CCJ0715

COMMERCIAL CARRIER JOURNAL

July 2015

ModerN braKiNg

SINCE 1911

The latest air disc developments page 54

The Internet of Things comes to transportation BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

Need a flatbed?

page 62

Check out the latest models and specs

traiNiNg drivers? Prove it

page 38

Document every step of the process

NeW-sCHool Cool

page 28

In-cab refrigerators change with the times

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All trademarks are marks of their respective owners.

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july 2015 | vOl 172 | NO. 7

Get ConneCted

In the consumer world, thousands of devices and applications are compatible straight from the box with the App Store or Google Play, and while the same is not true for the majority of trucking technology, the trends are moving in that direction. More providers are converting to consumer-style platforms, and in-cab computers are becoming mobile hotspots that connect various devices, sensors and third-party systems to the Internet through a single gateway.

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Cover design by David Watson

features

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The other big-rig braking option

At the height of their market domination ahead of the 2013 stopping distance regulations, drum brakes in the heavy commercial truck market held a commanding market share. Those figures have changed somewhat since, as more fleets opt to switch to air disc brakes to reduce maintenance costs and downtime, and more OEMs offer air disc products as both standard and optional equipment on new tractors.

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Trailer focus: Flatbeds

Today’s flatbed trailers are more productive, require less maintenance, are safer and are built to last longer.

Modern engineering techniques have made them stronger and lighter, while running gear and other ancillary items also have made progress. And more flatbed purchasers are willing to pay to protect certain areas that are damaged prematurely by harsh road chemicals or repeated exposure to the elements.

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Innovators: Transport America

The Eagan, Minn.-based truckload carrier develops an automated weather alerting system to keep its drivers and cargo safe and ensure optimal use of its assets.

journal lEADINg NEWS, TRuCkINg mARkET CONDITIONS AND INDuSTRy ANAlySIS

11 News ESC mandate published, will take effect August 2017 … DOT funding bill passes House, fate remains unclear … DOT says data insufficient to recommend truck size, weight limit changes … Hours exemption for livestock haulers extended … Window tint group’s exemption request denied …

C.R. England granted exemption from commercial learner’s permit regulation …

Rhode Island delays trucks-only toll proposal … Congress may help governors tackle West Coast port problems … Next phase of heavy-duty fuel economy, emissions standards proposed for 2018

14 InBrief

commercial carrier journal

| july 2015 3

DEPARTMENTS

ccjdigital.com

technology

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

Editorial

21

Kenworth gives its W900 the spotlight with its limited Icon 900

23 InBrief 24 Daimler asks to use camera systems in lieu of rearview mirrors

24 26 26 27

Mack introduces LR refuse model System brings Peterbilt closer to autonomous driving SuperTruck based on Model 579 surpasses goals Navistar opens new proving grounds

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Editor: Jeff Crissey Executive Editor, Trucking: Jack Roberts Senior Editor: Aaron Huff Managing Editor: Dean Smallwood News Editor: James Jaillet Associate Editor: Matt Cole

Predictive analytics adds more intelligence to routing

34 InBrief 36 PeopleNet acquires Cadec to expand foodservice, private fleet presence

36 36

Aljex develops automated rate module for brokers, carriers First Advantage creates DOT Direct for online driver applications, screening

38 InFocus: Driver training

28 InFocus:

In-cab refrigerators

29

Next-generation heavy-duty engine oil could arrive next year

ALSO IN THIS ISSUE

6

Upfront Walmart case another barrier of entry in California

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69

A sports car hastily exited a high-fenced apartment complex only a few yards in front of John Doe’s tractor, leaving Doe with little time to avoid impact. Was this a preventable accident?

Products Suspension, tires, coolants, LEDs, more

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COMMERCIAL CARRIER JOURNAL

Preventable or Not?

| JULY 2015

79

Ad Index

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Design & Production

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

Trucking Media

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

Corporate

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

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Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by RandallReilly Publishing Co. LLC on the representation that the advertiser and/or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright Š 2015, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

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leading news, trucking market conditions and industry analysis Electronic stability control systems use braking and steering mechanisms that can deploy quickly enough to help trucks maintain directional control.

DOT funding bill passes House, fate remains unclear

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U.S. Department of Transportation funding bill that would retain the hours-of-service restart

rollback last month cleared the U.S. House, passing by six votes.

The fate of the House’s $55 billion 2016 DOT appropriations bill, however, remains murky. President Obama said he would consider vetoing the legislation if it came to him as is, and the Senate still has not began work on its version of a 2016 DOT appropria-

ESC mandate published, will take effect August 2017

T

he National Highway Traffic Safety Administration last month published a final rule requiring all trucks made on and after Aug. 1, 2017, to be equipped with electronic stability control systems designed to prevent vehicle rollovers.

The mandate is aimed at truck manufacturers, not truck buyers and owners, and applies to “typical three-axle tractors.” The mandate only requires stability control systems and not broader active safety systems such as those that brake autonomously.

NHTSA’s rule was required by the 2012-passed MAP-21 highway funding act, and NHTSA says the rule will prevent between 1,424 and 1,759 crashes a year and between 40 and 49 deaths a year.

The systems use braking and steering mechanisms that can deploy quickly enough to help trucks “maintain directional control” and prevent crashes.

NHTSA says monetary savings on crashes, reduced congestion and damage to property will yield an annual societal benefit that ranges from $3.6 million and $19.2 million.

The National Transportation Safety Board last month made a number of additional recommendations intended to help address road safety, such as requiring vehicle manufacturers to install forward collision avoidance systems as standard equipment on all new vehicles.

NTSB also recommended ithe installation of autonomous emergency braking systems.

– James Jaillet Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsletters to sign up for the CCJ Daily Report, a daily e-mail newsletter filled with news, analysis, blogs and market condition articles.

tions bill – which it could put off for several more weeks, if not longer.

The Senate’s upper chamber also likely will pass its own version of a DOT funding measure, meaning the two chambers would have to work out any differences between the bills and vote on new ones, which could mean changes for the House bill.

In addition to continuing the suspension of certain hours-of-service regulations, the House bill bars the Federal Motor Carrier Safety Administration from continuing work on a rule to increase the minimum amount of liability insurance required by federal law for motor carriers, which the agency began to undertake last year.

The legislation also would block investment by FMCSA into wireless roadside inspection technology and permit use of 33-foot double trailers nationwide.

The hours-of-service language in the bill says the full 2013-implemented HOS rule could come back into effect only if FMCSA’s hours study, currently in the works, shows that drivers who operate under the 2013 rule are less fatigued and operate safer than those who operate under the pre-2013 rule.

– James Jaillet

The House bill also bars FMCSA from continuing work on a rule to increase the minimum amount of liability insurance required for motor carriers. commercial carrier journal

| july 2015 11

journal news

DOT: Data insufficient to recommend truck size, weight limit changes

T

he U.S. Department of tion over time and difficulty separating Transportation last month said truck weight enforcement costs from that a congressionally mandated study overall truck safety enforcement costs. on truck size and weight limits yielded The American Trucking Associations insufficient data to make recommendalambasted DOT for saying the longtions for any changes. delayed study shouldn’t be used as a DOT Undersecretary Peter Rogoff basis for policy. wrote in a June 5 letter to congressio“Given the timing of the release of this nal leaders that the research “revealed study, it is an obvious attempt to provery significant data limitations that mote administration policy, rather than severely hampered the Federal Highway give Congress the unbiased informaAdministration’s efforts to conclusively tion it requested,” said Bill Graves, ATA study the effects of the size and weight of president and chief executive officer. various truck configurations.”

Graves said the use of twin 33-foot The report’s purpose was to determine trailers in Florida and North Dakota if differing vehicle combinations would “shows the obvious benefits of this have any effects on infrastructure, safety configuration. As flimsy as this report and law enforcement. Rogoff wrote that is, it at least acknowledges these more the study found a “profound absence” of productive combinations will improve weight data in crash reporting, a lack of efficiency, saving American consumers Ratcheting Winches_7x4.5.pdf 1 of6/8/15 models August_Ancra to predict bridge deck deteriorabillions dollars.”10:09 AM

The Coalition for Transportation Productivity said it welcomed the study’s release despite its lack of conclusiveness.

The Coalition for Transportation Productivity, a group of 200 shippers and allied associations advocating higher truck size and weight limits on interstates, said it welcomed the study’s release despite its lack of conclusiveness. “This DOT data debunks several major points of opposition to six-axle truck weight reform, affirming that the Safe and Efficient Transportation Act configuration is safe, more productive and would reduce vehicle miles traveled without any significant shift of freight from rail,” CTP said.

– James Jaillet

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commercial carrier journal

Untitled-8 1

| july 2015

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JOURNAL NEWS

INBRIEF 7/15 • President Obama in late May signed the two-month highway funding patch passed days earlier by Congress, securing solvency for the U.S. Highway Trust Fund until July 31. This was the 33rd stopgap surface transportation measure in a decade despite introduction of several long-term bills. Lawmakers have not approved a long-term funding bill since 2005, followed by a two-year bill in 2012.

• FedEx Ground agreed to pay $228 million to settle a lawsuit brought by truck operators claiming the company misclassified them as independent contractors and not company employees, thereby denying them certain state-required benefits.

FedEx said the settlement resolves claims dating back to 2000 that concern a model FedEx Ground no longer operates.

• Actor Tracy Morgan and Walmart settled the civil suit brought by Morgan last year that blamed the private carrier’s lack of compliance with federal trucking regulations as the cause in the June 2014 New Jersey Turnpike crash that left one dead and several others severely injured, including Morgan. The terms of the settlement were not disclosed.

• A speed limiter mandate proposal for trucks weighing more than 27,000 pounds was sent to the White House Office of Management and Budget. The proposed governed speed will not be made public until the proposed joint rulemaking by the Federal Motor Carrier Safety Administration and the National Highway Traffic Safety Administration is published in the Federal Register, set for Aug. 27.

• A safety scoring system proposal for carriers that will yield an absolute score in the federal Compliance Safety Accountability program, rather than percentile rankings, is set for publication in the Federal Register Sept. 9.

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COMMERCIAL CARRIER JOURNAL

| JULY 2015

Hours exemption for livestock haulers extended

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he Federal Motor Carrier Safety The exemption extension was requested so that Administration last month drivers can safeguard livestock during long-haul renewed the exemption for livestock deliveries without having to take a rest break. haulers from the hours-of-service rule’s 30-minute break provision. The exemption has been renewed for two years through June 12, 2017.

The Agricultural and Food Transporters Conference of the American Trucking Associations requested that the exemption be renewed to enable drivers to safeguard livestock during long-haul deliveries without having to take a rest break.

The National Pork Producers Council said complying with the break provisions could place the health of animals being hauled at risk, especially in hot conditions.

– Matt Cole

Window tint group’s exemption request denied

T

he Federal Motor Carrier Safety Administration denied an exemption application from the International Window Film Association to allow the use of window glazing to the driver’s immediate right and left that does not meet the light transmission requirements specified in the Federal Motor Carrier Safety Regulations.

FMCSA rules forbid truck windshields and windows to the truck operator’s left and right to be tinted to a point that restricts light transmission to less than 70 percent of normal.

IWFA said in its application that allowing windows to reduce the amount of light entering a truck could improve driver comfort by reducing the amount of heat entering the cab and could reduce eye strain. It also could lower the amount of energy used to help cool truck cabs, the association said.

– Matt Cole

C.R. England granted exemption from commercial learner’s permit regulation

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he Federal Motor Carrier Safety Administration granted an exemption to C.R. England (CCJ Top 250, No. 17) from federal rules that require a commercial learner’s permit holder who has passed a commercial driver’s license skills test to be accompanied by a CDL holder in the vehicle’s front seat.

The Salt Lake City-based refrigerated carrier applied for the exemption last December, citing it as a way to mitigate the effects of trucking’s driver shortage by getting new entrant drivers into the industry more easily. The exemption, good for two years, will enable C.R. England’s learner’s permit holders to drive in team operations with a driver-trainer. Though a fully licensed driver will be in the vehicle, he or she won’t be required to sit in the front seat, as federal law requires.

C.R. England said that states routinely issue temporary CDLs to drivers who have passed skills tests and that the exemption would allow it to run a team operation productively until the learner’s permit holder can obtain a temporary CDL. – Matt Cole

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journal news

Rhode Island delays trucks-only toll proposal

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hode Island lawmakers last month postponed a proposal to fund repairs to the state’s infrastructure with a trucks-only toll on about two dozen bridges. The legislature is expected to address Gov. Gina Raimondo’s RhodeWorks proposal later this summer or in the fall, said Christopher Maxwell, president of the Rhode Island Trucking Association.

On May 27, the Democrat governor and legislature leaders introduced the plan and had expected to vote on it last month as part of the state budget.

House Speaker Nicholas Mattiello indicated he needed more information about RhodeWorks and that it was not ready for inclusion in the state budget, Maxwell said.

