CCJ0718 by dwatson

APRIL JULY 2018 2018

GOOD INFLATION TPMS, ATIS keep tires full, rolling page 53

4 steps to better business intelligence FLATBED TRAILERS BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

CCJ's annual guide to latest models, specs page 59

COOLANT CRITERIA Know when to change it, how to do it right page 32

DENNY MOONEY SENIOR VICE PRESIDENT, GLOBAL PRODUCT DEVELOPMENT, INTERNATIONAL TRUCK

The transportation industry has seen its share of headlines on autonomous trucks. This advanced technology is creating a lot of questions and speculation. How will the role of the driver evolve? Will the roads be safer with autonomous trucks? Can the industry come together to make autonomous trucking a viable solution? As industry leaders, together with you, we want to address these questions and discuss the implications of an autonomous future.

Join the conversation at UPNEXTTRUCKING.COM/AUTONOMOUS

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

FMCSA allows after-hours move to park while loaded

he Federal Motor Carrier Safety Administration finalized changes to guidance around the 150-air-mile-radius agriculture hours-of-service exemption and use of the personal conveyance provision. Both proposed changes were put forward ahead of the Dec. 18 compliance deadline for the agency’s electronic logging device mandate and pitched as providing clarity and additional flexibility for drivers. The new interpretation of when it is legal to use a truck for personal conveyance allows use whether the truck is loaded or not. Perhaps more significantly, the guidance answers a common question of whether it’s appropriate to use personal conveyance status to get to a safe parking spot or rest location after hours are exhausted by a shipper or receiver. “The movement from a shipper or receiver to the nearest safe resting area may be identified as personal conveyance,” text of the clarification reads, “regardless of The new interpretation of when it is legal to use a truck for personal conveyance allows use whether the truck is loaded or not. whether the driver exhausted his or her hours of service, as long as the CMV is being moved solely to enable the driver to obtain the required rest at a safe location.” Personal conveyance used this way should be annotated in the log. Personal conveyance also is newly allowed when a safety official requires a driver to move during an off-duty period. Such a use should be “no farther than the nearest reasonable and safe area to complete the rest period,” the text reads. Regarding the 150-air-mile-radius exemption, FMCSA clarified the definition of the radius as extending from the commodity’s source. Haulers using the exemption but who extend beyond the radius would not need to start hours recording until they reach the edge of the radius, the agency said. Such drivers Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsreturning empty can stop letters to sign up for the CCJ Daily Report, hours recording upon rea daily e-mail newsletter filled with news, entering the radius. analysis, blogs and market condition articles. – Todd Dills

Registry hack delays medical certificate rule

he Federal Motor Carrier Safety Administration said

last month it intends to postpone the implementation of a system meant to streamline its communications with state licensing agencies regarding drivers’ medical certification status. The multifaceted rule, part of which took effect in January 2015, requires FMCSA to electronically transmit to state licensing agencies the results of drivers’ medical certifications; FMCSA receives that information from medical examiners. State agencies then will send the results to the Commercial Driver’s License Information System to make other states aware of drivers’ exam results. However, due in part to the ongoing outage of the National Registry of Certified Medical Examiners following an attempted hack, FMCSA says it will postpone the requirement that it submit information to state agencies for three years, until June 2021. – Matt Cole

FMCSA said “an incident that occurred in early December 2017” led to interruptions in developing the electronic transmission process.

commercial carrier journal

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JOURNAL NEWS HOUSE TRANSPORTATION AND INFRASTRUCTURE COMMITTEE

Senators press FMCSA to evaluate hours reforms

FMCSA Administrator Ray Martinez testified for more than two hours before the House’s Transportation and Infrastructure Committee in late May.

FMCSA boss: ELD mandate could lead to HOS reforms

he head of the Federal Motor Carrier Safety Administration, Ray Martinez, last month told congressional lawmakers that the electronic logging device mandate could be a catalyst for hours-of-service reforms, saying the ELD mandate could shine a light on areas where greater hours flexibility is needed. The mandate puts “everybody on a level playing field,” given that in many cases, “paper logs were fudged in the past,” he said. “Now let’s look at hours of service and see about some modifications — not extending the hours, but providing some flexibility in the current rules. We are engaging with our stakeholders in the regulated community and safety advocates to see what would be acceptable.” Martinez, who assumed the FMCSA administrator’s job in February, testified before the House’s Transportation and Infrastructure Committee. Other topics he discussed include: • Detention. He told the panel that excessive detention is “an abuse of the driver” but that it has been difficult to regulate. If carriers would share with the agency ELD data tracking time spent waiting at docks, “we would be happy to review it,” he said. • CSA reform. FMCSA is evaluating recommendations made last year by the National Academies of Science as to how the agency can better score carriers on their safety performance and better target carriers at risk of crashes. • Sleep apnea. The agency has no plans to alter the guidelines for screening drivers. Currently, the issue is in the hands of medical examiners, who determine whether to refer a driver for an in-lab apnea test and diagnosis based on risk factors for obstructive sleep apnea, such as a high Body Mass Index. – James Jaillet 10

commercial carrier journal

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early a third of the U.S. Senate penned a letter to Federal Motor Carrier Safety Administration boss Raymond Martinez last month calling on the agency to “explore improvements” for the hours-of-service regulations. Thirty senators, all but two of them Republicans, signed the four-paragraph letter dated May 17. While it doesn’t mention specific reforms, the letter urges FMCSA to “provide for a commonsense framework for drivers, rather than a one-size-fits-all model.” “We suggest FMCSA examine a wide range of options to address HOS issues … including … providing certain allowances for unique businesses or driver operations, elimination of unnecessary requirements or improved utilization of non-driving time.” The Senate letter is the latest part of a seemingly growing movement for HOS reform, driven in part by the electronic logging device mandate and its rigidity in ensuring HOS compliance. A bill was introduced in the U.S. House in March that would allow drivers to pause their 14-hour on-duty clock for up to three hours a day. Also introduced in the House in April was a rider to a larger bill that would allow FMCSA to enact HOS reforms more quickly by skipping a step in the rulemaking process. The rider was withdrawn, and the bill to pause the 14-hour clock has seen no action. Martinez told CCJ in March he intends to examine possible HOS reforms. – James Jaillet

The letter from 30 senators urges FMCSA to “provide for a commonsense framework for drivers, rather than a onesize-fits-all model.”

JOURNAL NEWS

SPONSORED INFORMATION

Real world implications of driverless vehicles PART II: Traffic enforcement

ne of the key selling points of autonomous vehicles is that they will always obey all traffic laws. This would certainly make our roads and highways safer. However, if an AV never violates a traffic law, what will happen to all the enforcement personnel on the roads today? While this may seem like it’s a futuristic scenario, the tech gurus believe it’s going to be sooner rather than later. In a world where all vehicles comply with all traffic laws, there will be no need for officers to patrol the streets looking for speeders. So, what will happen to all the personnel currently assigned to traffic enforcement? I anticipate lay-offs in states with budget issues. In addition, what will happen to the revenue received from fines for traffic violations? Since a portion of the fines currently collected go to pay for prosecutorial efforts, law enforcement training and safety programs – where will these funds be found? Will prosecutorial efforts be reduced? Will enforcement training be reduced? This may have a negative impact on crime reduction. I can’t predict the future; however, I assume lost revenue will be made up by increasing taxes, perhaps adding additional sales taxes on the AV. Another consideration with the elimination of the normal traffic stop is the impact this will have on police investigative work. Traffic stops from violations such as running red lights, broken taillight, etc. have led to many arrests and breakthroughs in criminal cases. If an AV is incapable of violating traffic laws, there will be no grounds to make a stop. What if the AV is “unmanned” and just being used to deliver drugs? In states that require probable cause, this could have a catastrophic impact on criminal investigations. Will the laws have to be modified to allow officers to “randomly” stop vehicles? Finally, if fully autonomous vehicles can never violate the law, doesn’t that make certain traffic laws unnecessary? What about DUI laws? Open container laws? If I am not driving a vehicle, and can’t assume control of the vehicle, shouldn’t I be able to enjoy a drink while being transported? If I can’t drive the vehicle I will not be placing anyone in danger. As you can see, there are lots of questions arising from the impact of AVs on traffic laws, lost revenue and enforcement. I am not sure what the answers are but the discussion is important.

commercial carrier journal

DLP_CCJ0718_PG.indd 1

House legislation would exempt owner-operators, ag haulers from ELD mandate

bill filed May 23 in the U.S. House would permanently exempt trucking companies with 10 or fewer trucks from compliance with the electronic logging device mandate. Sponsored by a bipartisan duo, Reps. Collin Peterson (D-Minn.) and Greg Gianforte (R-Mont.), the Small Carrier Electronic Logging Device Exemption Act is the first attempt in Congress at specifically exempting independents with as many as 10 trucks from the ELD mandate. The filing came more than five months after the mandate’s Dec. 18 compliance deadline and nearly two months after the mandate’s April 1 hard enforcement date. The bill would allow those small carriers to use paper logs to record duty status instead of ELDs. To become law, the bill must be passed by both the House and Senate and signed by President Trump. A bill was filed in the House last year by Rep. Brian Babin (R-Texas) to postpone the ELD mandate for two years for carriers of all sizes, though Babin’s bill has seen no action since. Peterson and Gianforte also introduced a bill May 23 to permanently exempt haulers of agricultural commodities from the ELD mandate. Livestock and agricultural haulers already have received compliance extensions; livestock haulers must adopt an ELD by the end of September, while agricultural haulers had until June 19. The Owner-Operator Independent Drivers Association in November petitioned the Federal Motor Carrier Safety Administration to allow small-business truckers – those with less than $27 million a year in revenue, as defined by the Small Business Administration – with strong safety records to continue to run on paper logs for five years beyond the December 2017 compliance deadline. FMCSA has not yet issued a decision on OOIDA’s waiver request. – James Jaillet If enacted, the bill would allow carriers with 10 or fewer trucks to use paper logs to record duty status instead of ELDs.

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JOURNAL NEWS

Senate bill would overhaul hours regs for livestockers

Senate bill would overhaul hours-of-service regulations for livestock and insect haulers. Chief among the changes would be the expansion of livestock and insect haulers’ available drive time, allowing them to drive up to potentially 18 hours in a 24-hour period if operating within a 300-air-mile radius of the start of their on-duty period. The Transporting Livestock Across America Safely Act, sponsored by Sen. Ben Sasse (R-Neb.), calls for the Federal Motor Carrier Safety Administration to boost the available drive time for livestock and insect haulers operating within the 300-air-mile radius of their on-duty origin to at least 15 hours and potentially up to 18 hours. Once completing their on-duty day, drivers then must take a break of five hours less than their drive-time maximum, between 10 and 13 hours. The bill also would allow drivers to deduct certain breaks from their on-duty time and exempt them from the 10-hour rest break requirement of the current HOS rule. If a livestock hauler is operating within a 300-airmile radius of the start of their on-duty period, they can exclude certain hours-draining hurdles such as time spent

Regulators and lawmakers have grappled with how to handle the hours needs of livestockers after the ELD mandate's implementation.

at a carrier or shipper facility or “any public property during which the driver is waiting to be dispatched,” as well as time spent loading and unloading, supervising loading or unloading or attending their vehicle during loading and unloading. Also, rest periods would not count against their drive time. The House Appropriations Committee in late May passed a U.S. Department of Transportation appropriations bill that would exempt livestock and bee haulers from compliance with the ELD mandate through at least September 2019. Congress already had exempted those haulers from compliance with the ELD mandate through September 2018, and the House’s DOT funding bill would extend that waiver to Sept. 30, 2019. – James Jaillet

Time’s up for agriculture haulers to adopt an ELD

nforcement of the U.S. Department of Transportation’s electronic logging device mandate for drivers who haul agricultural products is under way, with the six-month exemption granted by DOT to such truckers sunsetting June 18. Truckers who haul livestock and insects still have until the end of September to adopt an ELD, thanks to a congressional directive issued in March. But drivers hauling nonlivestock agricultural commodities, such as produce and feed, had to start using an ELD to record duty status by June 19, the date that enforcers began issuing citations and out-of-service orders for noncompliance. The Federal Motor Carrier Safety Administration in December announced it was providing agricultural haulers an extra three months – until March 18 – to adopt an ELD, but the agency later extended the waiver until June. The extensions were meant to give FMCSA time to “continue to work on outreach and communication with the ag community so that they have the fullest understanding of the rule and regulations,” said

commercial carrier journal

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An FMCSA spokesperson last month confirmed that agricultural haulers’ six-month compliance extension would last through June 18.

Joe DeLorenzo, the agency’s head of enforcement. An FMCSA spokesperson last month confirmed that agricultural haulers’ six-month compliance extension would last through June 18, with enforcement beginning June 19. Drivers who haul agricultural commodities within a 150-air-mile radius of their load’s destination are exempt from hours-of-service regulations, meaning they did not have to adopt an ELD before the June 19 enforcement date. Only drivers required to keep records of duty status needed to comply with the ELD mandate. – James Jaillet

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JOURNAL NEWS

Lawmakers write OMB requesting quick clearance of glider kit rollback

wo dozen members of Congress penned a letter in late May to Office of Management and Budget Director Mick Mulvaney asking his OMB to hasten approval of a rule to repeal Obama-era emissions regulations placed on glider kit trucks. The U.S. Environmental Protection Agency issued a proposed rule in November to rescind regulations placed on glider kit trucks by the 2016-finalized Phase II emissions regulations, which call for a decade-long implementation of new emissions hurdles for tractor-trailers. For the first time, the Phase II regulations brought emissions standards to the glider kit industry, requiring glider kit builders Poly emissions Deck NEW_7x4.5.pdf to restrict of green-1 6/11/18

house gases and particulate matter. Glider vehicles are new truck bodies and chasses equipped with older engines and transmissions. EPA last year sought to unwind the glider-specific Phase II regulations and exempt glider kit builders, such as Fitzgerald Glider Kits and Harrison’s Truck Centers, from compliance with the restrictions. EPA has yet to send its Final Rule to rescind the glider emissions to OMB, which must approve rulemakings before publication in the Federal Register. With the rule still unfiled with the OMB – and the office’s approval process awaiting – glider kit makers are left in a regulatory limbo. A group of 24 lawmakers — three 9:41 AM and 21 House members — senators

EPA’s Obama-era Phase II regulations require glider kit builders to restrict emissions of greenhouse gases and particulate matter.

wrote Mulvaney asking him to skip a step in the approval process to allow the rule to be published more quickly. The lawmakers asked OMB to skip the rule’s regulatory impact analysis, saying it’s not required for deregulatory actions. OMB has not said when it plans to approve EPA’s rule, nor has it yet responded to the May 24 letter from lawmakers. – James Jaillet

CMY

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commercial carrier journal

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6/11/18 3:13 PM

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At Shell Rotella,® we believe in the strength of our technology. And one way we challenge ourselves is by putting our oils to the test, along with other oils on the market. In a required industry test completed earlier this year, a sample of Mobil Delvac 1300 Super 15W-40 did not meet API CK-4, nor the Cummins, Detroit Diesel, Mack or Volvo specifications that they claim to meet. Make sure you get what you’re paying for because a truck is more than just a truck, that’s why it deserves more than just any oil. Visit rotella.com for more information.

