CCJ0814 by dwatson

AUGUST 2014

FERRO OUT AT FMCSA

Administrator stepping down page 6

LIVING WITH CSA

Compliance management systems can help page 83

WHAT DO DRIVERS WANT?

We went to the source – see what they said page 93

HONOR ROLL OR DROPOUT ?

page 52

Scoring systems help fleets grade drivers

NOT JUST HOT AIR

page 34

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AUGUST 2014 | VOL 171 | NO. 8

THE CCJ TOP 250

MOVING ON UP As the trucking industry puts more distance between itself and the recession of 2008-09, for-hire trucking companies continue to exhibit growth and increased profitability in an albeit slow-growing economy. But there remain plenty of regulatory headwinds for carriers to navigate and maintain productivity and profitability.

Cover design by David Watson

FEATURES

Linking the chain

Considering the risks of noncompliance with FMCSA’s Compliance Safety Accountability program – such as an agency audit, loss of business and higher insurance rates – many fleets are getting expert help. Outsourcing compliance management can lighten the workload and help eliminate exceptions before they surface in the CSA portal.

What do drivers want?

To find out what is making it hard to attract drivers or forcing existing drivers out of the industry, CCJ decided to go directly to the source and ask drivers themselves about the frustrations, desires, dreams and nightmares of working in the trucking industry today. We heard from 728 drivers on a range of issues such as pay, home time and respect.

Innovators: Manko Delivery Systems

Formerly a mishandled luggage delivery provider for airlines, the Tampa, Fla.-based company shifts business gears and grows as an e-commerce delivery provider while reducing waste.

JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

11 News Carriers sue Navistar over EGR-only engines … FMCSA subcommittee evaluating cross-border program … FMCSA: More than 30,000 now on roster of certified medical examiners … NHTSA begins work on underride guard rule … Pilot to pay $92M fine in fuel rebate withholding scheme … Carriers must allow drivers paid meal, rest breaks under California law, court rules … Patches for Highway Trust Fund proposed as deadline loomed … Tracy Morgan suit against Walmart alleges hours violations, negligence … Drivers sue FMCSA over pre-employment reports

12 InBrief 20 Fuel Savvy

COMMERCIAL CARRIER JOURNAL

| AUGUST 2014 3

DEPARTMENTS

ccjdigital.com

technology

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

Editorial

Technology that will change trucking is already here

24 InBrief 26 Daimler unveils ‘Highway Pilot’

41 Turning over retention data 43 InBrief 44 SmartDrive designs custom scoring feature

driverless truck prototype

28 28 30 32

ZF unveils new automated transmission, remote-controlled parking

Daimler achieves SuperTruck efficiency targets

34 InFocus:

36 Test drive:

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

47 48

Corporate Sylectus integrates HOS data from BigRoad Pegasus TransTech updates smartphone app Volvo, Telogis announce integrated fleet management services

ALSO IN THIS ISSUE

Upfront Ferro out as FMCSA chief

132

Products

COMMERCIAL CARRIER JOURNAL

Preventable or Not? John Doe was preparing to back up to the restaurant’s loading area when an employee who was late for work skidded her Mustang into his truck. Was this a preventable accident?

Air springs, lift axle, aluminum wheels, more 4

Art Director: David Watson Graphic Designer: Kenneth Stubbs Quality Assurance: Timothy Smith Advertising Production Manager: Anne Marie Horton

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

52 InFocus: Scoring drivers

Kenworth K370

107

Design & Production

Trucking Media

Tire inflation systems

editorial@ccjdigital.com

production@ccjdigital.com

Eaton to pay Meritor, ZF $500M to settle antitrust claim Cummins touts reducedemissions medium-duty truck engine

Editor: Jeff Crissey Executive Editor, Trucking: Jack Roberts Senior Editor: Aaron Huff Managing Editor: Dean Smallwood Trucking News Editor: James Jaillet Contributing Editors: Carolyn Magner Mason

| AUGUST 2014

131

Ad Index

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leading news, trucking market conditions and industry analysis

Carriers sue Navistar over EGR-only engines

downtime and loss of revenue. The problems experienced with the engines included repeated illumination of the check engine lights, engine derating, EGR system failures, fuel pump failures, A/C blower and compressor failures, premature wear and clogged hoses and connections. The second suit, brought by carriers Denis Gray Trucking, Carmichael Leasing and GTL Enterprises, also claim Navistar failed to repair the engines properly during the warranty period, thereby decreasing their trucks’ value and shortening the engine’s expected life. The alleged defects, which the lawsuit claims stem from the EGR systems on the engines, were safety hazards for both drivers and other motorists, as “sudden breakdowns” would force the trucks’ drivers to perform “emergency Navistar cut maneuvers” to get off production of the road. its 15-liter engine The class-action entirely and now offers suit claims Navistar the Cummins ISX15 as its 15-liter option. knew the EGR systems on the MaxxForce engines had problems, yet hid those issues from truck buyers. The suit points to confidential witness testimony in lawsuits that claim Navistar violated securities laws. According to the testimony, chief engineers in the company informed Dan Ustian, former Navistar president and chief executive officer, of their concerns with the engines but that the company proceeded with them anyhow. Engineers also told their supervisors that the level of EGR the company wanted – along with its fuel economy and performance parameters Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-news– “was not possible” per the letters to sign up for the CCJ Daily Report, a “physics of EGR,” according daily e-mail newsletter filled with news, analyto the lawsuit. sis, blogs and market condition articles. – James Jaillet