Lawmakers refer to the toll as a user fee, which would be used to fix more than 150 structurally deficient bridges and make repairs to another 500. Electronic tolling would be implemented on bridges on Interstates 95, 195, 295 and 146, and State Routes 6 and 10.

Under the initial proposal, Class 6 trucks and higher would have been charged under the 10-year plan, projected to generate an annual $100 million. Truckers would have paid $6 at each tolling location, totaling $40 to $50 to cross the island in one direction.

On June 2, Raimondo announced Classes 6 and 7 trucks had been dropped from the proposal.

RhodeWorks also had been amended so that trucks would be tolled only once per location per day in each direction.

Maxwell said plan proponents had contradicted themselves in removing the two truck classes. The plan’s premise is that large trucks create nearly all road damage, so it is illogical to remove these two classes, he said. The state weight limits are 76,000 pounds for a three-axle truck and 80,000 pounds for

a five-axle truck.

Trucking and non-industry groups have protested RhodeWorks, noting that when other I-95 northeast corridor states toll, all vehicles are charged, not just truckers.

HowesCCJS15_HalfPageIsland.pdf – Jill Dunn 1

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Under the initial proposal, Class 8 truckers would have paid $6 at each tolling location, totaling 2/3/15 6:04 PM $40 to $50 to cross the state in one direction.

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commercial carrier journal Untitled-2 1

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journal news

Congress may help governors tackle West Coast port problems

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s West Coast port problems persist, Congress is considering legislation to allow governors to intervene in port labor disputes in their states to prevent work slowdowns from crimping freight flow and causing any economic harm. Also, truckers for some drayage carriers are threatening to strike over their inability to unionize.

On June 5, Sen. Cory Gardner (R-Colo.) introduced a bill that would allow state governors, not just the president, to invoke the Taft-Hartley Act. The Protecting Orderly and Responsible Transit of Shipments Act would let governors convene a board of inquiry and begin TaftHartley’s process when a port labor dispute is causing economic harm. Once the board reports, governors could petition federal courts to enjoin port slowdowns, strikes or lockouts in their states.

Meanwhile, most Intermodal Bridge Transport owneroperators have threatened to strike if the Los Angeles-area company does not recognize their right to union representation. The drivers, many who were on strike in April, are plaintiffs in pending class action and individual lawsuits against IBT. They have been misclassified as independent contractors instead of employees, said the Teamsters union.

They delivered a June 5 letter demanding recognition from IBT and its sister company, Cosco Logistics Americas.

Also that day, the Intermodal Conference of the

Next phase of heavy-duty fuel economy, emissions standards proposed for 2018

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he U.S. Department of Transportation and Environmental Protection Agency last month announced their plans for Phase 2 of the Greenhouse Gas Emissions Standards and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles.

The proposed standards will begin in model year 2018 for trailers and 2021 for tractors and culminate in vehiclewide – engine, truck and trailer – standards for model-year 2027 vehicles. EPA said the proposed plan would cut GHG emissions by about 1 billion metric tons and conserve about 1.8 billion barrels of oil over the lifetime of the vehicles sold during the program.

Mark Rosekind, administrator for the National Highway Traffic Safety Administration, said the more stringent standards would result in a $10,000 to $12,000 increase in the cost of a new truck. However, buyers of trucks in long-haul 18

commercial carrier journal

| july 2015

California Trucking Association asked state ports to inspect chassis before truckers receive it instead of after.

Alex Cherin, ICCTA executive director, requested that the Pacific Maritime Association and the International Longshore and Warehouse Union work with the trucking industry to resolve the issue.

“The PMA and ILWU both claim they want to work to resolve congestion, but the implementation of inefficient, unnecessary chassis inspections says otherwise,” Cherin said. “Chassis should be repaired and inspected before they are provided to truckers, not after.”

– Jill Dunn

The Intermodal Conference of the California Trucking Association asked state ports to inspect chassis before truckers receive it instead of after.

operations in 2027 would recoup the extra cost of the technology within two years through fuel savings. Phase 2 would save U.S. vehicle owners collectively about $170 billion in fuel costs over the lifetime of the vehicles sold between 2021 and 2027, according to a report from the agencies.

The American Trucking Associations supported the direction the standards are going, but also shared concerns with the Owner-Operator Independent Drivers Association that certain technologies could be deployed on trucks before they could be fully tested, possibly leading to costs such as increased maintenance and downtime that would eclipse the potential savings estimated in the proposal.

For the first time, emissions regulations also will be put on trailers, set to begin in 2018, because they contribute significantly to fuel consumption and subsequent carbon pollution emissions, EPA and NHTSA said. The agencies said components such as aerodynamic devices, low-rollingresistance tires and automatic tire inflation systems could offer “significant carbon emissions and fuel use reductions for the vehicle.” – Staff report

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product reviews, oeM & supplier news, and equipMent ManageMent trends

by Jack roberts

Legendary tractor: kenworth has done little to alter the w900’s appearance.

The Icon 900’s throwback paint scheme was selected from a contest among the company’s design engineers.

A reborn classic

Kenworth gives its W900 rebel the spotlight with its limited Icon 900

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Under the hood: continuous tweaks have kept pace with many modern advances.

roLLing tribUte: the icon 900 is kenworth’s tip of the hat to one of its greatest designs.

babying older equipment since the downturn and feel the time is right to upgrade.

Most of the Icon 900’s enhancements are cosmetic, selected to highlight the original tractor’s classic lines. Kenworth also took nothing away from the truck, either. That incredible long nose still points proudly out.

Paccar MX power is standard, but if you still want a big-bore diesel for the true retro feel, Cummins is available, as it was on my test truck. It’s fun to hit the accelerator with 600 horses at your command and feel a big truck literally hop to it.

The cab itself is noticeably narrower than modern Class 8 designs. Some drivers like the wider cabs of today, while others don’t. The Icon 900 high-roof sleeper berth still feels remarkably spacious, however, and must have been stunning when it was introduced. The skylights are always a classy touch.

Simple yet elegant brushed-aluminum gauge bezels combine with special Icon badging to give the classic interior a modern feel. This philosophy carries over outside, too, where new LED lighting and an absolute cavalcade of chrome components, combined with those retro Continued on page 23

enworth has been building W900 tractors since 1961. If you run an Internet search for images of the ’61 model, the first thing you notice is that Kenworth has done little to alter the appearance of this tractor over the years.

Under the hood and behind its panels, it’s a different story: Continuous tweaks and upgrades have kept pace with virtually every modern advance, meaning that today’s W900 is a quintessential blend of old and new. Maybe that’s why the truck has been a perennial favorite.

Today, you can’t help but feel that time is running out for the tough old W900. My sense is that Kenworth executives would rather take a swift kick in their collective midsections than kill off the truck. But in this age of super-sleek aerodynamics and fuel-economy fever, it’s tough to see how such an old-school design survives outside of flatbed and oversized hauls.

On the other hand, a lot of old-school drivers are more than happy to take a fuel economy penalty for the honor of driving one of these machines down the highway. That leads us to the Icon 900 – a special-edition W900 unveiled this year at the Mid-America Trucking Show.

Featuring special colors presented in throwback paint schemes, the Icon 900 is Kenworth’s tip of the hat to one of the greatest designs to ever prowl an American road.

The move isn’t purely sentimental. Curt Swihart, marketing director, says the company noticed more drivers returning to the trucking market in response to the favorable business climate. Swihart says the market includes new JACK ROBERTS is Executive Editor of Commercial Carrier Journal.

E-mail jroberts@ccjmagazine.com or call (205) 248-1358. drivers looking to buy their first truck as well as older drivers who have been commercial carrier journal

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21

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InBrief • Paccar Inc. notified the National Highway Traffic Safety Administration of several recalls.

During assembly, certain 2016 Kenworth T660, T680, T800 and W900 trucks manufactured between Feb. 1 and April 20 did not undergo a rear wheel mounting torque verification process. Also, 1,500 trucks equipped with Paccar MX-13 engines and Delco-Remy 40SI alternators have alternator charge cables that may chafe against a formed metal freon discharge line.

• General Motors announced its return to the medium-duty truck market after a five-year absence, with six models beginning with the 2016 model year. The Chevrolet 3500, 3500HD, 4500, 4500HD, 5500 and 5500HD will be based on Isuzu’s N-Series, and GM will receive the rebadged trucks from Isuzu and distribute them through Chevrolet dealers.

• The Takata airbag recall affects nearly 34 million vehicles from 11 companies, including the brands Freightliner and Western Star.

Takata driver and passenger airbag inflators manufactured between April 2000 and vehicle model year 2008 are included.

• Stemco subsidiary ATDynamics last month filed a motion for preliminary injunction against Ridge Corp. in a federal court in California, asking to enjoin Ridge from making or selling the Green Tail aerodynamic device.

• Espar entered a plea agreement with the U.S. Department of Justice as part of a lawsuit that alleged the bunk-heater maker, from 2007 through 2012, conspired with unnamed competitors and others to manipulate prices for bunk heaters.

• Accuride Corp. signed a multiyear agreement with Daimler Trucks North America to supply its Gunite brake drums to Daimler’s aftermarket parts group for over-the-road tractor drive axle and trailer axle applications that offer reduced stopping distance compliance.

• Goodyear Commercial Tire & Service Center opened sales and service departments at three retread plants to give trucking operations more options. The company’s retread plants in Bremen, Ga., Vernon, Calif., and Walnut, Calif., now offer new Goodyear, Dunlop and Kelly brand truck tires.

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.

Continued from page 21 graphics, mean the only way people are going to take their eyes off this truck is if a UFO is landing nearby.

I found the Icon 900 to be a blast to take on the highway. Kenworth’s continuous upgrades have yielded a truck that is modern in every sense and not at all difficult to wrangle down the road. Commanding views over that long nose are helped by the high driver’s seat. The truck is amazingly nimble, with deep wheel cuts delivering impressive maneuverability at low speeds.

Continuous upgrades can go only so far with a 54-year-old design. Road noise and interior sound levels are much higher than in today’s modern cabs, but the noise isn’t overwhelming and quickly becomes part of the overall driving experience.

The Icon 900 honors the long-lived W900 design, the men and women who drove it and the special time in trucking when it was such an integral player. So there was no way Kenworth was going to dilute that heritage with a modern automated manual transmission – at least in my test rig. It came with an old-school Eaton 18-speed gearbox, which was silky-smooth in both high and low revs. But fear not: If you want an AMT in your Icon 900, Kenworth will be happy to spec one for you.

Swihart says orders for the Icon 900 blew up after its introduction at the Mid-America Trucking Show, catching Kenworth by surprise. For now, the company won’t say how long this special-edition tractor will stay in production, but stresses that it will be a limited-edition run regardless of how many orders are taken.

The company also won’t say how many more years the basic W900 will be produced, so if running a tractor like this is how you like to roll, grab one while you can.

ONLY DETROIT CAN DELIVER THIS LEVEL OF integration.

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DEMANDDETROIT.COM Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2015 Detroit Diesel Corporation. All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.

commercial carrier journal DET_82574_WesternStar_CCJ.indd 1

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4/10/15 4:45 PM

Daimler asks to use camera systems in lieu of rearview mirrors

THIS YEAR’S ACTIVITIES: FREE TRUCK PARKING

• Shuttle bus transportation to convention center • Showers provided by TA and Petro Stopping Centers • Food vendors and cooling tents

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

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

EDUCATION

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

RECRUITING PAVILION

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

OVERDRIVE’S PRIDE & POLISH

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

THE GATS THEATER

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

RED EYE RADIO

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

REGISTER NOW! TRUCKSHOW.COM 24

COMMERCIAL CARRIER JOURNAL

| JULY 2015

C

iting a need to improve aerodynamics and gain more flexibility to create new technologies, Daimler Trucks North America, parent company of Freightliner and Western Star, asked the National Highway Traffic Safety Administration to allow camera-monitor systems as a compliance alternative to rearview mirrors.

Federal regulations currently require heavy-duty trucks to be equipped with rearview mirrors from the manufacturer. Daimler argues in its petition that modern camera-based systems would allow truck makers to avoid the aerodynamic drag that comes with chunks of metal and mirror hanging on each side of the tractor.

Freightliner equipped its Camera systems give truck operators expanded SuperTruck concept vehicle with viewing angles of what’s happening around their a camera-monitor system, as vehicle, eliminating blind spots and providing an well as small rearview mirrors to unimpeded view in all directions, encompassing comply with federal regulations. multiple lanes, Daimler says in its petition. The aerodynamic benefits, while improving fuel economy, also lower greenhouse gas emissions associated with fuel consumption.

In designing the Freightliner SuperTruck concept vehicle unveiled this year, Daimler said it hoped to not have to use rearview mirrors in the finished product. To make the truck road-legal for its rollout, Freightliner equipped the rig with a small mirror on each side. Freightliner also equipped the SuperTruck with the camera-monitor system.

– James Jaillet

Mack introduces LR refuse model

M

ack Trucks introduced its LR low-entry cabover refuse model at WasteExpo 2015. The new truck was built for refuse customers needing added maneuverability, increased driver comfort and improved visibility.