JOURNAL NEWS

INBRIEF 7/18

Rhode Island begins trucks-only tolls

• The number of trucks involved in fatal accidents in 2016 increased 3 percent from 2015, according to the Federal Motor Carrier Safety Administration’s annual Large Truck and Bus Crash Facts report. In 2016, there were 3,864 fatal crashes involving 4,213 large trucks weighing more than 10,000 pounds, up from 3,622 crashes with 4,074 trucks in 2015, the report states. The 2016 crashes resulted in 4,317 fatalities, 722 of which were occupants of the trucks. • The Small Business in Transportation Coalition asked FMCSA to waive the required use of electronic logging devices for carriers with fewer than 50 employees. FMCSA was accepting public comments on SBTC’s exemption request for 30 days following its June 5 publication in the Federal Register. • A May 30 explosion rocked a UPS Freight (CCJ Top 250, No. 1) facility in Lexington, Ky., when a truck and trailer with an acetylene tank exploded while inside a building. Eight people were transported to area hospitals following the explosion — two with non-lifethreatening injuries and six for observation. Authorities said the building’s roof and walls sustained significant structural damage and that the cause of the explosion was unknown but that it was not being considered suspicious. • The Teamsters Union withdrew a petition that sought to unionize XPO Logistics (CCJ Top 250, No. 4) drivers at the company’s terminal in Erie, Pa. A vote had been scheduled for June 1 to determine if the drivers would proceed with the Teamsters’ move for representation, but XPO said that a lack of support prompted the union to withdraw its petition and cancel the vote. XPO’s Erie terminal previously was owned by Con-way, which XPO acquired in 2015. • Brink’s Co., the nation’s secondlargest cash management company, announced plans to acquire privately held Dunbar Armored, the nation’s fourth-largest cash management company, for $520 million in an all-cash deal expected to close by the end of 2018. Brink’s plans to fully integrate Dunbar into its operations and expects run-rate cost synergies in the $40-$45 million range to be generated from improved route density and facility consolidation.

commercial carrier journal

| july 2018

ruck drivers traveling through Rhode Island began receiving bills on June 11 for two toll locations. A total of 14 toll locations are planned, and the Rhode Island Department of Transportation expects construction will begin or be completed on the remaining 12 locations within the next 18 months. The first active location is between exits 2 and 3 on Interstate 95 and is charging truckers $3.25 once per day in each direction. The second location between exits 4 and 5 is charging truckers $3.50 once per day in each direction. Truckers will be tolled only once per toll facility per day in each direction, with a $20 total to travel I-95 across the state. Tolls cannot exceed $40 per day. Peter Alviti Jr., RIDOT director, said the two locations are expected to raise $7.2 million per year. The tolling program is expected to create an additional 10 percent in revenue for the state over the next 10 years, which will be used to reconstruct or rehabilitate bridges damaged mostly by commercial vehicles, Alviti said. The tolls will work with E-ZPass transponders and be charged to a truck’s account. For trucks without E-ZPass, drivers will be billed based on their license plates. – Matt Cole

Volvo donates new VNL 760 truck to ATA’s America’s Road Team program

fter announcing last year Volvo Trucks North America would extend its 16-year sponsorship of the American Trucking Associations’ America’s Road Team outreach program, the truck maker delivered a new Volvo VNL 760 truck to ATA officials and America’s Road Team captains at a ceremony in Newport, R.I. “The America’s Road Team embodies all the greatest elements of this industry,” said Magnus Koeck, VTNA vice president of marketing and brand management. “They’re truly heroes, and we’re happy to support them with the best tools for the job — a new VNL 760 outfitted with our top safety, efficiency, comfort and connectivity features.” The four America’s Road Team captain drivers at the ceremony have a combined 117 years of driving experience and 11.5 million accident-free miles. “These America’s Road Team captains speak to tens of thousands of people every year about the essential and safe role the trucking industry plays in the American economy, and being able to showcase industry-leading equipment like the Volvo VNL 760 really helps reinforce our message,” said Chris Spear, ATA president and chief executive officer. “ATA is a proud organization, and it’s because we have great members like Volvo that participate and are engaged and understand what support means.” In addition to active safety technologies, the fully spec’d VNL 760 tractor is equipped with a Volvo D13 engine and I-Shift 12-speed automated manual transmission, as well as remote diagnosVolvo officials delivered a new VNL 760 tics and remote programming. truck to ATA officials and America’s Road – Jeff Crissey Team captains at a ceremony in Newport, R.I.

JOURNAL NEWS

Supreme Court won’t hear J.B. Hunt appeal in driver break lawsuit

.B. Hunt (CCJ Top 250, No. 6) could be the latest carrier to be hit with a major payout to drivers because of a 2014 federal court decision. The U.S. Supreme Court on June 8 said it will not hear a challenge to a lawsuit brought by drivers against the Lowell, Ark.-based company, meaning the case will head to trial later this year. At issue in the suit are California’s meal and rest break laws that require employers to provide paid rest breaks to drivers and allow them to take meal breaks. The 9th Circuit Court of Appeals in 2014 ruled in a decision involving Penske Logistics and its drivers that carriers, even those operating interstate, must provide drivers the California-required breaks.

The 2014 decision has created a wave of lawsuits from drivers against carriers operating in California. The drivers often have scored big settlements from carriers that did not comply with the state’s labor laws. Moves in Congress, none of which have succeeded so far, have sought to mitigate the effects of the 2014 Penske decision by attempting to pass a provision that reasserts the federal government’s role in managing drivers’ work schedules. The Denham Amendment has popped up in various forms in recent years, though it has not been able to clear several congressional hurdles. Lawmakers in the House at press time continued their attempts to

The U.S. Supreme Court said it will not hear a challenge to a lawsuit brought by drivers against Lowell, Ark.-based J.B. Hunt.

attach the amendment to legislation before Congress. The case against J.B. Hunt, Ortega v. J.B. Hunt, originally was filed in 2007 and finally is set to go to trial later this year. The class-action litigation seeks back pay for J.B. Hunt drivers who were not awarded paid breaks by the carrier. – James Jaillet

VA medical examiners now have easier path to National Registry

he U.S. Department of Transportation soon will make it easier for Department of Veterans Affairs medical examiners to be listed on the National Registry of Certified Medical Examiners, the list of examiners from which truck drivers must receive their DOT physicals. Examiners from the VA always were allowed to be listed on the registry, but the new rule allows VA examiners to complete the certification process entirely online, making it easier for them to enter the registry and begin performing DOT physicals. The 2015-enacted FAST Act highway bill and January’s Jobs for Our Heroes Act both required the Federal Motor Carrier Safety Administration to find an “alternative process for qualified VA examiners to be listed.” Such qualified examiners include

advanced practice nurses, chiropractors, doctors of medicine and osteopathy, physician assistants and other medical professionals employed by the VA. A final rule published June 11 allows qualified VA examiners, beginning Aug. 10, to complete training and pass a test provided by FMCSA and administered through an online training system operated by the VA to become certified registry examiners. Regulations currently require examiners to complete training in person or online and pass a test administered at an FMCSA-approved testing center. Qualified VA examiners must be licensed, certified or registered in their respective state to perform physical exams, be familiar with commercial driver’s license medical standards and never have been found to

Certified VA medical examiners will only be allowed to issue certificates to truckers who are military veterans enrolled in the VA healthcare system.

have fraudulently awarded a medical certificate. Certified VA medical examiners will only be allowed to conduct medical exams and issue Medical Examiner’s Certificates to truckers who are military veterans enrolled in the VA healthcare system. FMCSA says the rule also will reduce costs for VA examiners to be listed on the registry. – Matt Cole commercial carrier journal

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

Green transportation There’s more to it than just electric trucks

lectric mobility may go a long way toward slashing fuel costs, but fleets are equally drawn to the technology because of the potential of reducing their carbon footprint. Some of us aren’t comfortable riding on the bleeding edge of new technology, preferring to let the early adopters work out the kinks and bugs. However, there are ways to embrace green efforts without plopping down a hefty sum to reserve an e-tractor. There is a strong argument against electricity as a green alternative. Producing electricity can be a carbon-intensive process, but more and more power plants are being weaned off coal. According to the U.S. Energy Information Administration, there were about 8,084 power plants in the United States at the end of 2016. The same agency said more than 2 percent of coal-fired plants (4.5 gigawatts of energy) came offline in 2017 and were replaced by 11 gigawatts of natural gas and 8.5 gigawatts of wind — both greener ways to provide power. Green all over E-trucks may dominate the current headlines, but powertrain efficiencies aren’t the only ways WATCH WHAT HAPPENS: Many prefer to let early technology adopters work out the kinks and bugs.

HIDDEN COLORS: No solution – be it clean diesel, electricity or natural gas – is 100-percent green. WORTH THE COST: While green energy must justify the price, there’s no need to break the bank.

commercial carrier journal

| july 2018

Powertrain efficiencies aren’t the only ways that trucking is trying to reduce its carbon tire print.

that trucking is trying to reduce its carbon tire print. Michelin says that by 2048, all its tires will be manufactured using 80 percent sustainable materials, while 100 percent of its tires will be recycled. If a path to a recycling rate of 100 percent sounds ambitious, it is. “Seventy percent of the tires in the world are recovered,” says Cyrille Roget, Michelin’s group technical and scientific communications director. “Compare that to only 14 percent of plastic today that is recovered.” Michelin tires currently are made using 28 percent sustainable materials — 26 percent biosourced materials such as natural rubber, sunflower oil and limonene, and 2 percent recycled materials such as steel and powdered tires. For the years ahead, Michelin is investing in high-technology recycling capabilities to increase this content to 80 percent sustainable materials.

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“If we are able to reach these [targets], we could save 33 million oil barrels every year,” Roget says. For perspective, the United States consumes nearly 20 million barrels of oil every day — the equivalent of about 37 percent of all the energy consumed in the country. But trucking’s share of that pie is falling. According to the Diesel Technology Forum, trucks equipped with clean diesel engines and advanced emissions control systems made up 30 percent of the trucks on the road last year. Allen Schaeffer, DTF's executive director, says nearly 3 million heavy-duty diesel commercial vehicles introduced in the United States from 2011 through 2016 are now on the road, with the newest generation of commercial vehicles having saved 4.2 billion gallons of diesel fuel and reduced 43 million tonnes of carbon dioxide, 21 million tonnes of nitrogen oxides and 1.2 million tonnes of particulate matter. The road can be rough It’s important to note that no green energy solution – be it clean diesel, electricity or natural gas – is 100-percent green. The equipment used to mine the cobalt, zinc and copper needed in batteries isn’t always eco-friendly, and neither is the process. Google the word “fracking,” and you’ll find more headlines about natural gas extraction that you possibly could read. Making the sausage is often ugly. The end to green energy must justify the means, but thanks to fleet-level efforts such as tire retreading and oil recycling, you don’t always have to cut a giant check to get there. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175. commercial carrier journal Lite Check_CCJ0618_PG.indd 1

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INBRIEF • Kenworth now offers Dana’s SPL 250 Lite driveline for its T680 and T880 trucks in linehaul and regional-haul applications. Dana said the SPL 250 Lite sheds 25 pounds compared to its SPL 250 XL driveline series, has fewer moving parts and reduces noise, vibration and harshness while supporting powertrain downspeeding. The SPL 250 Lite is designed to support 18,400-plus lb.-ft. of driveline torque. • Kenworth announced the availability of three Dana Spicer axle series for its K270 and K370 medium-duty cabovers: the S140 series of single-reduction single-drive axles ranging from 16,000- to 21,000-lb. gross axle weight ratings; the S21-172 and S21-172E single-reduction single-drive axles, both with 21,000-lb. ratings; and the 10-000-lb.-rated E1002IL steer axle with a steel-forged beam design that helps reduce weight and enhance strength and torsional stiffness. • Xtra Lease, a trailer equipment rental and leasing provider, and SAF-Holland, a manufacturer of axle/braking systems, suspensions, fifth wheels and landing gear products, announced that Xtra Lease is installing SAF’s P89 air disc brakes on more than 6,000 of its over-the-road dry vans and reefers purchased in 2018. • Meritor Inc. opened its fourth North American aftermarket distribution facility − the Eastern Canada Regional Distribution Center in Mississauga, Ontario – to fulfill Meritor Aftermarket orders from warehouse distributors and dealers in Manitoba, New Brunswick, Newfoundland and Labrador, Nova Scotia, Ontario, Prince Edward Island and Quebec. • Meritor Inc. announced that its Meritor Tire Inflation System with ThermAlert now is a standard/preferred option on Vanguard dry van and CIMC reefer trailers. • Shell Lubricants launched Shell LubeChat, a chatbox designed to provide real-time product support, technical services and lubricants data to its customers. Available on smartphones and desktops, the chatbot helps customers find the right products for their equipment, provides access to technical and safety sheets for Shell products, finds nearby authorized dealers and more. It is powered by artificial intelligence and is available online 24/7 in the United States, Canada and India, with service planned for the United Kingdom.

