285 pounds. Grammer Inc., www.usa.grammer.com, 662-566-1660

commercial carrier journal | june 2017

Truck-Lite’s 44 Series StopTurn-Tail-Backup Combination Lamp is available in flange and grommet mounts. The lamp features a hardwired connector suited for tight packaging applications, as well as the company’s 3-position LED Fit ’N Forget AMP connectors designed to be compatible with existing connection points on the vehicle harness. It is engineered to fit into standard 4-inch round mounting holes to help simplify retrofitting. Truck-Lite, www.truck-lite.com, 800-562-5012

PRODUCTS

Truck sun shade

Truck N ShadeZ’s window shade is engineered to block the sun in a Class 8 tractor while reducing the heat inside. The shade is designed to cover the windshield and both side doors of any commercial truck make, model and year. It can be put in place in less than one minute and taken down quickly and stored neatly in a custom-sized poly bag. Truck N ShadeZ, Trucknshadez.com

Tough Android tablet

Panasonic’s FZA2 Fully Rugged 10.1-inch Android Toughpad Tablet weighs just under two pounds for easy portability and is powered by an Intel Atom Processor with software encryption for enterprise-grade security and management features. Its 800-nit 10-point capacitive touchscreen display makes it suitable for outdoor conditions, and its changeable hot-swappable battery helps deliver more performance hours per shift. Panasonic, www.panasonic.com, 800-405-0652

Air compressor system VMAC’s Underhood150 rotary screw air compressor system for Ford F-650 and F-750 6.8-liter Triton V10 gas engine work trucks is designed to provide a continuous duty cycle and up to 150 cfm and 175 psi. The system is engineered for easy installation and replacement and to work in extreme climate conditions. Vehicle Mounted Air Compressors, www.vmacair.com/uhl, 877-912-6605 commercial carrier journal | june 2017

PRODUCTS

LED bar light

Optronics’ Fusion Thinline surface-mount LED bar light is 20½ inches long, 1 inch wide and ¾-inch thick and can be mounted on body panels, frame posts, docking plates and gussets. The low-profile design hugs the vehicle surface and allows users to avoid cutting large mounting holes; wiring requires one ½-inch

hole and two mounting holes for either rivets or screws. The lenses and housings are made of sonically welded polycarbonate material, and a solid-state design helps protect interior electronics from moisture, shock and vibration. Optronics Inc., www.optronicsinc.com, 800-364-5483

Absorbent sock

Equalizing beam

Hendrickson’s Equalizing Beam with Rotating Bar Pin End Bushing is designed to allow the pin’s angle to be adjusted to match the axle pinion’s angle for a quick and easy beam installation. The bushing’s rubber material and bonding composition help facilitate longer component life, and the rotating bar pin is engineered to lock into place once under way, a proprietary feature engineered to eliminate inner bushing wear. The lightweight beam is made of a proprietary high-strength steel formula. Hendrickson Truck Commercial Vehicle Systems, www.hendrickson-intl.com, 630-910-2800

Power tool roll cab

Snap-on’s 72-inch Master Series Roll Cab has a 12-inch-deep drawer designed to hold eight power tools. The roll cab features the company’s proprietary Lock-n-Roll latch mechanism designed to make opening drawers easier while preventing them from drifting open, with casters engineered to facilitate a smoother ride while providing added weight capacity. A high-security tubular lock and collar help prevent theft and vandalism. Available in 12 colors, the roll cab also features a five-inch drawer suited for vertical socket storage and a three-inch drawer suited for long-handled tools such as wrenches. Snap-on, www.snapon.com, 877-762-7664

commercial carrier journal | june 2017

New Pig’s Static-Dissipative Absorbent Sock is designed to dissipate static to help make cleaning up volatile organic spills such as fuels and solvents safer by reducing the risk of electrostatic discharge when handling flammable liquids and vapors. Suited for truck spill kits, the sock is engineered for safety in low-humidity environments, confined spaces and other areas where static is a concern. The flame-resistant polypropylene material helps impede flammability and floats on water while absorbing and retaining oil-based solvents and fuels. New Pig Corp., www.newpig.com, 800-468-4647

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TIRE/ALIGNMENT

#9060 5-TIRE PRESSURE EQUALIZER SYSTEM

#9067 TIRE COMPARATOR™ (TYPE II) The Ultimate Dual Tire Pairing Gauge – A Quick and Easy Way to Ensure