The cab’s enhanced driver environment, built with customer Mack Trucks’ LR low-entry cabover refuse model input, includes tilt and telescopic was built for added maneuverability, increased steering columns, power windriver comfort and improved visibility. dows and door locks, memory mirrors, in-dash air conditioning, standard in-cab LED lighting and an instrument cluster with a color LED display.

The LR model is available in three-axle 6-by-4 configurations and can be powered by diesel or natural gas. The 11-liter Mack MP7 diesel engine is standard, delivering 325 to 345 horsepower and 1,200 to 1,280 pound-feet of torque. The Cummins Westport ISL G natural gas engine is optional. The LR model is equipped with an Allison RDS five-speed or six-speed automatic transmission.

– Jack Roberts

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5/5/15 4:32 PM

System brings Peterbilt closer to autonomous driving

P

eterbilt’s Advanced Driver Assistance System, unveiled in late May, is “the stepping stone to autonomous driving,” said Bill Kahn, principal engineer. The system, a street-capable GPS autopilot accurate to within 5 centimeters, was demonstrated during a Technology Showcase at Texas Motor Speedway.

The truck uses a sophisticated camera system to guide and center itself within the lane. The software is capable of learning a route when lane markers are absent.

While the truck can adjust its own speed, detect objects in its path and navigate itself toward its destination, Kahn said the outfitted Model 579 test unit is far from an autonomous truck.

“It still needs the capability to sense what is going on around it, to know when to change lanes, know what’s going on up ahead, those type of things,” he said. Still, the truck would be classified as a Level 3 autonomous vehicle, in which the driver can cede control over some safety-critical functions to the truck.

In a drive around the infield track at the Texas Speedway, Kahn

Predictive cruise technology, which uses GPS to manage gear selection and engine brake use efficiently, is part of Peterbilt’s Advanced Driver Assistance System.

was more passenger than driver. Since the track had no lane markers or prior GPS coordinates to follow, Kahn programmed the route, complete with lane changes, by taking test laps with full control of the truck. On subsequent laps, the truck followed the same path at the same speeds with little or no interaction from Kahn.

Even with the system fully engaged, the driver is always in control of the vehicle, Kahn said. Without driver interaction, the truck’s lane-keeping technology is capable of taking more than 80 percent of the active steering away from the driver.

The driver can override the steering system at any time by simply moving the steering wheel and deactivate it by using a switch.

– Jason Cannon

SuperTruck based on Model 579 surpasses goals Tested against a 2009 baseline truck, Peterbilt’s SuperTruck yielded an 86 percent gain in freight efficiency, which combines fuel efficiency and payload weight. That performance easily beat the goal of 68 percent set by the U.S. Department of Energy.

The truck was built in partnership with Cummins and funded partially through a DOE grant. It achieved 10.7 mpg, running with a combined gross weight of 65,000 pounds at 64 mph. The truck averaged a

The increase in fuel economy for the Peterbilt SuperTruck would save about $27,000 per year versus a comparable 2009 truck.

The SuperTruck also includes chassis

75 percent increase in fuel economy and

the truck maker’s Model 579, and many of

a 43 percent reduction in greenhouse gas

its aerodynamic improvements gave birth to

refinements, including strategically placed

emissions.

Peterbilt’s new Model 579 Epiq.

frame rail holes that save roughly 3 pounds

The project has been “a terrific opportuni-

The engine is based on a Cummins ISX15

per foot of frame rail, said Ken Damon, Su-

ty for us to look into the future and demon-

and converts exhaust heat into power

perTruck project manager at Peterbilt. Eaton

strate what’s possible,” says Landon Sproull,

delivered to the crankshaft, while electronic

helped with the design of an advanced trans-

Peterbilt chief engineer.

control software uses routing information to

mission that facilitates reduced engine-oper-

optimize fuel use.

ating speeds.

The Cummins-Peterbilt SuperTruck uses

26

COMMERCIAL CARRIER JOURNAL

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–Jason Cannon

Navistar opens new proving grounds

N

avistar, maker of International Trucks, opened its new proving grounds in New Carlisle, Ind., where the company will test commercial trucks, school buses and military vehicles.

Recently purchased from Robert Bosch, the 668-acre site includes: • A three-mile paved and banked oval with brake-testing capabilities that include infrastructure, complete instrumentation and computerized data acquisition; • Structural durability testing/ accelerated mile accumulation with road-profile capability using accelerometer and strain gauge data and multiple road surface types; and • Specialized testing such as vehicle noise and handling, center-of-gravity, rollover and roof crush testing, gradeability up to 60 percent, traction control and powertrain durability.

Bill Kozek, president of Navistar Truck and Parts, said the new proving grounds facility is a strategic addition to the company’s product development operations.

“Beyond testing our latest vehicles and innovative technologies, we will also use the site as a customer center to showcase new products and give customers an opportunity to experience our vehicles firsthand,” Kozek said.

The proving grounds are located about 90 miles from Navistar’s headquarters in Lisle, Ill., and complement the company’s validation center in Melrose Park, Ill., Kozek said.

Though Navistar took ownership of the proving grounds in April, the company has used the tracks for years. The facility’s previous owner, Bosch, would rent the facility to businesses looking to test equipment. Navistar said the proving grounds facility allows it to consolidate a significant amount of its engineering and road tests.

“It will give us a very consistent and

efficient way to test our trucks,” said Steve Nash, director of product integration and validation operations. “We have a lot of good tools here on site that we can control to provide a very reliable product.”

– Lucas Deal

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in focus: In-Cab RefRIgeRatoRs

Cold and close at hand Fleets find in-cab refrigerators indispensable for drivers’ quality of life

By Jack RoBeRts

O

ne proven way fleets can help drivers be healthier and happier on the road is to provide a way for them to keep their favorite foods and drinks cold and close by.

Fernando Mejia, national sales manager for Dometic, says the company’s surveys consistently show that an incab refrigeration unit is the first piece of add-on equipment that drivers buy when they’re given a new truck.

“Food in restaurants is really expensive,” Mejia says. “It’s first and foremost a cost-saving factor for drivers, but there’s also not a lot of choices at many truck stops. If you’re a driver who’s trying to eat healthy, you’re going to want to bring your own food on the road with you.”

Some fleets are realizing the benefits to the driver when they equip their trucks with a refrigerator, says Andrew Wittington, sales manager for TruckFridge.

“This is no small investment, with an average cost of $500 per unit,” Wittington says. “Fleets really need to un-

The Go Cool in-cab air conditioning unit also can help keep drinks cold.

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| july 2015

derstand the benefits of a dedicated on-highway refrigerator compared to a less-expensive unit designed for domestic use.”

Don’t skimp, stay cool Many less-expensive thermal electric coolers consume 140 amps in 24 hours and can kill a battery overnight. Also, they often are not rated for food storage in warmer ambient temperatures.

A typical household refrigerator running on an inverter would consume about three times that amount of power and is not designed to take the daily bouncing and pounding of truck travel.

“The compressors break internally from the abusive roads and sometimes even take out the inverter,” Wittington says. “Many drivers go through several household units until they finally decide to buy a truck refrigerator.”

Other important factors include anti-idling laws and power management for efficient auxiliary power unit use.

Dometic units draw 1 amp of electricity per hour, Mejia says.

“Our units also have a very robust design to handle shock and road vibration,” he says. “A more durable design means a reduced fire risk. Domestic-grade products don’t respond well to vibration.”

With any small refrigerator, efficient insulation can be a problem because designers don’t have as much room for insulating materials as they do with larger units. This, Mejia says, causes many inverters on non-highway units

Dometic’s CRX 50 rugged built-in refrigerator has a 50-liter overall capacity.

to work much harder than designed, and when coupled with road shock and vibration, the fire risk from these units increases greatly.

Other ways to be cool In addition to dedicated refrigerators, a variety of in-cab units can make drivers’ lives easier and more comfortable in regional or local-haul applications. One such product is the Go Cool in-cab air conditioning unit.

While Go Cool units primarily are climate control-oriented, they also can help keep drinks and some food items cool. “We sell a lot of Go Cools to the trucking industry – mainly independent drivers watching their bottom line,” says Bonnie Floyd, chief executive officer for Comfort Innovations.

The Go Cool pulls 1.6 amps when everything on the unit is running and less than 1 amp when only the fan is running, so it won’t run a truck battery down.

“While we do not recommend the Go Cool to be used for keeping food cool, it does very well with cold drinks,” Floyd says.

TruckFridge’s TF 49 is a 12-volt DC built-in model that fits most truck models.

Next-generation heavy-duty engine oil could arrive next year

T

he next category of heavy-duty engine oils, right now dubbed PC-11, could come to market in December 2016, said Dan Arcy, head of the development team for the next-generation engine oil and OEM technical manager for Shell Lubricants.

Arcy spoke last month at Shell’s annual global media event, held in San Antonio at the Southwest Research Institute, where Shell and other major oil marketers perform key engine oil tests that allow lubricants suppliers to stamp their products with American Petroleum Institute certification.

Licensing was set to begin in 2017, Arcy said, but engine makers recently asked the development committee to shoot for late 2016, as the engines that need to use the new oils will start being produced in 2017.

PC-11 originally was requested by engine makers in 2011 in response to the looming mandate to reduce greenhouse gas emissions and lower fuel consumption.

Modern engines also are running hotter than older engines – as much as 10 degrees Celsius more, Arcy said – and a new oil category was needed to reflect that.

The key PC-11 goals are to improve oxidation stability to handle hotter engine temperatures, reduce aeration, provide scuffing and adhesive wear protection and improve shear stability.

There are two PC-11 subcategories: PC11A and PC-11B. PC-11A will offer the requested improvements to the current CJ-4 engine oil, but it will retain CJ-4’s viscosity level and be backwards-compatible with all model-year engines.

PC-11B also will have the requested improvements over CJ-4, and it also will be formulated to further increase fuel economy and lower greenhouse gas emissions, Arcy said. It’s uncertain yet whether the oil will be backwards-compatible and may be recommended only by manufacturers of model-year 2017 and newer engines.

Arcy said Shell will back up whatever recommendations manufacturers make about the backwards compatibility regarding PC-11B. – James Jaillet

commercial carrier journal Untitled-28 1

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PETERBILT | KENWORTH | FREIGHTLINER

technology

Making the latest technology developMents work for your fleet

by AAron Huff

Putting more intelligence in truck routing Predictive analytics grows exponentially

H

ow will drivers respond to a computer-generated message of this kind? “You’ve been driving for three hours. The sun will rise in 45 minutes. A parking spot is ahead. Pull over, and take a 20-minute nap.”

Many fleets, especially larger ones, already use routing and navigation applications that give drivers turn-by-turn directions and optimized fuel purchase plans. Will drivers follow more intelligent route calculations, such as the example above, to reduce fatigue?

A few years ago, changing routes based on predictive modeling might have seemed more like high-risk gambling than intelligence.

Navigation and routing applications already got drivers from point A to B. As for when and where to sleep, that decision was left up to the individual. Electronic logs have not made that decision any easier for drivers.

“You can be 100 percent compliant with the hours of service but be sound asleep at the wheel,” said Dean Croke, who has made a career out of unraveling the complexities In the loop: Many larger fleets of driver fatigue and already use routing and navigatruck accidents by ustion applications. ing predictive models the next step: will drivers and data. follow intelligent route calculations Croke’s career to reduce fatigue? began by following his tough complIance: electronic father into the trucklogs have not made decisions easier ing industry, where he for drivers. drove for more than two million miles as a trucker or “truckie” in Australia. Croke now is working on intelligent routing as the vice president of Omnitracs Analytics. The company is developing a routing and navigation system that incorporates predictive models.

Suppose a fleet has a route that goes into New York City. Croke said the software eventually could notify fleet managers if the driver assigned to the route on that day is more likely than other drivers in the fleet to wreck. With this advance notice, it probably would be wise to assign the route to someone else.

Following the predictive lead Croke was one of the founders of FleetRisk Advisors, a company that developed predictive models for fatigue, accident frequency, workers’ compensation claims and driver turnover.

When FleetRisk began 10 years ago, its concepts never had been rolled out successfully in the trucking industry, Croke said. When the company landed its first customer, Dupre Logistics of Lafayette, La., “we weren’t sure we could do this,” he said. “We had no idea that we could use data Dean Croke is vice president of Omnito predict anything.” tracs Analytics, which is developing The debut was suca routing and navigation system that cessful, and FleetRisk incorporates predictive models. began working with C.R. England, Covenant, Maverick, Averitt Express, Schneider and Swift.

The company became known as Omnitracs Analytics following its acquisition by Qualcomm, which led to the acquisition of Qualcomm’s Omnitracs unit by Vista Equity Partners in November 2013.

Predictive analytics has changed a lot since Omnitracs Analytics built its first models. The amount of data has increased exponentially with the speed, power and intelligence of its data processing.