commercial carrier journal

| july 2018

Daimler expands PDC network

aimler Trucks North America took another key step forward in maximizing the efficiency of its Aftermarket and dealer channel operations with the opening of a DTNA opened a 245,000-square245,000-square-foot parts distribution center in foot parts distribution center in Grimes, Iowa. The new location is Grimes, Iowa. the ninth in Daimler’s PDC network. The new location, the ninth in Daimler’s PDC network, will allow the company to deliver parts to 80 percent of its dealer locations in 12 hours or less. Another PDC is set to open later this year, and the company hopes to push its 12-hour delivery window to more than 90 percent. Stefan Kurschner, DTNA’s senior vice president, said that after shooting for 72-hour service turnarounds in 2013, the company hopes to average less than 12 hours for service events in the coming years. “We started with the 72-hour goal [in 2013], and at the time, it was useful, because it got our entire network signed up for one goal,” he said. “But quickly we knew 72 hours was not good enough — 72 hours is an eternity.” DTNA also now is delivering nearly three quarters of its orders via dedicated delivery service routes, which the company introduced earlier this decade to facilitate a more reliable parts delivery network. Jay Johnson, DTNA’s general manager of Aftermarket Supply Chain, said these routes now allow DTNA dealers to submit stock orders as late as 4 p.m. in some regions of North America and have those parts packed on a truck by 10:30 p.m. and at the dealer’s facility before the sun comes up. – Lucas Deal

Kenworth, UPS team for SuperTruck II

enworth announced a collaboration with UPS (CCJ Top 250, No. 1) to develop advanceUPS will provide guidance on its ments in Class 8 truck aerodynamic, engine and drive and duty cycles for Kenpowertrain efficiencies under the $8 million worth‘s SuperTruck II project SuperTruck II program, which is funded by the truck, a T680 tractor equipped with a Paccar MX engine. Vehicle Technologies Office of the U.S. Department of Energy. The project will use Kenworth’s flagship on-highway T680 tractor powered by a Paccar MX engine. Goals include the demonstration of a 100-percent-plus improvement in freight efficiency over a 2009 equivalent product and a 55-percent increase in the engine’s brake thermal efficiency performance. UPS will provide guidance on its drive and duty cycles, said Mike Dozier, Kenworth general manager and Paccar vice president. Paccar joins four other SuperTruck II teams working to develop innovative technologies designed to more than double the freight efficiency of Class 8 trucks. Up to $12 million in additional funding could be awarded for the project over the next three years, subject to annual appropriations by Congress. – Jason Cannon

Lion debuts electric bus, preps for trucking

he Lion Electric Co. last month revealed its all-electric 26-foot minibus, the eLionM, a 160-kWh vehicle built with a low floor for Lion’s all-electric 26-foot the paratransit, transit and urban segments. It minibus, the eLionM, is a features a single-charge range of 150 miles and a 160-kWh vehicle that features 200-hp-equivalent electric motor. a single-charge range of 150 “The eLionM will serve so many purposes that miles and a 200-hp-equivalent we already nicknamed it our ‘Swiss Army knife,’ ” electric motor. said Marc Bedard, Lion founder and chief executive officer. The company now is taking pre-orders. Lion is an integrated OEM that makes its own chasses, battery packs and bodies and has spent the last eight years designing and developing all-electric vehicles and the last three years commercializing its all-electric Type C school bus. The company boasts North America’s largest fleet of e-school buses and has deployed more than 150 eLionC models that have logged more than a million miles. The company plans to manufacture a new line of all-electric trucks next year using the technologies it has developed across its bus lineup. The company is targeting Class 5-8 medium- to heavy-duty urban trucks in applications ranging from ambulances to service trucks, cranes and delivery trucks, said Peter Rego, chief commercial officer. – Jason Cannon

BYD delivers battery-electric truck to Port of Oakland

YD, a manufacturer of electric vehicles, delivered its first battery-electric 8TT truck to the Port of Oakland. The Class 8 truck was grant-funded by the California Air Resources Board and will be part of a three-year feasibility study to determine whether zero-emissions BYD’s battery-electric 8TT trucks can replace diesel trucks. truck will be tested for The truck will be tested for short-haul operations short-haul operations by GSC Logistics as part of a by GSC Logistics and will be used to shuttle cargo feasibility study. containers between its depot and Oakland marine terminals. GSC hauls 120,000 containers of cargo across Northern California and Nevada annually, manages 200 owner-operated trucks and operates five short-haul company trucks. “BYD is proud to celebrate the deployment of our 8TT truck in partnership with CARB and GSC Logistics to prove that clean battery-electric transportation is reliable, sustainable and readily available for the drayage industry,” said Stella Li, president of BYD Motors. Li said that by using battery-electric trucks, companies such as GSC can lower operating costs while improving air quality through the elimination of pollution caused by diesel trucks. As the Port of Oakland updates its Maritime Air Quality Improvement Plan, it plans to emphasize zero-emissions technology. – Jason Cannon commercial carrier journal Lite Check_CCJ0618_PG.indd 2

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INBRIEF • Hendrickson acquired the U-bolt, pin and screw business segment from the Austrian Frauenthal Group. The acquisition, terms of which were not released, includes a manufacturing facility in Torun, Poland, along with 200 employees who will join Hendrickson Commercial Vehicle Systems Europe. Hendrickson said the acquisition will widen its global product portfolio. • PPG’s Commercial Coatings Division launched MeasureColor Mobile, a color-matching app designed to bring thousands of colors to customers’fingertips, coupled with a small colorimeter to read the target color. The app combines cloud technology with a handheld Bluetooth-enabled scanning device to read a color, interpret the data and send the closest PPG color match to the app on a customer’s tablet or smartphone. The customer then has immediate access to thousands of colors in PPG’s libraries. • Penske Truck Leasing opened a new facility in western Pennsylvania, offering full-service leasing, truck rental and maintenance. The Zelienople location is along the I-79 corridor north of Pittsburgh. • Prestolite Electric/Leece-Neville Heavy Duty Systems’ VIN and eCatalog website is designed to allow parts distributors, service writers, counterpeople and professional technicians to look up rotating electric products for heavy-duty applications, including the company’s IdlePro and IdlePro Extreme alternators and PowerPro and PowerPro Extreme starters. • VMAC launched an interactive vehicle application list at vmacair.com. A searchable application database allows customers and dealers to search and filter by system, vehicle model year, chassis, engine and manufacturer to find the appropriate vehicle integrated air compressors, multi-power systems and Throttle Commander controls. Drop-down fields allow the user to sort results by model year, make, engine, system type, chassis, VMAC part number, maximum cfm and maximum psi. • Freightliner Custom Chassis Corp. delivered its 50,000th chassis to UPS (CCJ Top 250, No. 1). While more than half of the chasses FCCC has delivered to UPS have been either gas- or diesel-powered, the companies also have continued to collaborate on multiple alternative-fuel products. FCCC began its partnership with UPS in 1996.

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| july 2018

Senate bill would repeal excise tax on truck, trailer purchases

Senate bill would repeal the 12-percent federal excise tax on the sale of heavy-duty trucks and trailers. The tax, originally imposed in 1917 as a 3-percent tax to help pay for World War I, today adds $12,000 to $22,000 to the price of a new heavy-duty truck. “This burdensome tax creates excessive costs that are passed on to truckers, who play an essential role in maintaining our nation’s economy,” said Sen. Cory Gardner (R-Colo.), who introduced S. 3052 last month. “I was happy to introduce legislation to repeal it.” S. 3052 is similar to the Heavy Truck, Tractor and Trailer Retail Federal Excise Tax Repeal Act introduced to the House by Rep. Doug LaMalfa (R-Calif.) in June 2017. H.R. 2946 has 17 bipartisan cosponsors. “It is the highest excise tax Congress levies on a percentage basis on any product, including alcohol and tobacco,” said Jodie Teuton, chairwoman of the American Truck Dealers and vice president of Kenworth of Louisiana and Hino of Baton Rouge. “It’s time for Congress to repeal this tax, and we thank Senator Gardner for his leadership on this important issue.” In addition to ATD, other supporters of the FET repeal include Baker Commodities, Bendix Commercial Vehicles, Daimler Trucks North America, Mack Trucks, National Trailer Dealers Association, Navistar, NTEA, Recreation Vehicle Dealers Association, Truck & Engine Manufacturers Association, Truck Renting and Leasing Association, Truck Trailer Manufacturers Association and Volvo Trucks North America. – Lucas Deal

Jacobs debuts 1.5 Stroke HPD engine brake system

acobs Vehicle Systems, a manufacturer of heavy-duty diesel engine retarding systems, launched 1.5 Stroke HPD, a variation of the High Power Density engine brake that the company introduced on a demonstration truck in 2016. The company said the new HPD option is engineered to provide heavy vehicles with higher levels of supplemental Jacobs’ 1.5 Stroke HPD engine brake braking force than traditional compression release braking adopts a different but with less complexity and cost than its Two-Stroke HPD. valvetrain and As with Two-Stroke HPD, 1.5 Stroke HPD is designed to valve-opening strategy than its provide small- and medium-displacement engines with large Two-Stroke HPD. engine displacement retarding power. By adopting a different valvetrain and valve-opening strategy than Two-Stroke HPD, 1.5 Stroke HPD has a more conservative technical strategy that will better suit the requirements of some engine hardware, according to the company. “1.5 Stroke HPD is a simpler and more affordable route that will see our customers achieve the same step-change in braking performance as with Two-Stroke HPD if their engine hardware allows for that,” said Steve Ernest, vice president of engineering and business development for Jacobs Vehicle Systems. – Jason Cannon

Ryder app digitizes maintenance

s one of the largest commercial fleet management providers, Ryder reaches out by phone and email to fleet customers when maintenance is due on its vehicles to assist with scheduling service at its shops. Drivers and fleet managers also can call Ryder when unexpected maintenance issues arise. Ryder’s These manual processes now have gone digital RyderGyde with the launch of RyderGyde, a free mobile app is availapp. By capturing vehicle odometer readings able on iOS and Android from telematics systems and fuel transactions, devices Ryder automatically notifies its customers when and can be maintenance is due, and app users can schedule downloaded service, said Aimee Schmalzle, senior director of at the App Store and digital product marketing for Ryder. Google Play. Users also can see real-time contract rates at Ryder locations and market fuel rates at thousands of locations to make purchasing decisions. They also can find Ryder locations, contact Roadside Assistance and view upcoming service appointments. The shop scheduling feature is geared toward fleet managers, though some fleets may want to give drivers permission to schedule maintenance for assigned equipment. The user profiles and permissions can be configured, Schmalzle said. Once logged in, Ryder customers can schedule their maintenance appointments across North America in 60 seconds or less. In the app, users can view and manage which vehicles within their fleet need servicing. – Aaron Huff

Chevin touts touchscreen maintenance

leet management software provider Chevin Fleet Solutions launched Workshop Hub, a tool designed for technicians to manage jobs from a touchscreen device. The company said Workshop Hub will act as a central location for technicians to complete daily administrative tasks such as timesheets, service documents, inspection sheets and workshop audits from the floor. Workshop Hub also will drive management information in the web-based FleetWave portal by producing real-time data related to employee utilization and efficiency, the company said. Within FleetWave, managers will be able to allocate work orders to individual technicians and monitor their day-to-day activities. The tool will give technicians a user-friendly system with prompts and more visual job-specific information Workshop Hub will be accessible on to ensure timely completion of work, mobile, tablet and desktop devices as a standalone module outside of according to the company. Chevin’s FleetWave software. Workshop Hub can produce manufacturer-specific inspection sheets for specific vehicles with mandatory fields for entry. The forms can be updated in a digital format. Chevin said other Workshop Hub benefits include: • History reports for more details on workshop repairs and warranty claims; • Electronic signature capture that triggers PDFs to be sent automatically to assigned team members; and • Greater visibility of fleet data to drive informed decisions. – Aaron Huff commercial carrier journal Lite Check_CCJ0618_PG.indd 3

july 2018

27 4/27/18 1:33 PM

Freightliner debuts two new electric trucks

reightliner Trucks tossed its hat into the electric heavy truck ring last month, debuting two fully electric commercial trucks during the Daimler Trucks Capital Market and Technology Day in Portland, Ore. The Freightliner eCascadia features up to 730 peak horsepower. Its batteries provide 550 kilowatt-hours (kWh) of usable capacity, which translates to a range of up to 250 miles with the ability to charge up to 80 percent – providing a range of 200 miles – in about 90 minutes, perhaps during a driver’s lunch break. The Class 8 80,000-lb. GCWR tractor is designed for local and regional distribution and drayage. The smaller eM2 features up to 480 peak horsepower. Its batteries provide 325 kWh of usable capacity, giving it a range of up to 230 miles with the ability to charge up to 80 percent in about 60 minutes, delivering a range of 184 miles. The 26,000-lb. GCWR truck targets local distribution, pickup-and-delivery, food and beverage delivery and final-mile logistics applications. Roger Nielsen, president of Daimler Trucks North America, said both the eCascadia and eM2 are designed for dedicated predictable routes where most daily runs fall between 45 and 150 miles. The electric trucks are part of Daimler’s global electrified truck initiative, joining the Mercedes-Benz eActros and eFuso Vision One. “Heavy-duty electric vehicles present the greatest engineering challenges, but they also are the best learning laboratories,” Nielsen said. The eActros, with a range of up to 124 miles and a 55,000-lb. GCWR, now is entering testing for distribution applications with customers in Europe. The light-duty Fuso eCanter now is available in series model production as a fully electric truck. Nielsen credited the Saf-T-Liner 28

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Jouley C2, Thomas Built’s electric school bus that debuted in November, as a form of on-the-job training for Daimler’s development of future electric efforts. “We’re learning how to troubleshoot electric vehicles,” Nielsen said of the Jouley bus that features a range of 120 miles and is slated for production next year. “We’re learning about parasitic losses.” Nielsen acknowledged that e-mobility remains fraught with challenges that include a weak charging infrastructure and service network. That’s why DTNA parent Daimler AG is a founding member of the Charging Interface Initiative, an effort to develop a standard charging system for battery-powered vehicles. DTNA also is heading a CharIN taskforce to develop a new electric commercial vehicle charging standard globally, collaborating with utilities and service providers to foster a supportive environment for high-voltage charging networks and serving as a trusted consultant for customers. “We are all-in for tackling the electrification challenge for North America,” Nielsen said. “Our path to e-mobility is designed to set the tone for the next generation of environmentally friendly propulsion systems now and for our future.” The eCascadia and eM2 both are slated for production in 2021. In the interim, Freightliner plans to deliver an Electric Innovation Fleet of 30 vehicles to select customers later this year for testing under real-world conditions. Martin Daum, member of the Daimler Board of Management for Trucks and Buses, said the company will take a consultative approach with customers as they seek ways to implement electrification into their fleets, even if that means determining that an electric

Freightliner’s eCascadia, a Class 8 80,000lb. GCWR tractor, is designed for local and regional distribution and drayage.