ix trucking companies are involved in two class-action lawsuits against truck and engine maker Navistar International claiming its 2011 and 2012 MaxxForce engines were defective and didn’t meet federal 2010 emissions standards. The lawsuits further allege Navistar knew its engines were flawed yet concealed that information from truck buyers. Navistar spokesperson Elissa Mauer said the company does not comment on pending litigation. Dallas-based law firm Miller Weisbrod announced the initial litigation July 8, saying it is representing Texas-based Americorp Xpress Carriers, Tennessee-based First Express and Washingtonbased Floyd Blinksy Trucking. The complaints against Navistar, maker of International trucks, stem from the manufacturer’s reliance on exhaust gas recirculation to try to meet federal emissions standards, a position Navistar used to market its trucks as having the “lowest cost of ownership,” per the lawsuit. Americorp and the other carriers say the engines cost them loss of profits, downtime expenses and losses, diminished resale value, out-of-pocket repair expenses, fuel expenses incurred in excess of represented amounts, towing expenses, lodging expenses for drivers, rental car expenses, unreimbursed driver

FMCSA subcommittee evaluating crossborder program

t press time, a Federal Motor Carrier Safety Administration

subcommittee was scheduled to meet July 28 in Arlington, Va., to determine whether the agency met its objectives with the three-year cross-border pilot program with Mexico, which started in 2011 and ends Sept. 30. The Motor Carrier Safety Advisory Committee’s subcommittee on the U.S.-Mexico Cross Border Long Haul Trucking Pilot Program was formed and tasked with assessing the safety records of Mexican participant carriers, advising the agency on tasks related to the program and issuing a final report concluding whether FMCSA conducted the pilot program in a manner consistent with the objectives outlined at the program’s outset. The subcommittee was to present its recommendations to the full committee before the final report is submitted to FMCSA. Public comments were to be heard during the meeting’s last 15 minutes, and commenters were able to submit written comments by July 21 for consideration during the meeting. – Staff reports

A FMCSA subcommittee was scheduled to meet July 28 to evaluate the agency’s cross-border pilot program with Mexico.

commercial carrier journal

| august 2014 11

JOURNAL NEWS

INBRIEF 8/14

Pacific 9 Transportation – halted work over wages, working conditions and classification as contractors instead of employees.

• Digital logs produced by smartphone, tablet or computer apps now can be signed with electronic signatures and submitted to carriers to satisfy federal logbook requirements, according to revised Federal Motor Carrier Safety Administration guidance issued last month. The latest guidance changes previous agency guidance issued in 2011 that said drivers must print the digital logs and sign them each day, in addition to being able to print records for the previous 24-hour period, maintain copies for the previous seven days and produce seven days’ worth of logs for enforcers. • Former military members who operated commercial vehicles while in service now can obtain their CDL in any state within the first year after their separation from the military without having to take a skills test. FMCSA previously had granted a 90-day Military Skills Test Waiver exemption in 2011, but Virginia said that timeframe was too short and asked the agency to extend it to a year. • Port truckers that began striking July 7 at the Ports of Los Angeles and Long Beach voted unanimously five days later to agree to a “cooling-off” period, according to the Teamsters-backed union representing the drivers, Justice for Port Truck Drivers. The drivers – of carriers Green Fleet1 Systems, Total10:52 Transportation Services and LAD_7x4.5.pdf 2/25/14 AM

• Users of the E-ZPass electronic toll collection system in New York, New Jersey, Pennsylvania, Massachusetts, Virginia, Ohio and Vermont were warned of a phishing attempt to gain access to bank account and credit card information and were urged not to click on links in an email circulating that claimed to be an attempt to collect unpaid tolls. E-ZPass said its does not send email invoices. • FedEx was indicted on counts of distribution of controlled substances and conspiracy to distribute misbranded drugs for delivering packages of illegally prescribed drugs purchased on the Internet. FedEx said it was innocent and would plead not guilty to the charges. The Memphis, Tenn.-based company also said the charges put its customers’ privacy at risk. • Truckload Carriers Association President Chris Burruss resigned after 10 years at the helm for personal reasons, according to TCA. • The Commercial Vehicle Outlook Conference will be held Aug. 20-21 at the Kay Bailey Hutchinson Convention Center in Dallas. The event is produced by Randall-Reilly, publisher of CCJ. For a full agenda and registration information, go to cvoconline.com.