The models are tailored to each customer and use thousands of data points to identify at-risk drivers and the recommended actions to prevent a likely event, such as an accident or voluntary termination of employment. In most cases, the recommended action is a conversation with the driver to alleviate the stress, anxiety or frustration from their personal or professional lives that is causing a change in behavior and attitude.

Croke also mentioned other ongoing projects and insights gained from predictive modeling. Omnitracs Analytics’ fatigue model uses sleep science and electronic log data to predict when and how much drivers slept in a 24-hour period. By using a Web portal or integration with third-party dispatch systems, fleet managers can monitor for exceptions such as drivers who have been awake for 16 continuous hours. aaron huff is senior editor of Commercial Carrier Journal. e-mail ahuff@ccjmagazine.com or call 385-225-9472. commercial carrier journal | july 2015

33

technology

InBrief • GE Capital, Transportation Finance launched a fuel card service program designed for over-the-road trucking companies. The card will be accepted at most truck stops throughout the United States, and the program will be administered by Wex Inc., a provider of corporate payment solutions.

• EpicVue announced that a growing number of carriers with 20 to 50 trucks are using its in-cab satellite TV package as a key part of their driver recruitment and retention strategies.

• Paragon Software Systems, a provider of vehicle routing and scheduling optimization software, released FleXipod, a cloud-based mobile proof-of-delivery and fulfillment system designed to provide real-time information on the status of deliveries, capture essential delivery recipient information such as a signature for proof of delivery, and provide user tracking via GPS. • Fleetmatics Group, a global provider of Software-as-a-Service mobile workforce systems for service-based businesses, introduced Fleetmatics Routist, a routing optimization software module designed to

34

calculate and deploy route plans to drivers in the field. Fleetmatics Routist considers real-time locations, vehicles, time windows, technician skills and costs and capacities.

• Continental Commercial Vehicles & Aftermarket, a supplier of systems and components to automobile and truck manufacturers, including electronic logging device technology, updated its VDO RoadLog website with video testimonials from owner-operators and fleet managers who use the RoadLog system. The site also now features a Product Selection Tool.

• BAM Worldwide rolled out its BAMwire specialty asset-based lending platform for motor carriers to gain quick access to working capital. Clients choose the specific invoices and amounts they wish to fund through BAMwire and pay a low one-time transaction fee and competitive interest rate for the number of days that borrowed funds are used.

• Vnomics Corp., a provider of onboard systems and analytics for improving fleet performance, announced that Saia LTL Freight (CCJ Top 250, No. 22) of Johns Creek, Ga., renewed its contract for an additional four years. Saia has installed the Vnomics system in more than 3,600 vehicles.

• Lytx, a global provider of video-based driver safety, announced that dedicated logistics provider Estenson Logistics (CCJ Top 250, No. 102) of Mesa, Ariz., and its partner company Truline Corp. have deployed its DriveCam Program throughout their 900-vehicle fleet.

• Hirschbach Motor Lines (CCJ Top 250, No. 161), an East Dubuque, Ill.-based provider of fresh and frozen product delivery, is implementing Stay Metrics’ Driver Engagement Platform throughout its 850-tractor fleet.

• FMC Technologies, a Houston-based provider of technology and services for the oil and gas industry, is deploying SmartDrive Systems’ video-based safety program across its 1,300-vehicle fleet.

Interested In truckIng technology?

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

commercial carrier journal | july 2015

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technology

PeopleNet acquires Cadec to expand foodservice, private fleet presence

L

ongtime competitors PeopleNet and Cadec initially met last fall to discuss an acquisition. A few years ago, PeopleNet was in a similar situation when its private equity owners were looking to sell the company at the end of the investment cycle.

PeopleNet found a buyer in Trimble and closed the deal in August 2011. When evaluating Cadec, Brian McLaughlin, president of PeopleNet, saw a well-managed company that was “stuck a little in terms of needing that next lever of growth,” he said.

At the time of its first meeting with Cadec, PeopleNet already had a number of high-priority projects in play, such as adding video capture to its fleet mobility platform and working on new OEM partnerships. After these projects settled down, talks resumed about three months ago, and PeopleNet officially acquired Cadec on May 26.

Cadec will operate as a PeopleNet business and be reported as part of Trimble’s Mobile Solutions segment. Cadec will continue to focus on a specific although large segment of the transportation industry: foodservice and private fleets. Cadec offers its cloud-based PowerVue fleet management system tailored to the key requirements of its markets.

PeopleNet’s Mobile Gateway enables its fleet management software to run on various devices such as Android. Going forward, the

Cadec, following its acquisition by PeopleNet, will continue to focus on a specific although large segment of the transportation industry: foodservice and private fleets.

strategy is to leverage PeopleNet’s Mobile Gateway and hardware with Cadec’s software to expand in its fleet market segment.

Cadec Global has a long history in fleet management technology.

Founded in 1976, it was the first onboard computing and mobile communications provider to develop certified automated driver logs with the Federal Motor Carrier Safety Administration, the first to interface with engine control modules and GPS, and the first to have a graphical touchscreen.

Together, the PeopleNet and Cadec organization will employ nearly 500 professionals. Cadec will continue to operate out of its office in Manchester, N.H. – Aaron Huff

Aljex develops automated rate module for brokers, carriers

A

ljex Software introduced Automated Rate Confirmation, a module designed to streamline the key elements of daily carrier-broker interchange for rate confirmation and dispatch.

Aljex provides Internet-based transportation management software for brokers, carriers and third-party logistics providers.

ARC, available to Aljex software users, is an email from broker to carrier that contains links within a virtual self-dispatching document that updates automatically.

To begin, the broker sends the carrier an ARC email that includes the essential instructions the carrier needs to accept the shipment, but none of the broker’s competitive information.

The ARC email shows cities and states, but no details such as the shipper’s name and street address.

To accept the shipment, the carrier clicks on a link in the ARC email. That link enables the carrier to sign the rate confirmation electronically. The carrier’s signature is a legally binding e-signature through Aljex partner Sertifi.

– Aaron Huff 36

commercial carrier journal | july 2015

First Advantage creates DOT Direct for online driver applications, screening

F

irst Advantage Fleet Solutions, a technology-based fleet service provider specializing in driver compliance, fleet legalization, GPS telematics and risk management, released DOT Direct, an online employment application and screening product designed for private and for-hire fleets.

Fleets can connect drivers to the DOT Direct portal through the job openings listed on their own websites or third-party job boards, and they also can email a link to any candidate. Fleet hiring managers then can collect, sort and share applications that are omission-free and U.S. Department of Transportation-compliant.

DOT Direct’s online application is coupled with First Advantage’s driver qualification and background screening capabilities.

– Aaron Huff

technology

in focus: Driver training

Electronic discovery Four ways to make driver training count

F

by aaron huff

or about two decades, Cowan Systems (CCJ Top 250, No. 60) did not hire drivers with less than two years of experience, but this standard has adjusted to conditions in the labor market. The Baltimore-based truckload carrier now hires drivers with one year of verifiable work experience and has created a training program to hire them straight from commercial driver’s license schools.

To train drivers with limited or no over-the-road experience, Cowan decided not to invest in technologies such as simulators or computerized training programs. “We use the old-school methodology,” says Dennis Morgan, president.

After new drivers attend orientation training, they are paired with seasoned drivers on local routes using daycabs with automatic transmissions. The initial training period lasts between four and eight weeks.

Drivers then graduate to solo operations but stay on local routes for a few more months before being promoted into regions with longer-length routes based on their measured results.

“We’ve been doing this for about six months, but we are moving very cautiously,” Morgan says.

Whether fleets decide to use old-school or high-tech training methods – or a mixture of both – experts say it is critical to document the training and the results. If an accident occurs, plaintiff attorneys will take advantage of gaps in training records to argue that the company was negligent and that its drivers were unfit for duty. Four technologies now are being used to document driver training.

violations, drivers are contacted immediately.

Modern driver monitoring technologies have more impact on newer drivers for changing behaviors, but lane departure warnings can be a nuisance for all levels of experience in metropolitan areas with narrow lanes.

“In New York and Manhattan, it is useless,” he says. “Some drivers give us positive feedback that it saved them by helping them be more alert and to stay in the lane.”

1. Recording performance Not all of Cowan’s training is old-school. The company is using Mobileye’s vision-based collision and lane departure warning system. The device, mounted on the windshield, alerts drivers if they cross lane markings without using their turn signal. It also warns them if their following distance falls below a three-second cushion.

Cowan also uses Omnitracs’ onboard computing and communications system to monitor if drivers are taking turns too fast, braking harshly or speeding. The Omnitracs system sends alerts to the office if Mobileye detects that drivers are following too closely for an extended period or not using their turn signals on a regular basis.

Management receives these real-time alerts and follows up with drivers when they return to the office; for more serious

2. Learning management Software can streamline driver training by managing and monitoring progress through every stage in a formal training program. Computerized training also shortens the hiring process and helps fleets extend more training to drivers by bypassing the limits of time and geography.

EBE Technologies’ Learning Management System can be used to manage in-house and third-party training content. Users can embed their own training videos, PowerPoint presentations, randomized tests and more into their coursework and manage it through a single dashboard.

Maverick Transportation (CCJ Top 250, No. 78) uses the EBE system to ensure that drivers meet all standards for its customized Truck Management Skills training program, an array of computerized and instructor-led courses on safety, map reading,

38

commercial carrier journal | july 2015

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technology electronic logging, truck utilization and more.

The TMS program’s content is written to reflect what Maverick’s management expects drivers to know at certain steps.

The North Little Rock, Ark.-based company uses EBE’s LMS to administer tests that “allow quick snapshots” of how driv-

ers are performing and what areas may require more training, says Curt Valcovik, director of driver training.

3. Custom content Companies such as J.J. Keller and Associates, Vertical Alliance and Instructional Technologies Inc. all provide an online

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LMS with a library of driver training materials. Clients increasingly are asking these vendors for custom content to engage drivers with their fleet’s specific culture and to cover certain training topics.

The demand for custom content led J.J. Keller to establish an Implementation Services department designed to provide fleets a cost-effective way to create training materials and load them into Keller’s online LMS to assign and document coursework, says Brian Kubiak, J.J. Keller director of marketing for training.

Alchemy Systems recently partnered with ITI to allow customers using the Alchemy training platform to also train their drivers, warehouse staff and technicians on ITI’s Pro-Tread courses.

Alchemy customers include 50 of the top 100 food companies. Its training platform is centered on fleet safety, fuel efficiency and Compliance Safety Accountability for food industry warehousing and transportation operators. With Pro-Tread, Alchemy said its customers now have a single training program for safety and operations across the entire supply chain.

4. Document everything Virtual Alliance, which provides the Web-based Infinit-i LMS and associated training content, is wrapping up development of its Assessment Deck tool that fleets can use to convert paper forms into electronic documents to capture information and create reports for vehicle inspections, internal audits, cargo claims and more.

The online Assessment Deck has an administrative portal to assign forms to different groups and people in an organization. An e-mail can be sent to the appropriate people with a link to complete a form online.

The ability for technology to document training may be just as important as the training process itself. As far as the courts are concerned about documentation, the training never happened without it.

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hardware, integration with back-office software, onboarding support and real-time reporting and analysis tools.

Heniff is using SkyBitz in “a lot of different ways,” says Justin Neal, director of business integration for the Oak Brook, Ill.-based company. Heniff offers a portal for customers to see real-time load status; the estimated time of arrival for each load is displayed next to a visual “stoplight” that turns green if a load will be on time, or red if it is running late.

As for compatibility between various devices and applications, the Internet of Transportation Things is taking shape as more companies convert to consumer-style platforms such as Android. This makes it easier for fleets to bring on new apps that integrate more easily with others in the vehicle and back office.

In some cases, in-cab computers have become mobile hotspots that connect various devices, sensors and third-party systems to the Internet through a single gateway.

The Internet of Things takes hold in trucking By aaron huff

T

he “Internet of Things” has a different meaning depending on one’s vantage point. As a consumer, the “things” could be phones, fitness trackers, smart clothing, cars, home appliances and other devices that share a common network and Internet connection.

As a fleet owner, manager or driver, the “things” could be electronic logs, video event recorders, collision warning systems, electronic control modules, vehicle sensors and other devices connected to a vehicle’s network or mobile computing platform.

In the consumer world, thousands of devices and applications are compatible straight from the box with the iTunes App Store or Google Play. The same is not true for the majority of trucking technology.

Today, a collision warning system cannot be integrated with a telematics system at the push of a button, like pairing a Fitbit with a smartphone.

But the trends are moving in that direction.

For starters, technology companies are finding new ways to get fleets upgraded to their latest “things.” Heniff Transportation Systems recently outfitted its fleet with SkyBitz’s new trailer tracking system through a monthly subscription service that includes the provider’s Falcon series

The vehicle network For years, trucks have been equipped with a built-in controlled area network (CAN) that its various systems and components use to share information with other connected systems on the vehicle.

The information shared in this network uses a standard format or protocol called J1939 for heavy-duty trucks and OBD-II for light-duty vehicles.