The eM2, a 26,000-lb. GCWR truck, targets local distribution, P&D, food and beverage delivery and final-mile logistics applications.

truck isn’t a fit for a given application. “Customers aren’t interested in an e-truck exclusively,” Daum said. “They’re interested in the best possible solution.” He said the company seeks to offer an “end-to-end solution” that will include a charging infrastructure and support after the sale. E-Mobility Group Daimler also announced the formation of a new organization for e-mobility: the E-Mobility Group. Daum said the unit will define the company’s strategy for everything from electrical components to all-electric vehicles for all its brands and all business divisions while also working to create a single global electric architecture. EMG is structured globally, he said, with employees working cross-functionally in various locations throughout the United

States, Germany and Japan. “By establishing our new global E-Mobility Group, we can maximize the effectiveness of our investments in this strategic key technology,” said Daum, noting that Daimler has been working on electric projects dating back to 2010 with its first Fuso eCanter prototype. “This will enable us to provide our customers with the best solutions in battery systems, charging systems and energy management. E-mobility is one important part of our company for the future.” Automated Truck R&D Center Daimler also plans to open an Automated Truck Research and Development Center at its headquarters in Swan Island, Ore. The center will be dedicated to developing automated driving technology and understanding its impact on society and benefits for customers. Engineers there will lean on resources from Daimler Trucks locations in Stuttgart, Germany, and Bangalore, India. The team is charged with leveraging the experience and knowledge from previous automated driving research performed across Daimler’s vehicle divisions, including passenger cars. The three locations will work together, while R&D activities on automated trucks in Germany also will be expanded to expedite and deepen the company’s efforts in the field. The Swan Island center will focus on all aspects of development, testing and validation needed for high levels of automation, including software, sensors, machine learning and simulation, as well as the necessary adaptation of the base vehicle platform. The facility also will be a hub for co-creation, where customers, suppliers and business partners can collaborate to ensure the technology is calibrated to real-life applications. – Jason Cannon

Shell, Airflow tout Starship results

hell Lubricants and Airflow Truck Co. announced the results of the Starship Initiative demonstration run, a six-day 2,410-mile trip along Interstate 10 from San Diego to Jacksonville, Fla. While the Starship’s fuel economy averaged 8.94 mpg, it achieved a freight-ton efficiency average of 178.4 ton-miles per gallon, a 248 percent improvement over the on-highway Class 8 industry average of 72 ton-mpg. Although mpg is a commonplace metric, it doesn’t tell the whole story, said Shell Lubricants’ Bob Mainwairing, technology manager for innovation and Starship Technology lead. “If you are obsessing about increasing mpg, that motivates a story of ‘Go slow, go light’ – fewer goods transported means a lighter vehicle and better fuel economy. As a better alternative, we use freight-ton efficiency, because it assesses the amount of fuel required to move an amount of goods between A and B with the theory of ‘Go slow, go heavy.’ ” Starship designer Bob Sliwa, owner of Airflow Truck Co., incorporated a host of design elements to lower vehicle weight, including a carbon-fiber tractor body and hood and Bridgestone Ecopia wide-base single tires. But Sliwa said the addition of aerodynamic devices, roll cage tubing, trailer-mounted solar panels and other components to improve fuel efficiency brought the Starship tractor-trailer in at a conventional weight of 33,100 pounds. The Starship carried a 39,900-pound payload of reef material for a conservation project off the Atlantic Coast. Shell worked with the North American Council for Freight Efficiency to verify the The Starship tractor-trailer averaged 178.4 ton-miles accuracy of the results per gallon and 8.94 mpg during its cross-country run. using telematics data and an observer who followed the Starship during its run and calculated fuel consumption at the pump. Mike Roeth, executive director of NACFE, said the 73,000-pound GVWR made the Starship fuel economy demonstration run unique. “There aren’t a lot of industry benchmarks at high weight,” Roeth said. “[Shell Starship] carried a much heavier load than many average truckers on the road carry and traveled a longer route in an uncontrolled environment with a variety of technologies not tested in these real-world conditions.” NACFE used an estimated 57,000-pound GVWR/22,500-pound payload on-highway Class 8 average for comparison. “Every 10,000 pounds of freight loses a half-mile per gallon in fuel economy, but while you lose mpg, you gain efficiency,” Roeth said. “I think the demonstration helped bring freight-ton efficiency to light.” Carlos Maurer, Shell Lubricants America president, said if all 2 million trucks in the United States matched the Starship’s freight-ton efficiency, it would result in a reduction of 229 million tons of CO2 per year, a 60 percent drop from current levels. “We believe there is an energy challenge, and there isn’t any single solution that is going to accomplish the goals needed to get through this energy transition,” said Megan Pino, Shell Rotella global brand manager and Starship Initiative team leader. “This is one idea, and it is a good material example of what we can do today in order to realize some of these efficiencies and CO2 reduction improvements while still looking toward the future at any of the number of different technologies that are going to be needed down the road.” – Jeff Crissey commercial carrier journal

july 2018

TEST DRIVE: FORD 3-LITER F-150 POWER STROKE V6

F-150s outfitted for fleets Absence of options means more mpgs, payload BY JASON CANNON

ord offers seven F-150 trim levels, but the 3-liter Power Stroke V6 – Ford’s sixth available engine across its pickup line – will be available only on the upper retail tier as a $4,000 option on F-150 Lariat and a $3,000 option on King Ranch and Platinum. Fleets will be the only ones able to buy the turbo diesel in base XL and XLT trims. Thanks to the lack of ultra-premium options and smaller tires, fleet trucks see a lower drop in mpgs when going from two-wheel- to fourwheel-drive models – from 25 combined mpg in a 4×2 configuration to 24 combined mpg in a 4×4. Retail models take an extra hit on the combined rating – down to about 22 mpgs – thanks to 20-inch wheels, all-terrain tires and a host of heavy options. Rated at 250 hp and 440 lb.-ft. of torque, the baby Power Stroke is a little short of the 375 hp and 470 lb.-ft. of torque coming from the also-optional 3.5-liter EcoBoost. But the diesel does have a 4-mpg advantage. That mpg delta will spread across regular heavy-towing conditions that are thirsty for low-end torque, which is the segment Ford is targeting with its smallest diesel entry. Fleet trim trucks get a payload capacity of 2,020 pounds – about 80 pounds over retail models – again, thanks in part to the absence of heavy options. The 3-liter Power Stroke’s towing capacity is 11,400 pounds, which isn’t exactly mind-boggling; it’s measurably less than the 3.5-liter EcoBoost’s maximum of 13,200 pounds. Where the Power Stroke outshines 30

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Fleets will be the only ones able to buy Ford’s 3-liter F-150 Power Stroke V6 in base XL and XLT trims.

the EcoBoost, however, is how it handles the load. EcoBoost engines boast impressive on- and off-highway mpg numbers, but under towing conditions, those gasfired mpgs fade quickly. In fleet trim, loaded with 1,000 pounds of lumber in the bed, the 3-liter Power Stroke engine nimbly handled a 44-mile dash up, down and around mountainous Colorado terrain. I nearly met the 4×2 combined rating of 25 mpg, coming up just short at 24.7. When lugging a horse trailer loaded to 6,500 pounds on a 23-mile loop featuring many steep inclines and high altitudes – both regular features in Colorado – my fuel economy dipped to about 13.4 mpg while in Tow/Haul mode. Ford’s XL and XLT trims may not be flush with technology, but the truck is a level more than basic. It features several driving modes, including Tow/Haul, modes for wet roads and snow, Sport Mode and

Diesel-equipped F-150s are outfitted with a 5-gallon DEF tank, which is plenty large enough to handle increased dosing rates caused by hauling and towing.

Eco-Mode, each optimized for efficiency under the various conditions. I found Sport Mode to be just that: sporty. The feature changes the frequency of gearshifts through the 10-speed automatic, staying in the power band’s sweet spot longer. Instead of shifting gears up and down for maximum efficiency, the transmission holds a gear longer to make driving more responsive. The engine’s variable geometry turbo

and pilot injection system practically eliminate turbo lag. You’re not going to beat the guy in the Mustang GT out of the hole, but you don’t have to wait for the turbo to kick in before the truck leaves the line. The engine’s response to pedal input was quick. Enhanced insulation in and around the dash muffles what little noise the engine makes from filtering into the cabin. Even the work truck models, which get a rubber floor liner versus carpet on higher trims, offer a quiet driving experience. In the absence of engine clatter, and with the quick response from accelerator to launch, it’s easy to forget you’re driving a diesel. The torque-rich diesel also makes off-road crawling and climbing hills easy. I took a King Ranch 4×4 model through a roughly 20-minute offroad course that was better suited for an ATV.

It was on this course that I expected you’d already run over them. the Power Stroke to pick up a handful For drivers who tow more than the of negative marks. It seemed unlikely average pickup owner – say, north that all that bottom-end torque could of about 3 tons – the 3-liter Power handle the ankle-deep mud. “We’ll spin Stroke is a viable option that provides these tires so deep at launch that we a driver-friendly but efficient on- and might find buried treasure,” I thought. off-road experience. I couldn’t have been more wrong. The truck blasted right through the mud and muck – and over cross ties and rocks – with minimal effort, and the power felt expertly measured and calculated. An optional 360-degree camera system is a handy little add-on feature that allows you to see rocks and limbs around the truck Rated at 250 hp and 440 lb.-ft. of torque, the baby Power Stroke is a little short of the 375 hp and 470 lb.-ft. of torque that you wouldn’t see coming from the also-optional 3.5-liter EcoBoost. otherwise until after

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commercial carrier journal

july 2018

in focus: COOLANT SYSTEMS

Know when and how to change coolant correctly BY JASON CANNON

he protective additives in engine coolant can become depleted over time, resulting in a loss of corrosion-fighting properties. If undiluted coolant and coolants of different types are continuously topped off with water, it can lead to further degradation of the fluid’s freeze and boil protection. “Contaminants like exhaust gas, oil, manufacturing residues, methane and sulfate can enter the cooling system and increase corrosivity,” said Dr. David Turcotte, director of technology and product development for Valvoline. Colin Dilley, vice president of technology for Prestone, said coolant degrades because of three main reasons: Inhibitors are used up and unable to prevent corrosion from occurring; chemical incompatibility with certain cooling system parts; and the breakdown of the ethylene glycol that provides freeze and boil protection.

Changing intervals Years ago, coolants lasted up to 36,000 miles, but because of the integration of more durable organic inhibitors, today’s heavy-duty coolants can reach 600,000 miles, with many warranted to 1 million miles. Turcotte said that while it’s always best to follow the manufacturer’s guidelines for fluid choice and change intervals, there are multiple ways to approach coolant maintenance and cooling system service. “The more severe the duty, the tougher it is on the coolant,” said Stephannie Crane, division brand manager for Peak Commercial & Industrial. “Everything is affected by how challenging the duty cycle is.” Dilley said the engine’s age will dictate significant differences in cooling system maintenance. “Older systems used to leak, which would create a natural replenishment as users topped them off to keep the system full,” he said. “However, new cooling systems don’t leak like they used to, so now the fluid may only last 20,000 miles before damage starts to occur.” Out with the old Once the coolant has lost its ability to protect against freeze and boil-over, it needs to be replaced. After a traditional drain, a minor amount of the older coolant remains in the system, which means the new coolant is starting out with some degree of depletion. “It would be better to flush out the old coolant with water 32

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| july 2018

Prediluted coolants are mixed with deionized water, but most concentrated coolants are designed so they can be diluted with water of any reasonable quality.

to replenish the whole system,” Crane said. “You have to have the proper mix of coolant and water in the system when you are done.” Dilley said flushing also cleans out any corrosive byproducts that may be present and also helps prevent future blockages from occurring. Turcotte said gravity usually will drain the majority of old coolant from most heavy-duty vehicles, but machines that evacuate and replenish the cooling system provide a better way to replace all the fluid and control any waste for proper disposal. “It’s important to remove all the old fluid and refill completely with the new fluid,” he said. “Always top off with the same coolant, properly diluted, during service.” The right water Prediluted coolants are mixed with deionized water, but most concentrated coolants are designed so they can be diluted with water of any reasonable quality. Turcotte said water should be demineralized, which helps prevent hard water scale and deposits in the system. “However, water of drinking quality is the minimum acceptable choice for dilution,” he said. Water that is full of salts, chloride or hard water will cause deposits and eventually block the radiator, Dilley said. “Chloride in the water, which is common in wells after a winter of salting the roads, will accelerate the corrosion of all metals, lower the engine life and reduce performance,” he said. “Why go through all the work to properly flush and fill a system and buy a high-quality coolant, but then cause potential damage with the least costly material around?”

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A four-step guide to proactive fleet management BY AARON HUFF

s chief information officer for Trans-System (CCJ Top 250, No. 96), Cory Staheli noticed employees were spending a “tremendous amount of time” consuming and processing information. Fleet managers and customer service representatives were inundated by automated email reports and alerts. Many of the emails came with attached spreadsheets that had to be opened to find information. The volume of emails and spreadsheets created a lot of “noise,” Staheli 46

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| july 2018

says. Critical information was being missed, getting ignored or not addressed in a timely manner. Cheney, Wash.-based Trans-System is the parent company of carriers System Transport, TW Transport and James J. Williams. The combined fleet has 1,000 power units in flatbed, refrigerated and bulk dry and liquid operations, respectively, with a coverage area in the Western United States, Canada and Mexico. Like many fleets, Trans-System’s management technologies were capturing and

reporting exceptions, but the flow of information was not a picture of efficiency. This article details a four-step process for going beyond management by exception to reach higher levels of business intelligence and empower workers to be more proactive and less reactive.

Step 1: Consolidation Transportation companies easily can be overwhelmed by data coming from multiple business systems. As a first step of business intelligence, fleets typically consolidate information into

TMW Systems has a line of ready-made business intelligence products. This sample dashboard brings together operational and financial data to illustrate a true order-to-cash perspective.

Fleets can go beyond management by exception to reach higher levels of business intelligence and empower workers to be more proactive and less reactive.

a single screen, or dashboard, for each user role. Trans-System wanted to eliminate “for your information” messages and reports that fleet managers and customer service representatives were getting. The only information they now receive is what they need to do their jobs, Staheli says. To accomplish this, the company developed a custom application that consolidates alerts from multiple databases, gives employees a workflow to respond to each alert and documents their actions.