Inflate, Deflate and Equalize up to Five Tires at Once

Dual-Mated Tires are Within Tolerance

• 0-140 psi working range with high accuracy gauges • Includes five color-coded hoses, hose hangers and holster

• For ½" tolerances • Helps extend tread life and improve fuel mileage

Also Available #9068 Tire Comparator™

TRAILER TESTING

#9200 TACTICAL TRAILER TESTER FIELD KIT

#9008-DL SUPER MUTT® PRO EDITION

(7 ROUND PIN)

One-Man Trailer Testing for Lights, Air Brakes and ABS • Remote controlled from over 200 ft. away • Current, ground and circuit fault detection • Diagnostic Pulsar Mode®, air brakes, leak down and servo testing

Battery Not Included

Test & Clean Tow Circuits on all Trucks and Trailers in North America • Clean all truck and trailer electrical connections • 12-product set with 37 pieces

COMMERCIAL CARRIER JOURNAL

JUNE 2017

TOTAL FLEET SHOPPER

TICKETS All Legal

Problems, 28 Years Fighting for the Trucker!

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COMMERCIAL CARRIER JOURNAL | JUNE 2017

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Bandag .com/better . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FC CCJ Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Citgo Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CitgoLubes .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Comdata . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comdata .com/ccj . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Cummins Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CumminsFiltration .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Cummins Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CumminsEngines .com/uptime . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Direct Equipment Supply Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-992-1478 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ProvingProcision .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 ERoad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ERoad .com/eld . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 ExxonMobil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MobilDelvac .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Freightliner .com/corneroffice . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-19 Fumoto Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 707-545-7020 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 GoNMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844-763-7250 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Great American Trucking Show . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GATSOnline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-438-4693 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Innovative Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IPATools .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OnCommandConnection .com . . . . . . . . . . . . . . . . . . . . . . . .52-53 & 62 International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . InternationalTrucks .com/A26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-31 Isuzu Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IsuzuCV .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JJKeller .com/elogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-248-3855 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IBC Oâ&#x20AC;&#x2122;Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FirstCallOnline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 PCS Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281-419-9500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Penske . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844-868-0817 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 PeopleNet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PeopleNetOnline .com/ELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BC Phillips 66 Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Phillips66 .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46-47 Prestolite Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IdleProExtreme .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Rig Dig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RigDig .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Ryder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ryder .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotella .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 & 23 Thermo King . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ThermoKing .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Thieman Hydraulic Tailgates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ThiemanTailgates .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Total Rubia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TotalSpecialties .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 VDO RoadLog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VDORoadLog .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Vipar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TruckForceService .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Volvo Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VolvoTrucks .us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 Yokohama . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YokohamaTruck .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zamzow-Tarp .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 commercial carrier journal | june 2017

BurgerHouse

PREVENTABLE or NOT?

Doe goes slip-sliding away in parking lot

ohn Doe’s lunch at the Roughrider Truck Stop outside Billings, Mont., had been enlivened by Bobby “Flatbed” Braswell’s tale of a tractor-trailer driver who’d fallen asleep at the wheel and rear-ended a passenger vehicle. The motor carrier was sued for damages but successfully defended itself by documenting that its driver had been negligent in treating himself for sleep apnea and was hiding it from his bosses. At the moment, however, Doe’s attention was devoted to finding a suitable parking place for his 18-wheeler near the snow-covered Billings BurgerHouse on Sweetbriar Road, where he was scheduled to deliver John Doe had parked his some buns. While there was ample tractor-trailer in a steeply room to park and offload freight on sloped ice-covered Sweetbriar, which was relatively flat parking lot, but his rig slid into and dented a straight and merely slushy, Doe wanted to truck parked nearby. Was get closer, so he inched his way into this a preventable accident? the establishment’s large, steeply sloped ice-covered lot and parked 10 feet behind a straight truck whose driver was engaged in munching a burger while updating his paperwork. Alas, the stage now was set for disaster. Departing his cab, Doe entered the BurgerHouse in search of the shift manager, only to be interrupted moments later by the arrival of the straight-truck driver who loudly proclaimed that Doe’s tractor had slid into, and dented, his brand new rig! Adding to the other driver’s dismay, the impact had caused his half-eaten Cheeseburger Supreme to be thrown to the cab floor and ruined! Since Doe contested the preventable-accident warning letter from his safety director, the National Safety Council’s Accident Review Committee was asked to resolve the conflict. NSC immediately ruled against Doe, noting that parking on the icy downgrade had been unnecessary and risky.

commercial carrier journal | june 2017

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