Aftermarket devices such as onboard scales and tire pressure sensors also can connect to the vehicle network through a wired connection to send and receive information. Mobile communication platforms can plug into this network to

You can optimize for fuel economy in certain conditions. A lot of those things are in the works today.

– Rich Glasmann, VP of OEM strategy, sales and marketing, Omnitracs commercial carrier journal

|

july 2015

47

COVER STORY: THE INTERNET OF TRANSPORTATION THINGS CarrierWeb’s CarrierMate 2500 features a driver-friendly high-resolution interface, a 4.3-inch touchscreen display, electronic logging, auto dispatch and compliance alert notifications.

SkyBitz’s monthly subscription service includes the provider’s Falcon series hardware, integration with back-office software, onboarding support and real-time reporting and analysis tools.

monitor and transmit information to the office.

“Our industry has been doing the Internet of Things for a long time,” says R. Fenton-May, chairman of CarrierWeb, a provider of mobile communications and telematics technology. Onboard devices such as CarrierWeb’s CarrierMate use the J1939 connection to provide mission-critical data for electronic logs, load tracking, driver performance monitoring and more.

Mark Botticelli, chief technology officer of PeopleNet, says there is an opportunity to improve information sharing among various third-party systems that connect to vehicle networks, such as lane departure warning and stability control. Currently, most of these systems do not know what the other devices on the network are saying, Botticelli says.

PeopleNet’s latest onboard unit, the PeopleNet Mobile Gateway (PMG), is designed to enable greater data sharing 48

commercial carrier journal

| july 2015

among third-party systems in the truck.

Perhaps an engine sends a certain fault code that several devices on the vehicle want to see immediately. The company is developing a service that will make it easier for third-party devices to get that information in real time.

The Android platform Keeping up with technology is a challenge for any business – especially those serving hundreds of fleet customers who each want to create their own version of the Internet of Transportation Things.

During the past few years, companies that supply mobile fleet management technologies have aligned with trends in the consumer world to enable their platforms to connect with more third-party devices and applications.

Rand McNally recently released an Android tablet that runs its truck-navigation software and suite of mobile applications.

The provider also assembled a dedicated team focused on integrating its platform with “things” customers want, such as sensors. “We have teams that can jump on that now,” says Dave Marsh, vice president of research and development.

Rand McNally’s HD 100 can use any Android or Apple device for the display.

The small wallet-sized device plugs into

the vehicle’s diagnostics port to synchronize electronic logs and other software that comes with its client app. The HD 100 communicates with the display through a secure Wi-Fi connection and has an embedded cellular modem for long-range Internet connectivity.

By using Android, the trucking industry is drawing closer to the consumer world in terms of having “plug and play” devices and applications, but the two worlds remain far apart. No mobile communications provider has the resources to deliver the same experience with their in-cab technology that consumers have when plugging a USB device into a personal computer or pairing a keyboard to a tablet using Bluetooth.

Companies such as Microsoft and Apple have the manpower to create thousands of “device drivers” to make this possible, says Mike McQuade, chief technology officer of Zonar Systems.

As more fleets adopt Android platforms for their mobile computing needs, McQuade expects that compatibility will become less of an issue since Android already has a number of prebuilt device drivers to enable tablets and smartphones to use Bluetooth and Wi-Fi to talk with peripherals such as sensors.

Jeff Champa, senior director of product management for Omnitracs, agrees. “The application ecosystem may be limited when it comes to apps that integrate with our product solutions,” Champa says.

“We would want to make sure that any integrated apps work well, provide value and have a positive user experience. This is not too different from what Apple does, as they require all apps to go through a certification process.”

McQuade expects to see more industry suppliers doing what Zonar already has done – offer an industrial-strength

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COVER STORY: THE INTERNET OF TRANSPORTATION THINGS PeopleNet’s Mobile Gateway onboard unit is designed to enable greater data sharing among third-party systems in the truck.

tablet with a custom Android operating system that allows the customer and vendor to maintain control of what applications are on the device.

The Zonar 2020 Mobile Tablet runs its own proprietary applications such as electronic logging and vehicle inspections, as well as customized user and third-party applications.

PeopleNet plans to release an Android option for the display portion of its fleet mobility platform, which would enable drivers to remove the display from the cab and have access to the same apps, such as electronic logs and messaging, through a Wi-Fi connection.

PMG would serve as the cornerstone of this platform, Botticelli says. The gateway is designed to share information with any type of display, including drivers’ smartphones. Drivers and dispatchers can access the same apps, such as messaging and performance scorecards, from any device.

“The big focus is on making a driver’s life easier,” he says.

Mobile hotspots In the consumer world, multiple devices can be connected to the Internet by using a mobile hotspot – typically a smartphone. Ideally, every device on a tractor and trailer could connect to the Internet in the same way to consolidate the wireless costs of separate systems such 50

commercial carrier journal

| july 2015

as trailer tracking, mobile computing, video event recorders and more.

Other than the fact that suppliers may not want to allow third parties access to protect the integrity of their products and their profit margins, what are the roadblocks?

Rand McNally is field-testing its HD 100 as a mobile hotspot. The platform already connects to any Android or Apple device that serves as the interface for its client app. As a mobile hotspot, fleets could add third-party apps, such as barcode scanning and proof of delivery, to use a single data plan via the device, Marsh says.

Telogis’ Software-as-a-Service mobile telematics platform is installed by a number of truck manufacturers, including Volvo, Mack, General Motors and Isuzu.

The Telogis platform allows the end user to use any device to run its suite of applications that include commercial navigation, compliance and route optimization.

The company’s in-cab telematics device functions as a mobile hotspot and can communicate with third-party sensors on the vehicle via a secure Wi-Fi connection, such as data streams from sensors on reefer temperature units Rand McNally’s HD 100 communicates with the display through a secure Wi-Fi connection and has an embedded cellular modem for long-range Internet connectivity.

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“Telogis has always been built with the notion of connecting with other systems for sharing data,” says Kelly Frey, vice president of product marketing.

But are the benefits of mobile hotspots worth the risks? Drivers using a hotspot could connect their own personal devices to the Internet, which might introduce a virus. Also, mobile platforms that can connect to public Wi-Fi hotspots possibly would allow drivers to transfer mission-critical information.

CarrierWeb has decided to stick with a more traditional cellular connection between the vehicle and its servers in the cloud. “The systems we’ve got now are relatively safe to external risks,” Fenton-May says.

With the emergence of Android platforms, fleets should ensure that third-party apps do not interfere with mission-critical data, he says. “What if you are in the middle of doing something and an app decides it needs to update? It could shut the system down. It has all got to be controlled.”

OEM integration Many truck makers now offer factory-installed telematics platforms that monitor and collect diagnostics data to help their customers reduce maintenance costs and boost productivity. Remote diagnostics is the foundation of this trend, but the vision for truck OEMs is to reach higher levels of prognosis and over-theair programming, says Rich Glasmann,

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COVER STORY: THE INTERNET OF TRANSPORTATION THINGS vice president of OEM strategy, sales and marketing for Omnitracs.

Fleets may be able to adjust engine parameters remotely to decrease maximum idle when going into California to meet the state’s emissions laws, or adjust governed road speeds when traveling through parts of Texas. The electronic control unit of the engine and automated transmission also could be updated remotely with new software for warranty campaigns.

Ultimately, OEMs will be able to add the capability to change the way trucks operate according to topography and climate. “You can optimize for fuel economy in certain conditions,” says Glasmann, who spent 17 years at Navistar and three years at Volvo before joining Omnitracs.

“A lot of those things are in the works today” and could become reality within three years, he predicts.

As OEMs develop closer partnerships with telematics providers, the model of mobile computing will be the opposite of what it used to be – where carriers were forced into using a single supplier for hardware, software and wireless communications.

Omnitracs and other providers will become “hardware-agnostic,” meaning that they will develop software compatible with a number of third-party telematics devices and display options, Glasmann says.

With PeopleNet’s telematics device coming to Peterbilt and Kenworth trucks, nothing from a technical standpoint would prevent a third party from accessing data through its PMG, Botticelli says.

PeopleNet envisions creating an environment akin to Apple and Google where anyone can develop apps for an in-cab environment and online, and PeopleNet would collect a fee. “It would be nice to have a business model where we are collecting a toll on data,” Botticelli says.

Telogis sees the same trends happening with its own OEM partnerships. Frey says the likelihood that third-party apps will be able to use telematics data from its de52

commercial carrier journal

| july 2015

Zonar’s 2020 Mobile Tablet runs its own proprietary applications such as electronic logging and vehicle inspections, as well as customized user and third-party applications.

vice raises the bar for competition, which is a good thing.

“When you are a cloud-based company, every day you have to earn your business,” he says. “We have to assume that somebody can find the best application that works for them.”

Daimler Trucks North America installs Zonar’s telematics system in its vehicles at the factory. “If you like someone else’s program, you should be able to run it,” McQuade says. “I don’t see what stops that. I don’t think it is wise for a telematics vendor to not be open to that concept.”

Deep-dive analytics

G.E. Capital Fleet Services offers a full suite of financing and management services to commercial fleets. Its core telematics application collects data for its various cloud-based tools that include route planning and management dashboards.

Its big-data analytics platform, BrightWorks Insights, uses telematics data and numerous other data sources for correlation analysis, says Mike Morasco, GECFS telematics product leader. Customers are able to see the correlation of accidents to driving behaviors such as speeding, redlight violations, lane departure warnings and more to create a clearer, more defined profile of risky drivers.

Ultimately, the Internet of Transportation Things is not about adding new technology for technology’s sake, but for creating an ecosystem of apps that gather contextual data to interpret, achieve and improve the desired outcomes for productivity, safety and efficiency.

For fleets, the growth of connected devices in, around and outside of vehicles quickly can reach the point of diminishing returns. Considering all of the options for using sensors and reporting capabilities, the growing volume of information can seem overwhelming.

Robust back-office tools and powerful analytics capabilities can solve that problem by giving the end-user only the essential information necessary to make decisions and take actions to achieve the desired results.

Technology suppliers see tremendous growth opportunities for collecting and analyzing data as the volume of information from Telogis’ Software-as-a-Service mobile telematics platform the vehicle and other sources is installed by a number of truck manufacturers, including continues to grow.

Volvo, Mack, General Motors and Isuzu.

By using air disc brakes, maintenance downtime can be reduced because brake pads may last up to twice as long as drum linings.

Air disc brake systems continue to make Class 8 inroads.

Can your fleet benefit as well?

O

BY JACK ROBERTS

f the two brake options available for heavyduty trucks today, air disc brakes generally are considered to be the more elegant choice based on their inherent design advantages and simplified maintenance demands.

In 2013, when new federal stopping distance regulations for heavy trucks became law, many in the industry thought that a push toward widespread air disc adoption by fleets was a sure thing. But while their market share has increased since those regulations came into effect, drum brakes continue to dominate the industry.

Air disc brakes already are common in Europe, says Nicole Oreskovic, product manager of air disc brakes for Bendix. In North America, however, they traditionally have been considered a niche technology best suited for bus, coach, fire truck and other specialty applications.

At the height of their market domination ahead of the 2013 stopping distance regulations, drum brakes in the heavy commercial truck market held a commanding 94 percent share, with air disc brakes making up the rest.

54

COMMERCIAL CARRIER JOURNAL

Those figures have changed somewhat since 2013. Some fleets opted to switch to air disc brakes in order to meet the new guidelines, and OEMs now offer more air disc products as both standard and optional equipment on new tractors.

“Today, air disc brakes continue to grow as an overall percentage of the market, with power units leading trailers,” says Bill Hicks, product planning, trailer suspension systems, SAFHolland. “Overall, a general number of 10 percent market share overall is considered to be a reasonable estimate for air disc penetration today, with the front steer axle leading the way.”

Regulatory push The federal standards in question required a significant increase in braking performance. According to the 1995 Federal Motor Vehicle Safety Standard issued by the National Highway Transportation Safety Administra-

| JULY 2015

tion, stopping distance requirements varied according to vehicle type, with most Class 8 tractors required to stop within 355 feet when tested at 60 mph while pulling an unbraked control trailer in the loaded-to-gross vehicle weight rating condition. Unloaded tractor-trailers were required to stop within 335 feet.

The new regulations, which came into effect in August 2013, require unloaded heavy trucks to stop 30 percent sooner than under the old braking guidelines. In practical terms, this requires a Class 8 tractor to come to a full and complete stop from 60 mph in 235 feet.

“That’s a pretty dramatic increase,” Oreskovic says. “But NHTSA felt it was an achievable goal without putting undue stress on the trucking industry thanks to improved braking technology. The performance of air disc brakes was a key factor in the agency reaching that conclusion.”

Air disc brake market share penetration increases every year.

– Randy Petresh, vice president of technical services, Haldex

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Air disc brake acceptance has been a gradual process, with OEMs initially introducing them on the steer axle. “Fleets typically try them out before making the decision to convert to them,” says Randy Petresh, vice president of technical services at Haldex. “As a result, air disc brake market share penetration increases every year.”