Trans-System brings information from its TMWSuite transportation management software system and from various third-party applications into a single screen. The screen is embedded in TMWSuite for users to have “one pane of glass to manage everything,” Staheli says. Consolidation such as this also is happening in other fleet management technologies and applications that share a common database. Orbcomm offers a portfolio of fleet tracking, monitoring and management systems. The company recently acquired inthinc and BlueTree to add vehicle telematics and electronic logging device applications to its portfolio of trailer-tracking and monitoring products for all types of equipment — dry van, refrigerated, tanker and intermodal chassis. “Part of what we are bringing to the market is the ability to provide numerous customers with total capability under one umbrella and under a single platform,” says Christian Allred, senior vice president and general manager of global solutions sales for Orbcomm. By bringing the different systems together, fleets with multiple equipment types across geographies can have all of their data “represented in a single dashboard and platform,” Allred says. Navajo Express (No. 112), a Denver-based truckload carrier, uses BlueTree

hardware and software for its 1,000 tractors and its newer trailers. It previously had installed Orbcomm trailer-tracking products in its trailer fleet. “We are benefiting from the acquisition of BlueTree by Orbcomm due to all of our units and data being housed in the same database now,” says Kyle Wallace, Navajo’s senior director of terminal networks. The fleet uses Orbcomm’s data for equipment performance, refrigerated trailer monitoring, customer selection and driver retention, Wallace says. Instead of relying on reports and being reactionary to key performance indicators, users now have customized easy-to-digest dashboards that provide constant visibility of KPIs to help drive their job functions, he says. Customer selection comes into play when the data shows which ones are keeping Navajo trailers for too long or using them for storage. Other KPIs “let our driver leaders know if a truck is coming due for service, if the driver has any safety issues that need to be addressed or if follow-up training is needed,” Wallace says. To help with driver retention, Navajo tracks drivers’ progress toward monthly incentives based on hitting certain KPIs. “By providing our end users with constant month-to-date data on these KPIs, we have found that driver happiness improves, retention improves, and commercial carrier journal

july 2018

TECHNOLOGY: BUSINESS INTELLIGENCE Navajo Express uses BlueTree’s telematics platform to manage its tractor and trailer assets from a single database.

the number of drivers that attain their monthly bonus goes up,” Wallace says. “By having visibility to our drivers on this level, we can see if an individual driver is on track for a below-average pay performance period, analyze why that is and correct it before the driver is frustrated and quits to go to another carrier.”

Step 2: Closing the loop Besides using business intelligence to present information in a consolidated view, transportation companies are using the technology to close the loop on exceptions. Among the many exceptions Trans-System is managing effectively are incomplete customer orders, detention events and mismatched refrigerated temperature settings. For these and other alerts, a “message broker” ensures that users see and act on timely information. If a driver is detained at a customer, the message broker sends a customer service representative a “pop-up message” to ask if the customer is going to be billed, and if so, for what amount. If the customer service representative is offline, the message broker alerts a designated manager so any action is not delayed. The application notifies management if quick action isn’t taken on alerts such as time-sensitive temperature warnings when refrigerated settings do not match customer orders. The cost savings from the automated alerting system keep paying dividends. The company’s refrigerated carrier, TW Transport, has reduced cargo claims by 48

commercial carrier journal

| july 2018

75 percent by responding proactively to exceptions, Staheli says. Driver satisfaction is another area where transportation companies can use new technologies to create a better workflow. DriverEngagement is an online platform focused on driver retention. Its functions are similar to those of customer relationship management applications such as Salesforce.com, says Colin Ruskin, the company’s chief executive. The cloud-based DriverEngagement platform tracks information about drivers to gauge their sentiment toward their carriers. It identifies drivers with a high turnover risk, Ruskin says. DriverEngagement uses a mobile app to share news from the carrier and provide drivers with an open line of communications and feedback. If a driver uses the app to message a fleet about a detention event at a shipper, the software tracks the complaint and the response actions taken by management. Fleets can use the software to establish processes for exceptions, or friction points, and track the actions taken, such as contacting a shipper to improve turnaround times, Ruskin says.

DriverEngagement tracks the sentiment of drivers toward their carriers to identify those at risk of leaving.

The platform also can integrate with various third-party systems such as onboard computing devices to automatically capture driver feedback from emails and texts. DriverEngagement includes a rewards program that allows fleets to upload a spreadsheet with points for drivers in various categories. The rewards program “is not automated yet, but it definitely could be” through third-party software integrations, Ruskin says.

Step 3: Getting predictive With many fleets using various in-cab Internet of Things devices to capture data and transmit it to servers in the cloud, business intelligence is transforming into machine learning and artificial intelligence. Beyond reporting exceptions and visualizing data, new developments make it possible to predict future events and change the outcome. Fleet maintenance is one area where predictive intelligence has gained a foothold. Noregon offers JPro, a standalone in-shop diagnostics and repair system, and TripVision, a real-time asset management system. The latter applies predictive intelligence to vehicle and engine data captured by third-party telematics systems. TripVision use a color-coded system to illustrate the severity of a vehicle’s collective faults. Users can examine which of their vehicles are in the orange or yellow zones and prevent those vehicles from entering a red zone, the most severe indicator. If a vehicle registers a SPN 111 code, TripVision would recommend the driver stop immediately and add coolant. Assuming other faults are not present, following the advice could upgrade the vehicle’s severity level to green, the least severe indicator, says Dave Covington, chief technology officer for Noregon. Predictive intelligence also is helping

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TECHNOLOGY: BUSINESS INTELLIGENCE

Spireon, a truck and trailer telematics provider, has more than 200,000 assets in its network, allowing it to offer advanced analytics.

carriers find extra capacity in their networks and maximize asset utilization. Spireon, a truck and trailer telematics provider, has more than 200,000 assets in its network. Having a critical mass of data is a precursor for using advanced analytics, says Reza Hemmati, the company’s senior director of product management. “There is a vast amount of data and history that we can dive into and look at what has happened in the past and what kind of trends we can find,” he says. A trailer’s cargo sensor detects empty and loaded status. Over time, fleets can use this and other data to predict when a trailer at a certain location will be empty or loaded and ready for pickup. Seasonal patterns, weather conditions and other variables also can be included in the calculation, Hemmati says. Spireon is developing new predictive and condition-based asset maintenance tools by analyzing telematics data about equipment usage. Hemmati believes fleets will be using predictive insights to replace any number of items proactively, such as brakes and light bulbs.

Step 4: Attacking the root cause Video-based safety platforms continue to push the boundaries of fleet management beyond exception-based reporting. 50

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| july 2018

Besides limiting the liability exposure for fleets, the technology has gained broad acceptance for proactive intervention-style driver coaching, says Dave Riordan, executive vice president and chief client officer for Lytx. Without video event records and analytics, motor carriers are limited to using reports from telematics systems to stack-rank drivers for performance in areas such as fuel economy and safety triggers such as speeding and hard braking, Riordan says. Video-based safety and telematics systems such as Lytx’s DriveCam program can find the behavioral root cause of safety events, such as the percentage of hard brakes caused by distractions due to cell phone use or short following distances. As part of its DriveCam program, Lytx calculates the collision probability for each type of risky behavior by using its collective data. Overall, the statistics show that 20 percent of drivers cause 80 percent of the collisions, Riordan says. Fleets can take a proactive approach to lowering risk by targeting certain behaviors through mass communications, training and safety announcements, he says. SmartDrive, a provider of video-based safety and analytics, offers

Video-based safety and telematics systems, such as Lytx’s DriveCam program, can find the behavioral root cause of safety events.

SmartDrive’s video-based safety platform uses a SmartDrive Safety Score as a leading indicator for fleets to assess safe driving performance.

a suite of decision-ready analytics and KPIs in its SmartIQ web interface. SmartIQ helps fleets proactively manage driver performance and tailor coaching sessions to specific needs, says Slaven Sljivar, vice president of analytics for SmartDrive. The platform includes a SmartDrive Safety Score as a leading indicator for fleets to “objectively assess safe driving performance and quickly pinpoint risky drivers,” Sljivar says. “They can also drill into SmartIQ Driver Scorecards to see detailed data, highlighting which drivers need help and with which specific behaviors, such as distracted driving, speeding, following too close and hard braking.” Fleet and safety managers can prioritize and customize coaching sessions for individual drivers based on need and also create site-specific or fleetwide training based on what behaviors are affecting a particular location or the fleet’s overall safety performance, Sljivar says. The advancement of business intelligence with predictive analytics, machine learning and artificial intelligence is paving the way for transportation companies to resolve problems before they develop.

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Systems that monitor, inflate tires complement a fleet’s PM, pre-trip programs BY JASON CANNON

here is no greater impact on a fleet’s fuel economy – and no bigger maintenance budget-wrecker – than tires. Regularly checking for proper inflation is a staple of every preventive maintenance and pre-trip program, but with shippers getting antsy to move freight and carriers itching to oblige, the finer points of a tire-pressure check can slip between the cracks. According to the Federal Motor Carrier Safety Administration, about 7 percent of all tires are underinflated by at least 20 psi, and only 44 Meritor is developing a tractor-optimized TPMS with air lines routed through the drive and steer axles and highly robust seals that can retain integrity in a highly dynamic environment.

percent of all tires are within 5 psi of their target pressure. Fortunately, through systems designed for automatic tire inflation and tire pressure monitoring, technology is capable of serving as a fleet’s wingman. “Tires generally do not fail in the yard,” says Harry Trost, senior manager of product planning for Dana. “Fleets realize that even a perfectly inflated tire can encounter road debris or be damaged in service.” Similarities, differences Both TPMS and ATIS provide backup by helping to keep truck tire

Both TPMS and ATIS provide backup by helping to keep truck tire pressures at appropriate levels, but they do so in different ways.

pressures at appropriate levels, but they do so in different ways. “We view ATIS and TPMS as two different products that are complementary in nature, not competitive,” says Jim Sharkey, vice president of global sales and marketing for Pressure Systems International. Easily installed on a tractor or trailer, TPMS also provides temperature warnings via sensors. “TPMS enables the ability to monitor the whole vehicle combination,” says Jon Intagliata, TPMS product manager for Bendix Commercial Vehicle Systems. Trailer TPMS data is transmitted wirelessly to the tractor and displayed on the dash to provide the driver or telematics system access to alerts and warnings, in addition to tire data for pre-trip inspections. TPMS monitors tire pressure in a variety of ways: valve stem-mounted sensors that also are good for ATIS with an auxiliary check/port tire commercial carrier journal

| july 2018 53

EQUIPMENT: TIRE PRESSURE MONITORING

“We view ATIS and TPMS as two different products that are complementary in nature, not competitive.” – Jim Sharkey, vice president of global sales and marketing, Pressure Systems International

PeopleNet has integrated Continental’s ContiPressureCheck TPMS with its fleet mobility platform, allowing both drivers and back-office personnel to continuously monitor real-time tire pressures and temperatures.

hose; flow-through sensors that allow air to be added manually without removing the sensor; or internal tire sensors that are placed inside the valve stem or banded to the wheel. These sensors feed tire pressure information to the driver in the cab via a display, back to the fleet through telematics or both. Data sent to the back office allows the fleet to take action if required. Intagliata says further improvements in trailer telematics have benefited TPMS because they enable the fleet to see issues with trailer tire pressures even when the trailer is sitting unpowered remotely. “TPMS will continuously monitor the tires and send any alerts as they occur, allowing the fleet to proactively know if there is a tire problem before the driver arrives to pick up the trailer,” he says.

information about a low-pressure tire but cannot take active control to inflate the tires properly. On the other hand, ATIS directly measures tire pressure and takes proactive action to re-inflate tires while the vehicle is in operation, independent of the driver. ATIS uses air from the truck and trailer supply, but “air tank system reserve pressure will be retained for future braking events as a priority,” Trost says. The benefit of ATIS is that its primary objective is to keep an adequate level of air pressure in the tire. “In the same way a speedometer cannot guarantee a vehicle will not travel above the posted speed limit, TPMS cannot guarantee tires will not fall below their target pressure,” says Judith Monte, vice president of marketing and customer experience for Aperia Technologies. “For that reason, any fleet wishing to reduce tire-related downtime would benefit from ATIS.”

Driver involvement Trost says if discretion is left largely to the driver on whether to stop and reinflate tires, “this is inefficient and can be ineffective for preserving tire life, tire casing and retreadability, maintaining fuel efficiency and preventing an on-road tire failure.” TPMS can provide the driver with 54

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Monte says ATIS is capable of overcoming 97 percent of tire leaks. The side effect is that this process can hide potential issues. “While TPMS lacks the ability to add air, ATIS continuously adds air when the tire has a leak,” Intagliata says. “If the leak is too large, the driver may never know the ATIS cannot keep up, ultimately resulting in a catastrophic failure — exactly the situation you are trying to avoid by using these technologies.” Intagliata says that in Bendix’s experience, some fleets seeking to move to TPMS from ATIS have mentioned that ATIS inadvertently will mask a leak, resulting in tire damage or failure. “Casings can be damaged due to long-term operation with objects embedded in the tire, causing rust or other damage and resulting in a casing that cannot be retreaded,” he says. To flag persistent pressure loss, ATIS in most cases provides a warning light that

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EQUIPMENT: TIRE PRESSURE MONITORING Aperia’s Halo ATIS uses rotational force to activate a pump and send pressurized air to tires.

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identifies when air is flowing through the system to fill a tire, Sharkey says. “Whenever the warning light is activated, a driver should always stop to inspect and determine the cause,” he says. “The light should be treated similar to a ‘check engine’ light, and action must be taken.” “The purpose of this light is to alert the driver of the abnormal situation,” says Ramses Ortiz, Meritor’s product manager for trailer products. Which one to choose? Intagliata says some fleets are combining TPMS with ATIS “to provide a belt-andsuspenders approach to tire management,” a trend Sharkey also has noticed. “When we first introduced ATIS to the market, fleets began to understand the value in having an automatic system on their trailers,” he says. “Now, with so many telematics providers in the market providing a data path, fleets see the opportunity to be more proactive with maintenance by adding TPMS as an enhancement to ATIS, not a replacement.”