To give credit where it is due, design tweaks on drum brake systems have allowed them to deliver improved braking performance well within NHTSA’s guidelines. And while air disc brakes do offer significantly enhanced braking performance in all weather conditions, drum brake enhancements have made it easier for fleets to put off switching to air disc systems and avoid paying the current acquisition cost upcharge they still command.

Drum brakes today feature larger chambers and 24-square-inch diaphragms with a long 3-inch stroke; this compares to a 20-square-inch diaphragm with a 2½-inch stroke on older brakes.

Also, modern drum brakes have precision camshaft journals, an improvement of the brake’s geometry that helps reduce variation and improve overall braking performance, as well as greater width for increased 56

COMMERCIAL CARRIER JOURNAL

355 feet

Aug. 1, 2011

355 feet

Aug. 1, 2013

braking surface, improved heat dissipation, reduced fade, longer life and lower cost per mile.

“All of these improvements are topped off by additional lining and improved friction materials for longer service life,” Oreskovic says.

In many cases, however, conventional drum brakes alone may not be sufficient to meet the new requirements.

“Air disc brakes and reinforced drum brakes have been shown to be the best solution for meeting more aggressive stopping distance regulations, with air disc brakes generally recognized as being superior to drum brakes in terms of braking performance, safety and driver comfort,” says Brent Fitch, director of sales for Wabco. Also, air discs offer drivers a braking feel that is more like that of a passenger car, which is one reason why many truck drivers appreciate them, he says.

Driver satisfaction with air disc brakes is a natural result of their design simplicity, says Joseph Kay, Meritor North America’s director of engineering for brakes. “When you compare the physics of stopping a vehicle with drum brakes compared to disc brakes, it’s no wonder drivers feel safer driving a truck equipped with air disc brakes,” Kay says.

The inherent design and geometry

| JULY 2015

The 2013 stopping distance regulations require unloaded heavy trucks to stop 30 percent sooner than under the old braking guidelines, meaning a Class 8 tractor must come to a full and complete stop from 60 mph in 235 feet.

of how air discs work – pads clamping down on a disc, as opposed to brake shoes expanding outward to make contact with a drum – allow for much smoother brake application across all driving conditions, he says.

“In addition, disc brakes apply torque more evenly and consistently than drum brakes do. This gives the driver better ‘feel’ on the wheel when they hit the brakes and a feeling of enhanced vehicle control and safety.”

Petresh says that although drum brakes remain the standard and will continue to hold the larger market share going forward, reduced stopping distance regulations have sped up the air disc brake acceptance process.

“Clearly, the performance aspect is the biggest advantage to the air disc brakes,” he says. “Because of their need for safety margins, that was the big reason bulk haulers were early adapters of air disc brakes. But there are other air disc brake benefits that have The weight benefit afforded by air disc brakes depends upon the overall wheel-end components chosen as part of the package.

EquipmEnt: AIR DISC BRAKES become important to bulk haulers – and other fleets – as well.”

Simple design, faster maintenance Air disc brakes work by converting air pressure into braking force. When the foot brake is applied, air from the vehicle brake system enters the service brake chamber through the supply port, applying pressure to the diaphragm. The pressure pushes the diaphragm, moving the pressure plate and pushrod against a cup in the lever. The lever pivots on an eccentric bearing and transfers motion to the actuating beam.

Moving against return spring force, the actuating beam moves two threaded tubes and tappets, which force the inner brake pad into contact with the brake rotor. Further movement of the actuating beam forces the caliper, sliding on two stationary guide pins, away from the rotor, which pulls the outer brake pad into the rotor. The clamping action of the brake pads on the rotor applies braking force to the wheel.

Releasing the foot brake releases pressure in the service brake chamber. With no pressure in the service brake chamber, return springs force the air disc brakes into a neutral nonbraked position that is controlled mechanically by a brake adjuster mechanism in the caliper.

This simpler design means air disc brakes require less maintenance and are easier to maintain, Petresh says.

“Air disc brakes are sealed so they are less susceptible to contamination,” he says.

“Everything is in one assembly on the air disc brake. Brake pads can be removed and replaced without removing the caliper assembly, which makes life easier for technicians and gives fleet managers 58

commercial carrier journal

SAF-Holland’s Integral Air Disc Brake Axle System with P89 Wheel End Package is designed to be lighter than a comparative drum brake.

faster turnaround time when a brake relining is required.”

Weight no longer is an issue, Petresh says. “The new air disc brake calipers have become lighter-weight since their first introduction,” he says. “When comparing with a larger drum brake and cast-iron hub, air disc brakes and drum brakes are comparable in weight.”

By using air disc brakes, maintenance downtime can be reduced signifi-

| july 2015

Wabco says its Maxxus replacement brake pads can be installed in half the time it takes to install drum linings.

cantly because brake pads may last up to twice as long as drum linings, Fitch says. “Our Maxxus replacement brake pads can be installed in half the time it takes to install drum linings,” he says.

“Fleets really benefit on several fronts with air disc brakes in terms of reduced and easier maintenance and better performance with less brake fade.”

Air disc drum brake maintenance is not high-tech, says Gopi Krishnan, senior director of brakes, North America, for Meritor. The design is simple enough that even an entry-level technician easily can back off the adjuster, replace the pads and reassemble the system, he says. On the negative side, rotor wear – and subsequent damage to the brake calipers – can be time-consuming and expensive, and rotor damage generally means hub disassembly and reassembly. “There is a bit of a tradeoff on the maintenance side of things,” Krishnan says.

Kay says some fleets think they can convert to air disc brakes and never worry about their brakes again.

“That’s not the case,” he says. “It’s very important for fleet managers to know the environment and applications their trucks operate in.” Meritor has found that air disc brakes do not perform as well as drum brakes in dirty, gritty environments such as Northern Canada or Alaska, where there is a lot of sand on the roads.

“Drum brakes are

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EquipmEnt: AIR DISC BRAKES

Bendix ADB22X air disc brakes have a two-pin floating caliper design that provides a more stringent overall dimension accuracy and consistent force distribution.

generally packaged in a way that better protects them in those conditions.”

But air disc brakes in many cases are lighter than drum brake systems, freeing up additional cargo capacity – another plus for fleets.

“The weight savings are there, but fleet managers must remember that this difference depends upon the overall wheel-end components chosen as part of the complete air disc brake package,” Hicks says. “There are several options, such as our SAF Integral system, that can be lighter than a comparative drum brake.”

Weight savings often depend on several factors, such as the air disc torque plate. “Other combinations come into play as well,” Krishnan adds. “In general, the more robust the design spec’d, the heavier it is. Drum brake systems can be lighter than air discs in some instances.”

Still, the potential weight savings can be significant, Fitch says. “A great example of this is our Maxx22T ADB on a Hendrickson trailer suspension,” he says. “This configuration offers an overall weight reduction of up to 100 pounds on a tandem axle trailer.”

Air disc brakes still command a higher acquisition price. “Air disc brakes are still very much a premium product in North America,” Krishnan says.

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Meritor’s experiences in the European truck market, where air disc brakes hold an 80 percent market share, show that higher volumes eventually will lead to lower prices here, he says. “From what we’ve seen, the tipping point generally comes in when air discs reach approximately 50 percent market share.

That’s when you’ll start to see pricing come down.”

One development that is helping to bring air disc pricing down to drum brake levels is tractor OEMs offering them as a standard spec on many new models.

“Air disc brakes as a standard spec gives fleet customers the opportunity to see the inherent benefits of superior braking performance and maintenance,” Fitch says. “It also helps to improve the volume scenario and acquisition cost.”

Trailers: The final air disc frontier Tractors aren’t alone in seeing the benefits of air disc braking systems. Experts say they also offer superior braking performance when fitted on trailers. But for many fleets, this is a much harder sell for several reasons.

Looking at Meritor’s experiences with air disc trailer adoption in Europe, Kay says most North American fleets

| july 2015

today choose not to play based on their upfront expense. As a result, air discs in trailer applications only hold about an 8 percent market share in North America.

“This can be a problem, because there is always going to be a compatibility-workload balance when you have disc and drum brakes operating on a tractor-trailer together,” he says. “That’s why trailers in Europe eventually migrated to air discs as well.”

Kay urges North American fleets using air discs on tractors and drums on trailers to make sure they balance the brake system. “If you don’t, the brake load can quickly get out of sync and result in a situation where the trailer brakes are working harder – and wearing out faster – because they are bearing the brunt of the work trying to stop the truck,” he says.

That said, according to Fitch, air disc brakes in trailer applications can offer extended service intervals up to double the life of drum brakes. “As on tractors, they offer faster serviceability, with less than half the time to perform a lining change on drum brakes,” he says.

Another plus for fleets, he says, is that air discs typically net fewer Compliance Safety Accountability violations since the out-of-adjustment concern does not exist in their design. “There is virtually no fading, and the potential weight savings can be as high as up to 100 pounds per trailer axle.”

Long-term trends point to eventual air disc domination in both tractors and trailers in North America, Petresh says.

“They’re just a much safer braking option,” he says. “That’s why we’re seeing fleets that look closely at their safety margins moving in that direction. As fleets recognize how air disc brakes can reduce maintenance costs and reduce downtime because of the simplicity, they will begin to see the reduced cost of ownership by equipping trailers with air disc brakes.”

It’s what drives our engineers everyday.

© 2015 Utility Trailer Manufacturing Company. All rights reserved.

Whether it’s wall strength, corrosion protection or snag-free interiors, our engineers designed our composite thin-wall trailer to only one standard.

To find out more, call your local dealer or visit www.utilitytrailer.com.

trailer focus

T

Flatbed trailers

oday’s flatbed trailers, if properly spec’d, are more productive, require less maintenance, are safer and are built to last longer. They may look similar to their predecessors, but modern engineering techniques have made them stronger and lighter.

For example, aluminum alloys offer the durability of high tensile-strength steel at less than half the weight.

Meanwhile, running gear and other ancillary items also have made progress in recent years. Suspensions are easier to install as a module, and other improvements include better wheel seals and bearings, lighter wheel-end components, redesigned wiring harnesses and LED lighting.

EAST www.eastmfg.com

BST Length: 53 ft., 8-in. neck Width: 102 in.

Floor: Knurled, 3-nailers, integrated outside rail Landing gear: Jost AX150 Alumilight Crossmember: 22 in. with coil package Distributed load capacity: 80,000-lb. GVW Concentrated load capacity: 50,000 lbs. in 4 ft.; 60,000 lbs. in 10 ft.

Suspension: AAL25K/ E2/L-lift-E1; rear axle slide, inside rails Brakes: 161⁄2-by-7 in., automatic slack adjusters, 4S-2M ABS Tiedowns: Integrated winch track on both sides 62

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Axles: TP, 121-in. spacing, California legal

Aluminum BST II Length: 48 ft., 24-in. beam Width: 102 in.

Floor: Knurled, 3-nailers, integrated side rail Landing gear: Jost AX150 Alumilight Crossmember: 22 in. with coil package Distributed load capacity: 120,000-lb. GVW Concentrated load capacity: 65,000 lbs. in 4 ft.

Suspension: AAT25K/E2-1 (soft coat) Brakes: 161⁄2-by-7 in., automatic slack adjusters, 4S-2M ABS Tiedowns: Integrated | july 2015

Some flatbed purchasers are willing to pay more for the protection of certain areas of the trailer that are damaged prematurely by harsh road chemicals or repeated exposure to the elements. Options include hot-dipped galvanized rear frames, impact guards and other rear components designed to minimize rusting after scrapes against docks; hot-dipped galvanized understructures, landing gear bracing and front components that are impacted during coupling and uncoupling; and coating crossmembers with materials such as wax that is self-healing following impact with road debris.

The following are standard or typical specifications for popular flatbeds marketed by leading suppliers.

winch track on both sides Axles: TP, 121-in. spacing, 30 in. axle-to-rear

MMX Length: 48 ft.

Width: 102 in.

Floor: Knurled, 3-nailers, integrated side rail Landing gear: Jost AX150 Alumilight Crossmember: 16 in. with coil package Distributed load capacity: 145,000-lb. GVW Concentrated load capacity: 80,000 lbs. in 4 ft.

Suspension: AAT30K/E2-1 Brakes: 161⁄2-by-7 in., automatic slack adjusters, 4S-2M ABS Tiedowns: Integrated winch track on both sides Axles: TP, 121-in. spacing, 30 in. axle-to-rear

BST II Narrow Neck Length: 53 ft., narrow neck Width: 102 in.

Floor: Knurled, 3-nailers, integrated outside rail Landing gear: Jost AX150 Alumilight Crossmember: 22 in. with coil package Distributed load capacity: 80,000-lb. GVW Concentrated load capacity: 50,000 lbs. in 4 ft.; 60,000 lbs. in 10 ft.

Suspension: AAL25K/ E2/L-lift-E1; rear axle slide, inside rails Brakes: 161⁄2-by-7 in., automatic slack adjusters, 4S-2M ABS Tiedowns: Integrated winch track on both sides

trailer focus FLATBEDS Axles: TP, 121-in. spacing open, 57-in. spacing closed, California legal

FONTAINE www.fontainetrailer.com

Revolution Aluminum Drop Deck Length: 48 ft.

Floor: Friction-stir welded aluminum with coil support Main beams: Aluminum Weight: 8,720 lbs.

Crossmember: Unitized construction, box beam design Rub rail/side rail: Aluminum, single routed extrusion, single-piece design Concentrated load capacity: 50,000 lbs. in 4 ft.

Suspension: Hendrickson Intraax AANT23K with 122-in. spread Brakes: 161⁄2 -by-7-in. fast change, cast drums, spring brakes, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 15 pairs recessed in side rails, optional aluminum removable deck chain and chock supports available with unlimited position capability; 12 sliding winches without straps, sliding rope hook/strap hook keepers Axles: Hendrickson Intraax

Revolution All-Aluminum 52/60 Tandem/Tridem Flatbed Length: 48 ft.

Floor: Friction-stir welded aluminum with coil support Main beams: Aluminum Weight: 8,608-10,464 lbs.

Crossmember: Unitized construction, box beam design Rub rail/side rail: Aluminum, single routed extrusion, single-piece design Concentrated load capacity: 52,000-60,000 lbs. in 4 ft.

Suspension: Hendrickson Intraax AANT23K with 122-in. spread from front to rear axle Brakes: 161⁄2 -by-7-in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 15 pairs recessed in side rails, optional aluminum removable deck, chain and chock supports available with unlimited position capability; 12 sliding winches without straps, sliding rope hook/strap hook keepers Axles: Hendrickson Intraax

Velocity Steel Drop Deck Length: 48 ft.

Floor: 11⁄8-in. wood, continuous

Crossmember: 18-in. centers front deck, 12-in. centers rear deck, 4-in. junior I-steel Rub rails: 3⁄8-by-21⁄2-in. steel, double pipe spools Side rails: 6-in. structural channel at 61⁄2 lbs. per ft., full length on rear deck Distributed load capacity: 80,000 lbs.

Concentrated load capacity: 52,000 lbs. in 5 ft.

Suspension: Hendrickson Intraax AANL23K with 122-in. spread Brakes: 16-by-7-in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 12 sliding winches without straps Axles: Hendrickson Intraax

Infinity Composite Flatbed Length: 48 ft.

Floor: 11⁄8-in. aluminum with four wood nailer strips Crossmember: 12-in. centers, 4-in. junior I-steel, single coil hauling package Rub rail/side rail: Aluminum, single routed extrusion, single-piece design

Distributed load capacity: 80,000 lbs.

Concentrated load capacity: 55,000 lbs. in 4 ft.

Suspension: Hendrickson Intraax AANT23K with 122-in. spread Brakes: 161⁄2-by-7-in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 15 pairs recessed in side rails, full-length winch track, integrated aluminum on both sides, 12 sliding winches without straps, sliding rope hook/strap hook keepers Axles: Hendrickson Intraax

GREAT DANE www.greatdanetrailers.com

Freedom SE Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3⁄8by-5 in. top Overall width: 102 in.

Upper coupler height: 48 ft.

Kingpin location: 30 in. from nose Landing gear location: 112 in. from kingpin Crossmember: 4-in. steel I-beam on 16-in. centers

commercial carrier journal

| july 2015 63

trailer focus FLATBEDS Rub rails: 1⁄2-by-2 in.

Side rails: 6-in.-deep structural channel Suspension: Hendrickson AANT 23K Axles: Hendrickson Tapered Spindle Brakes: Wabco 2S/1M Easy Stop, 161⁄2-by-7 in.

Freedom LT Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3⁄8by-5 in. top and bottom Overall width: 102 in.

Upper coupler height: 48 ft.

Kingpin location: 30 in. from nose Landing gear location: 112 in. from kingpin Crossmember: 4-in. steel I-beam on 16-in. centers Rub rails: 3-in. aluminum Side rails: Extruded aluminum Suspension: Hendrickson AANT 23K Axles: Hendrickson Tapered Spindle Brakes: Wabco 2S/1M Easy Stop, 161⁄2-by-7 in.

Freedom XP Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3⁄8by-5 in. top and bottom 64

commercial carrier journal

Overall width: 102 in.

Kingpin location: 30 in. from nose Landing gear location: 112 in. from kingpin Crossmember: 4-in. aluminum on 16-in. centers Rub rails: 3-in. aluminum Side rails: Extruded aluminum Suspension: Hendrickson AANT 23K Axles: Hendrickson Tapered Spindle Brakes: Wabco 2S/1M Easy Stop, 161⁄2-by-7 in.

MAC www.mactrailer.com

Aluminum Flatbed Models: M-52, M-60, M-65, M-72, M-80, Low Pro Elite Lengths: 28-53 ft.

Widths: 96 in. and 102 in. with or without rub band, pockets and spools Floor: Extruded aluminum hollow core tubular decking with or without nailers Crossmember: 5-in. extruded capped channel, spacing determined by application Distributed load capacity: 70,000 to 110,000 lbs. based on model | july 2015

type and main beam selection; 4-ft. concentrated load, 40,000 to 80,000 lbs. based on model type, main beam selection, length of trailer and trailer wheelbase Suspension: Hendrickson AANT230 23K with HXL-5 Axles: Hendrickson Intraax w/TP Bearings and HXL-5 Brakes: 161⁄2-by-7-in. extended-life 23K lining; disc brakes optional

Drop Deck Platform Models: DM-51, DM-60 Lengths: 40-53 ft.

Upper deck length: 91⁄212 ft.

Widths: 96 in. and 102 in. with or without rub band, pockets and spools Floor: Extruded aluminum hollow core tubular decking with or without nailers Crossmember: 5-in. extruded capped channel, spacing determined by application Distributed load capacity: 80,000 to 100,000 lbs.; 4-ft. concentrated load, 44,000 to 60,000 lbs. based on main beam selection, length of trailer and trailer wheelbase Suspension: Hendrickson AANT230 23K with HXL-5 Axles: Hendrickson Intraax w/TP Bearings and HXL-5

Brakes: 161⁄2-by-7-in. extended-life 23K lining with 255/70R22.5 tires

TRANSCRAFT www.transcraft.com

Benson Aluminum Trailers Floor: 11⁄4-in. hollow core box design, extruded aluminum with three apitong nailers, two outboard strips and one double-width center nailer Crossmember: 47⁄8-in. aluminum C-channels on 16-in. centers; flatbeds include coil package with five additional crossmembers on 8 in.

Length: 28-53 ft.

Width: 96 in. and 102 in.

Main beams: Welded, 2-piece, 6061 T6 extruded aluminum “T” cross sections, welded along neutral axis Side rails: Extruded box section with patentpending Lock-Rite multiposition tiedown system; stake pockets on 24-in. centers, double pipe spools Rub rails: Extruded aluminum with recessed groove to protect conspicuity tape Beam ratings: Flatbeds, 52,000 lbs. in 4 ft./57,000 lbs. in 10 ft./110,000 lbs. evenly distributed; 72,000 lbs. in 4 ft./78,000 lbs. in 10 ft./140,000 lbs. evenly distributed;

SP12580_CCJAug_RecruitingHouse ad_HR.pdf

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trailer focus FLATBEDS Drop decks, 52,000 lbs. in 4 ft./57,000 lbs. in 10 ft./105,000 lbs. over lower deck Suspension/axles: Hendrickson Intraax air, 121-in. widespread with Quik-Align; parallel “P” spindle wheel ends

Transcraft Combo Trailers Floor: Interlocking, four nailer, apitong and aluminum system Crossmember: 80K hightensile 4-in. steel “I” beam on 12-in. centers; 5-in. aluminum available Length: 28-53 ft.

Width: 96 in. and 102 in.

Main beams: Flange and web fully welded at all joints Rub rails: Extruded aluminum with recessed groove that protects conspicuity tape Side rails: 6061-T6 extruded aluminum; stake pockets on 24-in. centers, double pipe spools Available beam ratings: Flatbeds, 55,000 lbs. in 4 ft./60,000 lbs. in 10 ft./93,700 lbs. evenly distributed; 65,000 lbs. in 4 ft./70,000 lbs. in 10 ft./110,400 lbs. evenly distributed; 73,000 lbs. in 4 ft./80,000 lbs. in 10 ft./125,000 lbs. evenly distributed; Drop decks, 55,000 lbs. in 4 ft./60,000 lbs. in 10 ft./80,000 lbs. over lower deck; 80,000 lbs.

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in 4 ft./85,000 lbs. in 10 ft./94,000 lbs. over lower deck Suspension/axles: Hendrickson Intraax air, 121-in. widespread with Quik-Align; parallel “P” spindle wheel ends Transcraft Steel Trailers Floor: 11⁄8-in. apitong system Crossmember: 80K high-tensile 4-in. steel “I” beam on 12-in. centers Length: 28-53 ft.

Width: 96 in. and 102 in.

Main beams: Flange and web fully welded at all joints Rub rails: Steel with recessed groove that protects conspicuity tape Side rails: 51⁄2-in.

10-gauge steel designed for 4-in. crossmembers; stake pockets on 24-in. centers, double pipe spools Available beam ratings: Flatbeds, 55,000 lbs. in 4 ft./60,000 lbs. in 10 ft./93,700 lbs. evenly distributed; 65,000 lbs. in 4 ft./70,000 lbs. in 10 ft./110,400 lbs. evenly distributed; 73,000 lbs. in 4 ft./80,000 lbs. in 10 ft./125,000 lbs. evenly distributed; Drop decks, 55,000 lbs. in 4 ft./60,000 lbs. in 10 ft./80,000 lbs. over lower deck; 80,000 lbs. in 4 ft./85,000 lbs. in 10 ft./94,000 lbs. over lower deck Suspension/axles: Hendrickson Intraax air, 121-in. widespread with | july 2015

Quik-Align; parallel “P” spindle wheel ends

UTILITY www.utilitytrailer.com

4000A Floor: 11⁄8-in. extruded aluminum with four hardwood nail strips Crossmember: 3-in. steel I-beam on 16-in. centerline Rub rails: 3⁄8-by-3-in. extruded aluminum with recess for conspicuity tape Side rails: 53⁄8-in. deep extruded aluminum with integral sliding winch track on each side Distributed load capacity: 80,000-lb. GVW Suspension: Hendrickson AANT 23K Intraax air ride Brakes: Outboardmounted cast-iron drums, 161⁄2-by-7-in.

Bendix 2S/1M TABS-6 system Axles: Hendrickson LDA Tiedowns: Extruded aluminum pipe spools on 24-in. centers

4000S Floor: 11⁄8-in. dimensional shiplap hardwood Crossmember: 3-in. steel I-beam on 12-in. centerline Rub rails: 1⁄4-by-3-in. high-strength steel with

recess for conspicuity tape Side rails: 47⁄16-in. highstrength bolt-on steel Distributed load capacity: 80,000-lb. GVW Suspension: SAF Holland SP9000 Series Duralite spring Brakes: Outboardmounted cast-iron drums, 161⁄2-by-7-in.

Bendix 2S/1M TABS-6 system Axles: Hendrickson LDA Tiedowns: Steel pipe spools on 24-in. centers

Drop Deck Floor: 11-ft. front deck with 21-in. drop, 11⁄8-in. extruded aluminum with four hardwood nail strips Crossmember: 3-in. steel I-beam on 12-in. centerline Rub rails: 3⁄8-by-3-in. extruded aluminum at sides, 3⁄8-by-3-in. highstrength steel at rear with recess for conspicuity tape Side rails: 53⁄8-in.-deep extruded aluminum with integral sliding winch track on each side Distributed load capacity: 80,000-lb. GVW Suspension: Hendrickson AANL 23K Intraax air ride Brakes: Outboardmounted cast-iron drums, 161⁄2-by-7-in.

Bendix 2S/1M TABS-6 system Axles: Hendrickson LDA Tiedowns: Extruded aluminum pipe spools on 24-in. centers

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products new

Trailer wire box Phillips’ Volt-Box for the company’s Sta-Dry trailer wire management system is designed to keep wires pinch-free and organized while maintaining the standard 7-way trailer mounting-bolt pattern for easy retrofit. The Volt-Box includes Phillips’ QCS2 Quick-Change Socket in either split (16-8000) or solid pin (16-80002) designs and is engineered with high-impact composite material and interchangeable mounting holes to facilitate faster and easier socket replacement.

Phillips Industries, www.phillipsind.com, 800-423-4512

Lightweight trailer suspension SAF Holland’s ULX40 Ultralite trailer suspension is an all-in-one integrated slider suspension axle system engineered for increased payload, improved operating efficiency, longer life, reduced maintenance and increased simplicity.

The ULX40, available with SAF drum or air-disc brakes, has a 40,000-pound capacity with a 5.75-inch-diameter axle and features a lightweight composite spring design that doesn’t require shock absorbers, air springs, height-control valves or dock-lock devices.