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56 Untitled-70 1

commercial carrier journal

TyreAid’s system mounts on the hub with a hose assembly that equalizes the air pressure between dual tires. The system’s equalizing valve automatically shuts off if the pressure difference is less than 4 psi of normal inflation at 110 psi. The wheel-mounted device communicates a low-pressure alert that is picked up by a receiver device in the cab. The device also can be used by fleet maintenance to check a yard full of equipment to find underinflated tires. The receiver beeps if any are within 300 feet of range.

| july 2018 2/14/17 1:50 PM

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tive Beam System, a fleet can immediately reduce its run schedules and overhead costs. Fleets can minimize the number of tractors, trailers and drivers required to move their freight, because they’re maximizing the capacity of every load their fleet moves. The system easily handles mixed cargo and it can also help reduce damage to freight due to double stacking and load shifting. The supermarket chain worked with its dealer, Southside Trailer in Buffalo, NY, to order a new Vanguard reefer outfitted with the Kaptive Beam System. When the new Vanguard reefer arrived, a Kinedyne representative trained six of the supermarket’s staff members on best practices and overall use of the Kaptive Beam System. The results were astonishing right from the start. The supermarket chain was able to double the load capacity of its new 53-foot reefer, moving from 24 palletized containers to 48, essentially taking the original loadable floor space from 450.5 square feet to 901 square feet of loadable area. Kinedyne usually tells customers to expect a Kaptive Beam System to pay for itself within three months. The supermarket chain has reported that it calculates the savings associated with this single Kaptive Beam System to be about $400,000 annually.

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EQUIPMENT: TIRE PRESSURE MONITORING light is functioning. A leaking connection or worn component will cause the system light to activate; the leak’s location can be identified with soapy water.

Esco’s TPMS is designed to read and record abnormal air loss over a period of time due to a puncture or leak in the tire/rim and also detect heat buildup in tires. The system is installed inside the wheel/tire cavity in the drop center of the wheel to help prevent damage or theft.

Most applications spec TPMS for the truck and ATIS for the trailer. The trailer’s hollow axle makes routing airlines for re-inflation much easier, and ATIS can be vital for trailers that often sit off-site for extended periods awaiting pickup and don’t receive regular maintenance attention. “It is not just about the tires that leave the yard,” Ortiz says. “What about a trailer that has been sitting at a customer’s yard waiting to be loaded?” Intagliata says a tire may not leave the yard underinflated, but it could be damaged while in operation. “In the case of a trailer, you may not see that trailer for 30 to 60 days — plenty of time for a potential tire problem to develop,” he says.

TST’s Full Color Wide Screen Display is designed to monitor tire pressures and temperatures and is engineered to be used with all existing sensors. It can manage a psi range from 0 to 214 and report tire pressures while the truck is stationary or in motion. The display uses audio and visual alerts to notify the driver of a problem, and an autosensing feature allows the monitor to be adjusted for the load being hauled.

commercial carrier journal

Keeping them inflating Sharkey estimates the take rate of ATIS to be north of 60 percent on new trailers, and he says there also “is a healthy retrofit market. While the volumes on the vans and reefers are high based on the percent of the market they represent, we see customers from literally every vocation.” Once installed, the maintenance needs of TPMS and ATIS are relatively low-tech, and most problems can be discovered as part of a pre-trip inspection. Depending on the duty cycle, bi-annual to annual inspections are recommended, Ortiz says. Trost says occasional inspections may be performed to identify any potential leaks in the air system or tire hoses and to retighten fittings as appropriate. For TPMS, the required maintenance typically is limited to reprogramming sensors when they are moved or replaced, Intagliata says. “With TPMS, much of this is more related to monitoring battery life and battery replacement,” Sharkey says. “With regard to ATIS, operators should always verify that the system is turned on, which can usually be accomplished with a visual check that the on-off valve is in the ‘on’ position.” Periodic maintenance guidelines provided by the manufacturer typically include a check of the output pressure from the control box, tire pressure checks and making sure the indicator

| july 2018

The big payback Fleets generally aren’t anxious to implement new technology unless they can reap some kind of benefits quickly, but those calculations – taking into account fuel savings and tire life – often can be complex. “There are several benefits of running either ATIS, TPMS or both,” Sharkey says. “The ones that are quantifiable include fuel economy, improved tread wear, roadside call avoidance and labor savings. The individual impact of them will, of course, vary with vocation.” In specialized short-haul applications, fleets find that more of their savings come from reduced roadside calls versus fuel savings. However, those savings are realized only by fleets that have protocols in place to deal with issues as they arise. “If a fleet doesn’t have a process to react to a low tire, they are simply wasting their money” on TPMS, Sharkey says. “After all, drivers are generally compensated by the miles they drive, not by how much pressure they have in their tires.” However, a payback calculation often doesn’t need a lot of variables, Intagliata says. “In general, TPMS pays for itself if you avoid one on-road tire failure,” he says. “When you add up the cost of the tire, road call and downtime, the investment you made in TPMS is more than covered.” Sharkey and Ortiz both estimate ATIS payback is about 12 months. “This return on investment is based on the quantifiable aspects,” Sharkey says. “Items such as safety, driver satisfaction and retention, casing utilization and hours-of-service efficiency are icing on the cake.”

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BST

BST II

BST/BST II ALUMINUM FLATBED Length: BST, up to 53 ft., 21-in. beam; BST II, up to 53 ft., 24-in. beam Width: 96 and 102 in. Floor: Knurled, 3-nailers, integrated outside rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenancefree Crossmember: 22 in. with CLP deck reinforcement Distributed load capacity: BST, up to 90,000lb. GVW; BST II, up to 100,000-lb. GVW Concentrated load capacity: BST, up to 52,000 lbs. in 4 ft., 60,000 lbs. in 10 ft.; BST II, up to 65,000 lbs. in 4 ft., 72,000 lbs. in 10 ft. Suspension: AAT25K, twoaxle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

MMX ALUMINUM FLATBED Length: Up to 53 ft., 28-in. beam Width: 96 and 102 in. Floor: Knurled, 3-nailers, integrated side rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 22 in. with CLP deck reinforcement, 12- and 16-in. optional Distributed load capacity: Up to 145,000-lb. GVW, additional axles required Concentrated load capacity: Up to 80,000 lbs. in 4 ft., 89,000 lbs. in 10 ft. Suspension: AAT30K, twoaxle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

BST II ALUMINUM NARROW NECK FLATBED Length: 48 ft., 21-in. beam, 8-in. neck; up to 53 ft. Width: 102 in. Floor: Knurled, 3-nailers,

integrated outside rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenancefree Crossmember: 22 in. with CLP deck reinforcement Distributed load capacity: Up to 80,000-lb. GVW Concentrated load capacity: Up to 50,000 lbs. in 4 ft. Suspension: AAL25K, two-axle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail; adaptable to rolling tarp and curtainside systems Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

BST/BST II ALUMINUM DROP DECK Length: Up to 53 ft. Width: BST, 102 in., 26-in. drop deck; BST II, 102 in., 28-in. drop deck Floor: Knurled, 3-nailers, integrated side rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 16 in. with CLP deck reinforcement Distributed load capacity: Up to 80,000-lb. GVW

Suspension: AAL25K, two-axle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

BST/BST II EXTREME LOW DECK Length: BST, 53 ft., 28-in. drop; BST II, 53 ft., 30½in. drop Width: 96 and 102 in.; low-slung, 36-in. deckto-ground measurement at highest point loaded; 46-in. fifth-wheel height; 32-in. rear deck height Floor: Knurled, 3-nailers, integrated outside rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenancefree Crossmember: 16 in. with CLP deck reinforcement Distributed load capacity: Up to 80,000-lb. GVW Suspension: HT250US Brakes: 12¼-by-7½ in., 17.5 tires, automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles

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TRAILER FOCUS FLATBEDS Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

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 AANL23K with 122-in. spread Brakes: 16½-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 ALLALUMINUM 52/60 TANDEM/TRIDEM FLATBED Length: 48 ft. 60

commercial carrier journal

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: 16½-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-2½-in. steel, double pipe spools Side rails: 6-in. structural channel at 6½ lbs. per ft., full length on rear deck

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Distributed load capacity: 80,000 lbs. 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: 16½-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: 3⁄8-by-5 in. heavy-duty 100-ksi steel Overall width: 102 in. Upper coupler height: 48 in. Kingpin location: 30 in. from nose Landing gear: 112 in. from kingpin Drop deck option: Standard upper coupler height, 48 in. with 18-in. kingpin location; drop depth from upper deck, 20 in.; rear deck height, 40 in. Load rating: 80,000 lbs. evenly distributed, 50,000 lbs. concentrated in 4-ft. increments Crossmember: 4-in.-deep steel wax-coated I-beam on 16-in. centers; 12-in. centers available for heavy hauls; coil package places extra crossmembers between main beams Rub rails: ½-by-2 in.; bulkheads optional Side rails: 6-in.-deep 6.5 structural steel channel with steel pockets, spools; securement options include twist locks, rope ties, D rings, pull-up chain ties, 3-bar winches, sliding chain hooks and tracks, C hooks, aluminum Double-L winch track Floor: Apitong, 11⁄8 in.; standard all-wood floor can be replaced by aluminum with nailing strips Rear-end options: Dunnage racks, pintle

TRAILER FOCUS FLATBEDS hooks, 6-lamp buckplates, forklift kits Landing gear: GD60 (Non Fast Gear) Axles: Hendrickson tapered spindle Suspension: Hendrickson AANT 23K; tridem or quad axle/suspension package available; options include spring or air-ride, fixed or slide, standard-duty or heavy-duty Brakes: Wabco 2S/1M Easy Stop, 16½-by-7 in.

FREEDOM LT Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3/8-by5 in. 100,000 ksi top and bottom Overall width: 102 in. Upper coupler height: 48 in. Kingpin location: 30 in. from nose Landing gear: 112 in. from kingpin Drop deck option: Standard upper coupler height, 48 in. with 18-in. kingpin location; drop depth from upper deck, 20 in.; rear deck height, 40 in. Load rating: 80,000 lbs. evenly distributed, 50,000 lbs. concentrated in 4-ft. increments Crossmember: 4-in.-deep steel I-beam on 16-in. centers; 12-in. centers available for additional support; coil package places extra crossmembers between main beams Rub rails: 3-in. aluminum; bulkheads optional Side rails: Extruded alu62

commercial carrier journal

minum; pipe spools, stake pockets standard on 24-in. centers; builtin winch track and provisions for flat hook anchor points; securement options include twist locks, rope ties, D rings, pull-up chain ties, 3-bar winches, sliding chain hooks and tracks, C hooks, aluminum Double-L winch track Floor: Aluminum, 1¼ in. with four apitong nailing strips; options include Safety-Grip surface, full apitong, all-aluminum with smooth or SafetyGrip surface, two or three nailing strips Rear-end options: Dunnage racks, pintle hooks, 6-lamp buckplates, forklift kits Landing gear: GD60 (Non Fast Gear) Axles: Hendrickson tapered spindle Suspension: Hendrickson AANT 23K; tridem or quad axle/suspension package available; options include spring or air-ride, fixed or slide, standard-duty or heavy-duty Brakes: Wabco 2S/1M Easy Stop, 16½-by-7 in.

FREEDOM XP Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3/8-by-5 in. top and bottom; plate, .25 in. Overall width: 102 in. Kingpin location: 30 in. from nose Landing gear: Jost AX150 Alumilight; static load

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rating, 160,000 lbs., rated lift capacity, 55,000 lbs.; all-aluminum extruded upper leg; polyestercoated high-strength low-alloy steel lower leg; silicone-sealed steel covers; 112 in. from kingpin Drop deck option: Standard upper coupler height, 48 in. with 18-in. kingpin location; drop depth from upper deck, 20 in.; rear deck height, 40 in. Load rating: 80,000120,000 lbs. evenly distributed, 52,000-60,000 lbs. concentrated Crossmember: 4-in.-deep steel I-beam on 16-in. centers; 12-in. centers available for additional support; coil package places extra crossmembers between main beams Rub rails: 3-in. aluminum; bulkheads optional Side rails: Extruded aluminum; pipe spools, stake pockets standard on 24-in. centers; builtin winch track and provisions for flat hook anchor points; securement options include twist locks, rope ties, D rings, pull-up chain ties, 3-bar winches, sliding chain hooks and tracks, C hooks, aluminum Double-L winch track Floor: Aluminum, 1¼-in. Safety-Grip surface with two apitong nailing strips and double floor fasteners in high-stress areas Rear-end options: Dunnage racks, pintle hooks, 6-lamp buckplates, forklift kits Landing gear: GD60 (Non Fast Gear) Axles: Hendrickson tapered Spindle Suspension: Hendrickson AANT 23K; optional rear-

axle sliding, front-axle fixed suspension that can be moved from the widespread position to close the tandem distance and be California-legal; distance from kingpin to centerline of rear axle can be 480 inches in forward position, 492 inches in middle, 540 inches in rear; axle separation distance can be 61, 73 or 121 inches Brakes: Wabco 2S/1M Easy Stop, 16½-by-7 in.

MAC

www.mactrailer.com

TANDEM FLATBED Models: M-52, M-60, M-72, M-80 Construction: 6061-T6 aluminum mill finish; fully welded, unitized Frame: Two T-sections assembled with center axis weld, 4-ft. concentrated load, 26-29 in. deep, 52,000-80,000 lb. Upper coupler: 5/16-in. galvanized steel plate, heavyduty aluminum extruded member reinforcement Rear: DOT bumper, center filler plate with two steps, enclosed light pocket to protect rear lights and wiring Dock bumpers: Two 16-in., outside Floor: 1¼-in. extruded hollow-core tubularsectioned, 1¼-in. web section and knurled top surface; two apitong nailers along side rail Crossmembers: 5-in.-tall channel, 2-in. capped top flange, 2-in. bottom flange; spacing, 12-21 in. Side rail: 6¾-in.-tall open-

TRAILER FOCUS FLATBEDS backed extrusion; 7-in.tall heavy-duty hollowcore extrusion optional Suspension: Hendrickson AANL-230 tandem 122-in. spread with Hendrickson axles, TP bearings, HXL 5 with five-year warranty Brakes and air system: 16½-by-7-in. lining with 30/30 chambers, automatic slack adjusters; 12-in. jumbo aluminum air tank, Sealco air valves; 4S2M ABS, extended brake lining Drums and hubs: Centrifuse drums, DuraLite hubs Landing gear: Jost AX150 with drive handle, 55,000lb. lift, no lube

DROP DECK FLATBED Models: Tandem, SingleAxle Slide, Tri-Axle Slide Construction: 6061-T6 aluminum mill finish; fully welded, unitized Frame: Lower deck, two 72,000-lb. T-sections, 26-in. deep beam, 52,000lb. concentrated load Upper deck: Built with stress-relieved extrusions, heat-treated after forming, 10 ft. long, square front corner, 16-in. kingpin setting, attached to lower deck with Huck bolts Lower deck: Length determined by upper deck length; 41 in. w/ 255/70R22.5 tires Upper coupler: 5⁄16-in. steel plate, heavy-duty aluminum extruded member reinforcement Rear: DOT bumper, center filler plate with two steps, enclosed light pocket to protect rear lights and wiring 64

commercial carrier journal

Dock bumpers: Two 16-in., outside Floor: 1¼-in. extruded hollow-core tubularsectioned; two apitong nailers along side rail Crossmembers: 5-in.-tall channel, 2-in. capped top flange, 2-in. bottom flange; spacing, 12-21 in. Side rail: 6¾-in.-tall openbacked extrusion; 6¾-in.tall heavy-duty hollowcore extrusion optional Suspension: Hendrickson AANL-230 tandem 122-in. spread with Hendrickson axles, TP bearings, oilbath hubs Brakes and air system: 16½-by-7-in. lining with 30/30 chambers, automatic slack adjusters; 12-in. jumbo aluminum air tank, Sealco air valves; 4S2M ABS, extended brakes Drums and hubs: Centrifuse drums, DuraLite hubs Landing gear: Jost AX150 with drive handle, 55,000lb. lift, no lube

ROGERS BROTHERS

www.rogerstrailers.com

COBRANECK PLATFORM DECK Deck height: 18 in. standard fully loaded Deck length: 25 ft. Capacity: 55 tons Concentrated load: 13 ft. Gooseneck: CobraNeck Detachable Neck support: Universal, twin leg jack system to eliminate manual blocking Storage: Bucket pocket, full depth, rear center of deck; boom trough, rear frame

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TALBERT MANUFACTURING www.talbertmfg.com

4050TA HEAVY HAUL Deck height: 36 in. Length: 50 ft., Californialegal Capacity: 80,000 lbs. evenly distributed, 50,000 lbs. in 10 ft. Load angle: 7 degrees E-chain: Metal Planetary winch: 15,000 lbs., 20,000 lbs. optional Bulkhead: 48 in., aluminum/steel

50CC-BH BUS HAULER Deck height: 21 in. Lower deck length: 22½ ft. Rear bridge: 20½ ft. Load base: 43 ft. Capacity: 50 tons Planetary winch: 20,000 lbs. with remote control Swing radius: 84 in., can be extended to 108 in. using 24-in. flip-up gooseneck with heavy-duty 10-foot removable aluminum ramps Frame: Heavy-duty T-1 100,000-psi minimum yield steel with Valspar R-Cure 800 paint

55SATELE HEAVY HAUL Length: 53 ft. minimum Weight: 55 tons Swing radius: 90 in., can be extended to 114 inches with gooseneck extension Configurations: Four-axle close-coupled, 2-2 spread axle, 3-1 spread axle

Deck: 32 ft. 6 in.; wood deck, 29 ft. in front with 3-foot apitong platform in rear; height, 20 in. Suspension: Air-ride, can be equipped with optional Dura-Bright aluminum wheels, strobe lights at each axle and battery backup that powers lighting package when disconnected from truck power Construction: Highstrength 100,000-psi minimum-yield steel

60/65SA Deck length: 30 ft. Deck width: 8 ft. 6 in. Deck height: 22 in. Load base: 13½ ft., twopoint rigid Gooseneck extension: 70-inch flip-up; optional hydraulic linkage eliminates manual flip-up Capacity: 60 tons with 2-2 or 3-1 configuration and gooseneck; 65 tons with four close-coupled axles and no gooseneck Swing radius: 190 in. with gooseneck extension; 108, 120 in. with removable kingpin stations Speader: East Coast-style E2Nitro, optional

UTILITY

www.utilitytrailer.com

4000AE Floor: 11⁄8-in. extruded aluminum with two hardwood nail strips at each side rail Crossmembers: 3- and 4-in. aluminum crossmember system in which both are suspended and supported

THANK YOU TO ALL OUR CARRIER PARTNERS AND THE PROFESSIONAL DRIVERS WHO SUPPORTED OUR MISSION LAST YEAR. In 2017, nearly 500 truckloads of veterans’ wreaths were transported across the country through a network of more than 200 carriers, hundreds of professional drivers, numerous suppliers to the trucking industry and countless hours of dedicated volunteers committed to the mission to Remember, Honor and Teach. 4 D’s Trucking, Inc. A. N. Webber, Inc. A&S Kinard AAA Cooper Transportation Abilene Motor Express ACV Enviro Inc. AJ Trucking Allen Lund Company Allied Van Lines Inc. American Central Transport American Van Lines, Inc. Anchor Moving & Storage Apple Transfer, Inc. Aprin Van Lines, Inc. Arkansas Trucking Association Armellini Express Lines, Inc. Ashley Distribution Services, Ltd ATA - Share the Road B H 92 Trucking Inc. Bay & Bay Transfer Baylor Trucking Bennett Motor Express Best Cartage, Inc. Bestway Express, Inc. Big G Express, Inc. Big M Transportation, Inc. Black Lake Ventures Inc. BNSF Boyd Brothers Inc. Bristol Plymouth Moving & Storage Britton Transport Brown Dog Carriers LLC Brown Trucking Company Buchheit Logistics C.R. England, Inc. CalArk, Inc. Cargo Transporters, Inc. Carlyle Van Lines Central Oregon Truck Co. Inc. CEVA Logistics CFI Chambers Transportation City Transfer and Storage Classic Carriers Convoy Systems, LLC Cordeiro Trucking LLC Covenant Transport Cowan Systems, LLC Culpeper Transport Co., Inc. D.M. Bowman Dart Transit Company Daseke, Inc. Delaware Technical & Community College Delhaize Transportation LLC (DBA Hannaford Supermarkets)

Denka Trucking - Dick Butler Do it Best Corp/Transervice Logistics Don Hummer Trucking Corporation Dutch Maid Logistics E. W. Grenon & Son, Inc. E. W. Wylie Earl L. Henderson Trucking Epes Transport System, Inc. Erb International, Inc. Esten Lumber Products, Inc. Estes Express Lines Exodus Moving & Storage FedEx Freight Foster Hill Transport LLC Freightliner Trucks Freightliner Trucks - Joey Slaughter Fremont Contract Carriers Freymiller, Inc. Frito Lay G&P Trucking Gangloff Industries, Inc. Garner Trucking, Inc. Gateway Distribution Grand Island Express Greater Dayton Moving and Storage Gully Transportation, Inc. Halvor Lines, Inc. Hampton Roads Moving and Storage Harris Teeter Hartt Transportation Systems, Inc. Heartland Express Heritage Transport, LLC High Transit, LLC Hirschbach Motor Lines Hobby Lobby Stores Hoekstra Transportation, LLC Hofer Ag Logistics LLC Horton Inc. In Their Honor Trucking LLC International Paper Interstate Van Lines Inc. J. Grady Randolph J.B. Hunt Jagtrux, Inc. Jetco Delivery John Christner Trucking John D. Rockefeller Career Center CDL Program JTI Logistics, LLC K-Limited Carrier Ltd. Kennesaw Transportation, Inc. Knight Transportation Knudsen Trucking Company Koleaseco Inc. Kona Transporation

Landstar - Lisa McAlpine Landstar - Robert Mead Lehew Transport LLC Leonard’s Express Load One LLC Lone Star Transportation M&M Transport Services Inc. Main Street Movers, Inc. Matrix Expedited Service LLC Matson Maverick Transportation McGuire Moving & Storage Inc. Metropolitan Trucking Money Relo Motor Carrier Service, Inc. Nagle Companies National Carriers, Inc. Nestle Waters North America, Inc. (DBA Poland Spring Bottling Company) Network Transportation LLC New World Van Lines, Inc. IL NFI Industries North Carolina Trucking Association North State Transportation - Scott Harris Norton and Son Trucking Oakhurst Dairy Omni Moving & Storage, Inc. Open Range Transporation Inc. Page Transportation Inc. PAM Transport Paper Transport Inc. Paul MH Sagehorn LLC Pepsi Bottling Ventures Perdue Transportation Incorporated Performance Trucking, Inc. Pinnacle Freight Lines, Inc. Portland Air Freight Inc. (DBA PAF Transportation) Pottle’s Transportation Pride Transport, Inc. Prime, Inc. Quality Services Moving Quest Global Inc. R.C. Moore, Inc. Raider Express Red Classic Transport Reebie Storage & Moving Company Regency Transportation Rock Solid Transport Saddle Creek Logistical Services Saia Motor Freight Line LLC Schneider National Schneider National - Dave Blevins Service Transfer Inc. Sheetz Distribution Services

Silver Fern Express LLC Skyline Transportation, Inc. Smokey Point Distributing Sourdough Transfer Steve McGee Construction Stevens Transport Inc. Stoller Trucking LLC Sun Coast Resources Inc. SW Storage and Transport T.S. Boyd Grain Logistics Inc. TA/Petro - Open Road Distributing Taylor Truck Line, Inc. TG Logistics LLC The Liberty Group Thomas E. Keller Trucking Inc. TLD Logistics Services, Inc Total Transportation of Mississippi Town and Country Movers Inc. Transco Lines, Inc. Transport America Tribe Transportation Try Hours, Inc. Tyson Foods Inc. U.S. Xpress, Inc. Unifi UPS Freight URS Midwest Inc. USA Truck, Inc. V&J Strupp Trucking LLC Victory Worldwide Transportation Walmart Transportation Walter P. Rawl and Sons, Inc. Warren Transport, Inc. Waste Management Waste Masters Solutions LLC Weinrich Truck Line WEL Companies, Inc. Western Express Forwarding LLC White Oak Farms Wil-Trans Witte Bros. Exchange, Inc. WWC Inc. Zelten Trucking LLC

trucking.wreathsacrossamerica.org

We need your help to support the mission this December, please visit trucking.wreathsacrossamerica.org today!

TRAILER FOCUS FLATBEDS to work as a total structural system on 16-in. centerline; three aluminum tubeshaped outriggers on each side, connected to crossmembers for even load distribution; 47,000-lb. coilhaul package included Rub rails: 3⁄8-by-3-in. extruded aluminum with recess for conspicuity tape on sides only Side rails: 53⁄8-in.-deep extruded aluminum with integral track on each side for sliding winches Distributed load capacity: 80,000 lbs. evenly distributed Suspension: Hendrickson AANT 23K Intraax air ride with 121-in. axle spacing Brakes: Outboard-mounted Accuride Trident lightweight steel drums, 16½-by-7-in. with Bendix 2S/1M TABS-6 Tiedowns: Extruded aluminum pipe spools on 24-in. centers, centered between pockets at sides only Axles: Hendrickson LDA

4000S Floor: 11⁄8-in. dimensional shiplap hardwood Crossmembers: 3-in. steel I-beam on 12-in. centerline, full length Rub rails: 1/4-by-3-in. highstrength steel on sides and rear only Side rails: 47⁄16-in. formed high-strength steel Distributed load capacity: 80,000 lbs. evenly distributed Suspension: SAF Holland SP9000 Series DuraLite spring with 49-in. axle spacing Brakes: Outboard-mounted cast-iron drums, 16½-by66

commercial carrier journal

7-in. with Bendix 2S/1M TABS-6 Tiedowns: Steel pipe spools on 24-in. centerline centered between pockets

4000AE DROP DECK Floor: 11-ft. front deck with 21-in. drop and 401/4-in. rear deck height, 11⁄8-in. extruded aluminum flattop floor with two hardwood nail strips at each side rail Crossmembers: 3- and 4-in. aluminum crossmembers in which both are suspended and supported to work as a total structural system; 3-in. aluminum crossmembers on 12-in. centerline where practical (retains steel crossmembers in rear of front deck and over axles); five tube-shaped outriggers on each side connected to crossmembers for even load distribution; 39,000-lb. coil haul package included Rub rails: 3⁄8-by-3-in. extruded aluminum at sides only with recess for conspicuity tape Side rails: 53⁄8-in.-deep extruded aluminum with integral track on each side for sliding winches Distributed load capacity: 80,000 lbs. evenly distributed Suspension: Hendrickson AANL 23K Intraax air ride with 121-in. axle spacing Brakes: Outboard-mounted cast-iron drums, 16½-by7-in. with Bendix 2S/1M TABS-6 Tiedowns: Extruded aluminum pipe spools centered between pockets on sides only Axles: Hendrickson LDA, 121in. spacing

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WABASH NATIONAL

www.wabash-trailers.com

BENSON PLATFORMS www.bensonflats.com Length: 28-53 ft. Width: 96-102 in. Floor: Smooth aluminum with three nailers Landing gear: Jost A-420 Crossmembers: Aluminum C-channel crossmembers on 16-in. centers, flatbeds include coil package with five additional stub crossmembers on 8-in. centers Main beam: Mechanically welded two-piece 6061 T6 extruded aluminum “T” cross-sections, welded along neutral axis Distributed load capacity: Flatbeds, up to 140,000 lbs.; drop decks, up to 105,000 lbs. over lower deck Concentrated load capacity: Flatbeds, up to 72,000 lbs. in 4 ft., up to 78,000 lbs. in 10 ft.; drop decks, up to 52,000 lbs. in 4 ft., up to 55,000 lbs. in 10 ft. Suspension/axles: Hendrickson Intraax, tandem widespread with QuikAlign, parallel “P” spindle wheel ends Brakes: Meritor 4S/2M antilock Tiedowns: Patented Lock-Rite multiposition tiedown system, stake pockets on 24-in. centers, double pipe spools Electrical: LED lights with enhanced visibility lighting system Finishes: Galvanized available

TRANSCRAFT PLATFORMS www.transcraft.com

COMBO PLATFORMS Length: 28-53 ft. Width: 96-102 in. Floor: Interlocking aluminum with four apitong nailers Landing gear: Jost A-420 Crossmembers: 80K hightensile 4-in. steel “I” beam crossmembers on 12-in. centers; 5-in. aluminum available Main beam: Fully welded at all flange-web joints Distributed load capacity: Flatbeds, up to 125,000 lbs. evenly distributed; drop decks, up to 94,000 lbs. over Lower deck Concentrated load capacity: Flatbeds, up to 73,000 lbs. in 4 ft., up to 80,000 lbs. in 10 ft.; drop decks, up to 80,000 lb. in 4 ft., up to 85,000 lbs. in 10 ft. Suspension/axles: Hendrickson Intraax, tandem widespread with Quik-Align, parallel “P” spindle wheel ends Brakes: Meritor 4S/2M antilock Tiedowns: Stake pockets on 24-in. centers, double pipe spools Electrical: LED lights with enhanced visibility lighting system Finishes: Shot-blasted prior to primer, Valspar automotive-grade acrylic urethane paint system; corrosionresistant packages available

STEEL PLATFORMS Length: 28-53 ft. Width: 96-102 in.