SAF Holland, ww1.safholland.us, 888-396-6501

Regional drive tire Giti Tire’s GT Radial GT639 nondirectional regional drive tire is engineered for high-mileage high-scrub applications. The tire has a 30⁄32-inch tread depth for added service life, while an open-shoulder tread pattern helps provide added traction, and a wide footprint and square shoulders help enhance stability.

The GT639 features the company’s proprietary Equal Force Casing carcass technology designed to enable an optimal tire footprint and equal force distribution for better control and regular tread wear. With Giti’s Cap Base Design, the cap layer provides added wear-resistant qualities, while the base rubber between the top layer and the casing includes a cooler running formulation that helps insulate the casing from heat buildup. The company’s Duo Filler Technology is a combination of hard and soft bead fillers; the soft bead filler helps provide a more comfortable ride and smoother handling, while the hard bead filler is stiffer to facilitate improved durability. The tire is available in four sizes: 11R22.5, 295/75R22.5, 11R24.5 and 285/75R24.5.

Giti Tire U.S.A. Ltd., www.giti.com, 866-488-4737

Fifth-wheel plate Minimizer’s Slick Plate is made of poly plastic and is designed to remove the need for grease and prolong the fifth wheel’s life. The device is engineered to facilitate less friction, easier handling and added maneuverability and comes with all necessary hardware.

Minimizer, www.minimizer.com, 800-248-3855 commercial carrier journal | july 2015

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JOIN THE MOVEMENT

TruckingMovesAmerica.com

products

Fuel filter/ water separator Racor’s GreenMax heavy-duty high-capacity Fuel Filter Water Separator is engineered for all-weather operations.

Available in 12 VDC and 24 VDC models, GreenMax has an in-bowl electric heater, a return fuel recirculating valve, a hand primer pump and the company’s proprietary 10-micron Aquabloc media element.

The in-bowl electric heater helps with cold starting, while the recirculating valve uses unused warm engine fuel returning to the tank to help provide full-flow on-demand heated fuel to the filter at full engine load. Approved for biodiesel fuels to B20, GreenMax also has dual inlet and outlet ports, a standard water-in-fuel sensor and a large clear bowl for visual fuel-quality checks.

Parker Hannifin Corp. Racor Division, www.parker.com/racor, 800-344-3286

Fuel-efficient steer tire Michelin Americas Truck Tires has added two sizes to its XZA3+ ultra-fuel-efficient steer tire – 11R24.5 and 275/80R24.5, both load range H and both reinforced with more steel belts for added carrying capacity to meet market and original equipment demands that require steer tires to handle heavier tractor weights.

The XZA3+ line also includes those same sizes in load range G, as well as sizes 11R22.5 and 275/80R22.5, both available in both load ranges G and H. The XZA3+ line is designed for added casing retreadability and has earned U.S. Environmental Protection Agency SmartWay verification.

Michelin Americas Truck Tires, www.michelintruck.com, 888-622-2306

commercial carrier journal | july 2015 Larson_CCJ0715_PG071.indd 1

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products

LED headlight system Truck-Lite’s 4-by-6-inch (165 mm) rectangular LED headlight system has a multivolt design (9-33v) suited for medium-duty trucks and is a drop-in replacement for most 1A1 and 2A1 sealed beams.

The lightweight system is the follow-up to the company’s 7-inch round and 5-by-7-inch headlight systems and is designed for an optimal beam pattern with improved width and longer reach.

Truck-Lite, www.truck-lite.com, 800-888-7095

Cordless impact wrench Snap-on’s 3/8-inch Drive 18-Volt Cordless Impact Wrench (CT8810) has a slender design, balanced ergonomic control and soft grip handles and offers 230 ft.-lbs. of torque output.

The wrench has an 18-volt lithium battery with a digital fuel gauge and a microcontroller designed to sense temperature and amperage, cutting off power to the motor before it can overheat.

Snap-on, www.snapon.com, 877-762-7664

Dashcam navigation device Garmin’s dezlCam trucking navigator integrates a built-in dashcam with added navigation features. The dezlCam is designed to provide firsthand eyewitness footage by saving video files on impact, allowing truckers to rely on captured footage if they become involved in an accident where they were not at fault. The Snapshot feature is designed to allow still images to be captured outside of the truck. Navigation features include customized truck routing and profiling, which allows the device to find truck-preferred routes suitable for each customer; TruckDown, which provides locations rated highly by truckers such as lodgings, weigh stations and parking areas; and Easy Route Shaping, which lets customers modify their routes to include preferred roads or cities.

Garmin, www.garmin.com, 800-800-1020

commercial carrier journal | july 2015

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COMMERCIAL CARRIER JOURNAL

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American DrugTesting Consortium . . . . . . 800-528-9075 . . . . . . . . . . . . . . . . . . . . . . . .77

Henry Repeating Arms Co . . . . . . . . . . . . . . . . 800-845-3028 . . . . . . . . . . . . . . . . . . . . . . . .53

American Heritage Firearms . . . . . . . . . . . . . 970-672-9700 . . . . . . . . . . . . . . . . . . . . . . . .77

Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . 800-438-4693 . . . . . . . . . . . . . . . . . . . . . . . .17

AmericanTruckers Legal Association . . . . . 800-525-4285 . . . . . . . . . . . . . . . . . . . . . . . .77

J .J . Keller & Associates . . . . . . . . . . . . . . . . . . . 877-564-2333 . . . . . . . . . . . . . . . . . . . . . . . .49

Amsoil Distributor-Jim Fleschner . . . . . . . . 800-709-2516 . . . . . . . . . . . . . . . . . . . . . . . .76

Larson Electronics . . . . . . . . . . . . . . . . . . . . . . . 800-369-6671 . . . . . . . . . . . . . . . . . . . . . . . .71

Ancra International . . . . . . . . . . . . . . . . . . . . . . 800-233-5138 . . . . . . . . . . . . . . . . . . . . . . . .12

Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-419-5861 . . . . . . . . . . . . . . . . . . . . . . . .29

Apex Capital . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844-827-7698 . . . . . . . . . . . . . . . . . . . . . . . .75

Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-248-3855 . . . . . . . . . . . . . . . . . . . . 32, 57

ATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trucking .org . . . . . . . . . . . . . . . . . . . . . . . . . . .65

MobilDelvac1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-MOBILDELVAC . . . . . . . . . . . . . . . . . . .15

Avantechs Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303-HIGHWAY . . . . . . . . . . . . . . . . . . . . . . . .34

NationalTrailer Registration . . . . . . . . . . . . . 877-886-4414 . . . . . . . . . . . . . . . . . . . . . . . .76

Axalta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AxaltaCoatingSystems .com . . . . . . . . . . .16

Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . InternationalTrucks .com . . . . . . . . . . . IFC-1

Bitimec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-637-1900 . . . . . . . . . . . . . . . . . . . . . . . .76

O’Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . FirstCallOnline .com . . . . . . . . . . . . . . . . . . .45

BorgWarner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-787-6464 . . . . . . . . . . . . . . . . . . . . . . . .80

PCS Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281-419-9500 . . . . . . . . . . . . . . . . . . . . . . . .51

Caterpillar Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . DriveCat .com/hardwork . . . . . . . . . . . . .8-9

PeopleNet Communications . . . . . . . . . . . . . 888-346-3486 . . . . . . . . . . . . . . . . . . . . . . . .37

CCJ’s Innovators . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . .42

Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . . . . . . .BC

Commercial Carrier University . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . .74

ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . . . . . . . .72

CommercialVehicle Outlook Conference . 888-349-4287 . . . . . . . . . . . . . . . . . . . . . . . .68

RigDig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . .78

Custom Fleet Filters . . . . . . . . . . . . . . . . . . . . . . 877-737-9963 . . . . . . . . . . . . . . . . . . . . . . . .76

Ryder System Inc . . . . . . . . . . . . . . . . . . . . . . . . . Ryder .com . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Deckmate @ Gateway Supply LLC . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . . . . . . .77

Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . 800-231-6950 . . . . . . . . . . . . . . . . . . . . . . . IBC

Detroit Diesel Corp . . . . . . . . . . . . . . . . . . . . . . . 313-592-5000 . . . . . . . . . . . . . . . . . . . . . . . .23

TA-Petro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-632-9240 . . . . . . . . . . . . . . . . . . . . . . . .19

Direct Equipment Supply Co . . . . . . . . . . . . . . 800-992-1478 . . . . . . . . . . . . . . . . . . . . . . . .77

Thermo King . . . . . . . . . . . . . . . . . . . . . . . . . . . . ThermoKing .com . . . . . . . . . . . . . . . . . . . . . . 7

Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Roadranger .com . . . . . . . . . . . . . . . . . . 20, 35

TruckerTribute Rifle Giveaway . . . . . . . . . . . OverdriveOnline .com/gungiveaway . .74

Federal-Mogul Motorparts . . . . . . . . . . . . . . FederalMogulMP .com . . . . . . . . . . . . . . . . .41

Truckfridge .com . . . . . . . . . . . . . . . . . . . . . . . . . 502-863-4536 . . . . . . . . . . . . . . . . . . . . . . . .75

FitzgeraldTruck Sales & Glide Kits . . . . . . . . 866-553-0369 . . . . . . . . . . . . . . . . . . . . 30-31

Trucking Moves America Forward . . . . . . . TruckingMovesAmerica .com . . . . . . . . . .70

Fleet One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-517-2537 . . . . . . . . . . . . . . . . . . . . . . . .10

Truckstop .com . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-203-2540 . . . . . . . . . . . . . . . . . . . . . . . .46

Fleetline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-322-6653 . . . . . . . . . . . . . . . . . . . . . . . .73

UtilityTrailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-874-6807 . . . . . . . . . . . . . . . . . . . . . . . .61

Fuel Surcharge Index . . . . . . . . . . . . . . . . . . . . 409-697-2587 ext . 231 . . . . . . . . . . . . . . .67

Van Alstine Manufacturing . . . . . . . . . . . . . . 610-480-7670 . . . . . . . . . . . . . . . . . . . . . . . .76

Fumoto Engineering . . . . . . . . . . . . . . . . . . . . 707-545-7020 . . . . . . . . . . . . . . . . . . . . . . . .77

Verizon Networkfleet . . . . . . . . . . . . . . . . . . . . 866-869-1353 . . . . . . . . . . . . . . . . . . . . . . . . . 2

GoNMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GoNMF .com . . . . . . . . . . . . . . . . . . . . . . . . . .77

Vipar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-494-4731 . . . . . . . . . . . . . . . . . . . . 27, 40

GoodyearTire & Rubber Co . . . . . . . . . . . . . . . 800-321-2136 . . . . . . . . . . . . . . . . . . . . . . . .13

Western StarTrucks . . . . . . . . . . . . . . . . . . . . . . 866-850-STAR . . . . . . . . . . . . . . . . . . . . . . . .22

Great AmericanTrucking Show . . . . . . . . . . 888-349-4287 . . . . . . . . . . . . . . . . . . . . 24, 25

Windshield Cam . . . . . . . . . . . . . . . . . . . . . . . . . 403-616-6610 . . . . . . . . . . . . . . . . . . . . . . . .76

Great Dane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773-254-5533 . . . . . . . . . . . . . . . . . . . . . . . . . 5

Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-451-7660 . . . . . . . . . . . . . . . . . . . . . . . .76

Haldex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-643-2374 . . . . . . . . . . . . . . . . . . . . . . . .59 commercial carrier journal | july 2015

79

Second Avenue

Preventable or not?

Doe messes up Chuck’s Charger

C

autiously piloting his tractor-trailer along sunny two-lane Second Avenue at the posted speed limit of 35 mph while intermittently burping from the huge morale-boosting helping of “Kid Flesher’s Awesomely Hot Two-Gun Chili” he wolfed down at Tommy’s Texas Diner, John Doe reflected on a Channel 19 revelation recently provided

by Billy Bob Goldfarb, a westbound doubles driver.

According to Goldfarb, Uncle Sam was poised to unveil a new online version of the Federal Motor Carrier Safety Regulations that could be viewed on smartphones! Holy eye-strain, Batman, 10-4?

Suddenly, Doe’s reverie was … “Ahhhhgg!” SCREECH!!

Without warning, a sports car KA-BOOM!!! Oh no! Without blindly and hastily exited a high-fenced apartment complex warning, a gray-primed 2014 only a few yards in front of Charger driven by teenager John Doe’s tractor, leaving Doe Chuck Chumulski had blindly with little time to avoid impact. and hastily exited a high-fenced Was this a preventable accident? apartment complex, only a few yards in front of Doe’s tractor!

While he’d pounced on the brakes immediately and had tried to steer out of harm’s way, the Charger’s left front fender was a mangled mess. Mercifully, Chumulski was shaken up but otherwise unscathed.

Since Doe contested the preventable-accident warning letter from his safety director, the National Safety Council’s Accident Review Committee was asked to render a final judgment. NSC immediately ruled in Doe’s favor, noting that there was no way he could have anticipated Chumulski’s suicidal maneuver or avoided ramming his car with only a split-second warning.

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