Make Your Move Sky-high freight rates. Five-ďŹ gure sign-on bonuses. These and other indicators point to a huge demand for trucking capacity thatâ&#x20AC;&#x2122;s good news for owner-operators. Do you have a game plan for making hay while the sun shines?

TRAILER FOCUS FLATBEDS Floor: Apitong Landing gear: Jost A-420 Crossmembers: 80K hightensile 4-in. steel “I” beam crossmembers on 12-in. centers Main beam: Fully welded at all flange-web joints Distributed load capacity: Flatbeds, up to 125,000 lbs. evenly distributed; drop decks, up to 94,000 lbs. over lower deck Concentrated load capacity: Flatbeds, up to 73,000 lbs. in 4 ft., up to 80,000 lbs. in 10 ft.; drop decks, up to 80,000 lbs. in 4 ft., up to 85,000 lbs. in 10 ft. Suspension/axles: Hendrickson Intraax, tandem widespread with Quik-Align, parallel “P” spindle wheel ends Brakes: Meritor 4S/2M anti-lock Tiedowns: Stake pockets

commercial carrier journal

on 24-in. centers, double pipe spools Electrical: LED lights with enhanced visibility lighting system Finishes: Shot-blasted prior to primer, Valspar automotive-grade acrylic urethane paint system; corrosion-resistant packages available

XL SPECIALIZED

www.xlspecializedtrailer.com

XL 80 SLIDER/ CALIFORNIA LEGAL/ R-TAC LEGAL Crossmember: Four beams comprised of 4-in. junior I-beams and 3-in. I-beams on 8-in. centers

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Length: 48-53 ft. Dump angle: 15-17 degrees Load angle: 6½ degrees Capacity: 80,000 lbs. overall, 50,000 lbs. in 10 ft. concentrated Axles: Sliding assembly tilts for loading and unloading; filament-wound composite rollers slide without grease Tiedowns: Chain drops down center deck and side beams; energy chain protects air and electrical lines from damage; two toolboxes in upper deck provide storage space Hydraulic winch: 20,000-lb. capability with manual kick-out and 100 ft. of 9⁄16in. cable; seven-function wireless remote; recessed roller at top of gooseneck rolls with winch to pull cable Digital scale: Air-Weigh

XL GALVANIZED LOWBOY Models: Mechanical Detachable Extendable, MFG Mini-Deck Length: 48 and 53 ft.; 29 or 34 ft. in well Capacity: 60,000-80,000 lbs. Flange: T-1 Web: 80K Frame: Hot-dip galvanizing process creates barrier between elements and steel Deck: MDE, apitong decking on front, main and rear deck for added durability on loading area; MFG MiniDeck, 12-inch loaded deck height with four inches of ground clearance

Trailer inspection system

Lite-Check’s Verifier 1010 Trailer Inspection System is a high-speed device engineered to produce an advanced data and diagnostics report of a trailer’s brakes, electrical system, air, lights and more. The Verifier is designed to conduct a U.S. Department of Transportation-compliant inspection using Technology & Maintenance Council recommended practices or a customized preventive maintenance inspection with one technician and one pass around the trailer. Once completed, the inspection, report and other information are uploaded to the user’s secure cloud-based account, which allows for access from any computer, tablet and smartphone with approved credentials; managed data by trailer, trailer type, inspection, site, customer and status; mass upload for all existing trailers; dropdown menus for trailer type, VIN, technician, site and customer; and immediate view of trailers that are ready, out of service, due for an inspection and more. Lite-Check, www.lite-check.com, 800-343-8579

Heating unit control system

Carrier Transicold’s Solara Heating Unit, engineered to protect temperature-sensitive products transported by trailer or rail through subfreezing ambient conditions, now features the company’s APX Control System used on its transportation refrigeration units. The APX controller has an easy-to-read full-information dashboard-style display and is preloaded with the company’s programmable IntelliSet software to create heating parameters for different commodities. With the controller, the company’s DataLink data recorder is integrated with the Solara unit, and a USB port helps facilitate easier data downloading from and uploading of information to the controller. Built-in diagnostics helps simplify service and troubleshooting for technicians. Carrier Transicold, www.transicold.carrier.com, 800-227-7437

Mounting kits

Weather Guard’s mounting kits for compact and full-size vans are designed with several durability features to help protect against sudden movement during travel. A four-way stop design combines mounting straps with steel brackets to help limit side-to-side and front-to-back motion. An easier installation process and flexible shelving options help users customize the mount to fit their needs more easily. Pre-existing holes and shelves are engineered to lock in place anywhere along the rail using the company’s proprietary twist plate. The mounting kits include extruded aluminum upper rails, powder-coated steel mounting plates and hardware for two shelf units for both the driver and passenger side. Weather Guard, www.weatherguard.com, 800-456-7865

commercial carrier journal | july 2018

PRODUCTS

Medium-duty DPF, DOC line

Roller track system

Ancra’s Retract-A-Roll 4 pneumatic roller track system is engineered to speed loading and unloading and can be retrofitted in virtually any trailer. The system is powered by the pneumatics of the truck’s existing air supply and is built to take forklift abuse and instantly convert back to a smooth floor. High-strength 11-gauge stamped, interlocking steel top plates have a galvanized finish to fight corrosion. The heavy-duty top plates feature a dual skate-wheel design that results in a smaller opening to help prevent debris from entering and puncturing the air bag. The controls are in an easy-to-access weatherproof container. Ancra, www.ancracargo.com, 800-233-5138

Conspicuity tape

BettsHD’s Conspicuity Tape is made with a prismatic reflective surface designed to be seen from longer distances and at higher intensities than glass bead designs. The polyester sheeting is engineered to resist cracking over time and to endure a wide range of temperatures. The 150-foot roll of tape comes in three different styles: 11-inch red and 7-inch white; 6-inch red and 6-inch white; and all white. BettsHD, www.bettshd.com, 855-391-9708

Denso’s expanded lineup of PowerEdge diesel particulate filters and diesel oxidation catalysts now covers medium-duty Ford, GM, Sprinter, Dodge and Ram trucks. Installation gaskets and clamps are included and also are available separately. Denso Products and Services Americas, www.densocorp-na.com, 310-834-6352

Handheld scan tool

Nexiq’s Pocket HD Handheld Scan Tool is designed for both heavy-duty and light- and medium-duty truck diagnostics and comes preloaded with two of the company’s software applications: Heavy Duty Standard & OBD II Suite, which supports both J1708 and J1939 communications, and LMT 2016 for light- and medium-duty trucks. The tool is suited for fleet technicians, aftermarket diesel technicians, OEM dealers and roadside triage situations. Nexiq Technologies, www.nexiq.com, 800-639-6774

Asset tracking device

DPL Telematics’ AssetView Tracking System is designed for wireless tracking of any powered or unpowered asset to help improve logistics, manage inventory and curb theft. The small, portable GPS unit is self-contained and can be installed in seconds, allowing users to remotely monitor any asset from an Internet-based software package or mobile app. AssetView is powered by three AA 1.5-volt batteries, and low-power notifications remotely alert customers; the device also combines multiple technologies to help maximize battery life while operating and remaining active in low power modes. The unit’s proprietary Adaptive Tracking technology increases its reporting frequency when movement is detected and automatically reduces it when stationary, which also helps extend battery life. DPL Telematics, www.dpltel.com, 800-897-8093 commercial carrier journal | july 2018

PRODUCTS

Compact power converter

Larson’s DCP-5-HD heavy-duty power converter is a 5-amp waterproof power transformer designed to convert commonly used 120-240 volts of AC electrical current to 12-24 volts of DC to power a variety of accessories. The compact converter includes an industrial-grade male plug and three feet of cable on the input end and a female receptacle on the other end. It includes integral short-circuit, over-voltage, over-temperature and overload protection engineered to shut the unit down or reduce output to protect the unit and any connected equipment from damage. The transformer is enclosed in a weatherproof case. Larson Electronics, www.larsonelectronics.com, 800-369-6671

Vehicle door lock

National Fleet Products’ UFO Plus Lock for rear and side vehicle doors is engineered to lock automatically when the door is closed, improving security compliance and operator convenience for last-mile delivery fleets. The lock’s stainless-steel body is drill-resistant, and its flush-mounted dome-shaped design makes it difficult for tools to get a grip; it remains in a fixed position and does not rotate, slide or detach. A single reversible key unlocks the door and can stay with the operator; once cargo is unloaded, the door automatically locks when closed without using the key. Each lock comes with two 15-pin multi-combination reversible dimple keys, certified locksmith duplication certificates, an assembly kit, a video and an adhesive decal that helps simplify precise placement and alignment. National Fleet Products, www.nationalfleetproducts.com, 763-762-3451

Entrained air in diesel fuel is the problem. AirDog® products are the solution. AirDog®

AirDog® Champ I

AirDog® Champ II

AirDog® products provide improved fuel economy, increased power/ torque, smoother idle, longer injector life, and reduced emissions in a wide range of heavy duty diesel engine applications. 877-GO-DIESEL (877-463-4373) • www.AirDogDiesel.com 72

All-position regional tire Triangle’s TRS02 premium all-position tire is suited for regional and urban-haul applications. A durable casing is designed for multiple retreads, while a split-layer compound helps deliver long original tread life while reducing rolling resistance; a wider footprint also contributes to extended removal miles. Cornering stability and overall handling are aided by undulating tread base grooves and the company’s Variable Sipe Concept technology. The SmartWay-verified TRS02 is available in 10 sizes ranging from 265/70R19.5 to 11R24.5 and ply ratings ranging from 14 to 20. Triangle Tire USA, www.triangletireus.com, 888-847-3745

commercial carrier journal | july 2018

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PRODUCTS

Coolant/antifreeze

Old World’s Hybrid Blue is a coolant/antifreeze with a phosphate-borate dual-buffer system and a low silicate level. Hybrid Blue, part of the Peak Commercial and Industrial Fleet Charge lineup, is designed for use in all heavy-duty engines, regardless of fuel type, as well as in light-duty and automobile applications. Blue in color, the hybrid organic acid technology product is formulated to simplify coolant maintenance while extending service intervals up to 150,000 miles or 4,000 hours of operation. It is designed to work with both liquid and slow-release supplemental coolant additives and is available in bulk, drums and totes in both 50/50 prediluted and concentrate. Old World Industries, www.peakhd.com, 800-323-5440

Warning LEDs

Maxxima’s ultra-thin M20388 Series warning LED lights are available in amber, red, white and blue and have six LEDs for added brightness and performance in both steady-on and flashing modes. The durable polycarbonate housing and clear lens are 3.3 inches wide, 1.2 inches high and 0.5 inches deep, making the lights suitable for low-profile applications. They have an amp draw of 400ma at 12 volts and 240ma at 24 volts and have three blunt-cut 7-inch connector leads for either surface- or tape-mount installation; hardware is included. Maxxima, www.maxxima.com, 866-629-9462 commercial carrier journal | july 2018

WHERE TRUCKING IMPROVES

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• Over 80 ﬂeets hiring drivers • Meeting-setting with ﬂeet recruiters RECRUITING • Learn about new pay package options

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Wheel Polishing • Avoid Road Incidents • Better Fleet Image • Secure Lunge-Nut Fit • Higher Resale Value

Special BrickGuards available!

The Fleetwheel process brings out a gleaming shine throughout the wheel. Hand polishing leaves pits and orange-peel surfaces and can damage lug-nut holes. Aftermark coating doesn’t flatten the flange or prevent shine decay.

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612-964-8751 • www.fleetwheel.com Fleet Wheel_OVD0418_PG.indd 1

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commercial carrier journal

july 2018

PREVENTABLE or NOT? Deer delivers dilemma to Doe

hould trucker John Doe swap his rusty but wonderfully loud ol’ Harley for some of Billy Bob’s vintage Winchesters? “Yep, I surely will,” he decided, smiling at the prospect of beefing up his collection. As a fresh celery stick disappeared into Doe’s mouth to celebrate his decision, he saw that it was 10 p.m. with fair weather, light traffic and great country jams on satellite radio. But Doe’s luck was about to change. A minute later, as his tractor-trailer began to descend a steep grade on North Carolina’s dark, heavily wooded Pookatella Pike … Holy groundhogs! A eight-point buck suddenly decided to race across the highway from the opposing side! Almost choking on his celery stick, Doe hit the brakes hard. Then, in a desperate attempt to avoid John Doe avoided hitting hitting the deer, Doe steered his tractor a deer that raced in front hard right, partially off the roadway. As of him on a steep downhill grade, only to sideswipe a a result, he missed the deer but heavily guardrail and destroy his sideswiped the guardrail – the only thing right front fender. Was this between his rig and a deadly dropoff a preventable accident? – and destroyed his right front fender. Later, he contested the warning letter from his safety director that charged him with a preventable accident. Asked to resolve the issue, the National Safety Council’s Accident Review Committee upheld the preventable ruling. By reacting as he did, Doe easily could have driven his big rig through the guardrail and off the side of the mountain, probably resulting in his own death. In sum, it would have been far safer to have kept his rig on the road and, if fate decreed, flattened the stag. Had he struck the animal, the accident probably would have been ruled nonpreventable.

commercial carrier journal | july 2018

25 YEARS OF EQUIPPING YOU FOR SUCCESS LEAD THE WAY WITH INDUSTRY-LEADING EQUIPMENT. Introducing Air Disc Brakes and Cargo Sensors on our new trailers. Since 1993, XTRA Lease has packed every trailer with value—and we’ve done it again. With Air Disc Brakes you get shorter stopping distances and longer life between brake jobs. Cargo Sensors let you know when your trailers are loaded and unloaded to improve turn time, all while delivering valuable detention data. It’s all part of our promise to always do what’s right, so you get what you pay for. Thank you for the honor of choosing us to be part of your journey. Here’s to you and the next 25.

For 25 reasons why customers make XTRA Lease their first call, visit XTRALEASE.COM/25

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

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