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Untitled-12 1

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commercial carrier journal

nother 8,000 health professionals have been added to the National Registry of Certified Medical Examiners since the new system for U.S. Department of Transportation medical examinations launched in May with an initial roster of 22,000 providers, the Federal Motor Carrier Safety Administration said in late June. An additional 22,500 medical professionals have initiated the process for gaining their certification, FMCSA said. All interstate commercial truck and bus drivers must pass a DOT medical examination at least once every two years in order to obtain a valid medical certificate and maintain their commercial driver’s license. As required by federal regulation, effective May 21, all new DOT medical examinations are required to be performed by a medical examiner who has completed the required training and passed a certification test. The DOT medical examination looks at a range of conditions to assess a driver’s ability to operate a commercial vehicle safely, including cardiovascular disease, respiratory and muscular functions, vision and hearing. The new program’s critics contend that there are not enough certified examiners to meet demand, particularly in rural areas, and that it also is unnecessarily burdensome and complicated. – Kevin Jones

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journal news

NHTSA begins work on underride guard rule

Administration’s jurisdiction. NHTSA did not address the petition’s requests for: • An increase in minimum insurance liability limits for truck drivers; • Improved hours-of-service enforcement and HowesCCJS14_HalfPageIsland.pdf prevention of exemptions to HOS limits; and

he National Highway Traffic Safety Administration began a rulemaking to consider improving standards for rear impact or underride guards on single unit trucks, trailers and semitrailers. NHTSA said it would respond to the Truck Safety Coalition’s petition by issuing an Advanced Notice of Proposed Rulemaking for rear impact guards for single unit trucks and a Notice of Proposed Rulemaking concerning the guards on trailers and semitrailers. The agency considered the petition, available information and its own analysis in progress before granting the petition and will determine if a rule is needed after studying the issue and alternatives. It also is evaluating the coalition’s request for side guard and front override guard improvement, according to the agency’s July 10 Federal Register notice. The coalition had submitted additional correspondence requesting the U.S. safety standards for rear underride guards to be equivalent to Canada’s higher strength and energy absorption requirements. Other coalition requests fell under the Federal Motor Carrier Safety

• Expediting the electronic logging device final rule and implementation of the devices in trucks. More information on the announcement is available by visiting www. regulations.gov and entering the notice’s docket NHTSA-2014-0080. 2/12/14number, 4:25 PM – Jill Dunn

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NHTSA said it would issue rulemaking procedures for rear impact guards on single unit trucks, trailers and semitrailers. Text InFO to 205-289-3554 or visit www.ccjdigital.com/info

commercial carrier journal Untitled-31 1

| august 2014 17 2/13/14 12:45 PM

journal news Continued on page 100

Pilot to pay $92M fine in fuel rebate withholding scheme

ilot Flying J last month entered into an agreement with the does not prevent the prosecution of individuals. U.S. Justice Department to resolve the criminal investigaThe Justice Department said Pilot “confirmed” its fraudulent tion into the company’s fraudulent fuel rebate withholding scheme “was prevalent within its direct sales group and carscheme, agreeing to pay a $92 million fine and full restitution ried out with the knowledge and participation of employees to companies victimized in the scam. responsible for the operation and oversight of” the sales diviThe $92 million penalty is in addision. tion to the $85 million civil settleThe affidavit accused the company ment Pilot agreed to in November, of targeting certain customers it in which the company signed off to deemed too unsophisticated to dispay 5,500 trucking companies the cover the scheme. money it withheld from them in fuel Pilot must give regular reports to rebates along with 6 percent interest, the Justice Department about its attorney’s fees and court costs. internal compliance program and Pilot’s scheme came to light in Pilot said the settlement with the U.S. Justice Department the measures it is taking to prevent prevents the company from being prosecuted. April 2013 after its headquarters in the scheme from reoccurring. Knoxville, Tenn., was raided by FBI So far, 10 Pilot employees have and IRS agents. A federal affidavit was released days after the pleaded guilty to various fraud and conspiracy charges. raid detailing the accusations, saying the company had withSeven carriers opted out of Pilot’s civil settlement to sue the held millions of dollars from customers over a nearly decadecompany separately, and those lawsuits are ongoing. long period. Jimmy Haslam, Pilot Flying J chief executive officer, has Pilot said the settlement prevents the company from being maintained he knew nothing about the scam and has denied prosecuted, but the Justice Department said the settlement involvement in it. – James Jaillet

Carriers must allow drivers paid meal, rest breaks under California law, court rules

federal appeals court ruled last month that motor carriers are not exempt from California state law requiring mandatory paid breaks for workers, overturning a ruling made by a lower court that had exempted motor carriers and opening the door for similar challenges, both in California and elsewhere. Three drivers for Penske Logistics brought the class-action suit against the carrier in 2008, and the Ninth Circuit Court of Appeals’ decision could be the final stop, barring a U.S. Supreme Court decision to hear the case. California law requires employers to give employees a paid 30-minute meal break for every five hours on the clock and paid 10-minute breaks for every four hours on the clock. Plaintiffs Mickey Lee Dilts, Ray Rios and Donny Dushaj claimed Penske failed to ensure drivers could take their breaks and created an “environment that discourages employees from taking their meal and rest breaks,” according to court documents. Penske had argued that given the structure of driving jobs, it was exempt under the Federal Aviation Administration 18

commercial carrier journal

| august 2014

Authorization Act of 1994, which it said preempts state law. The Ninth District’s three-judge panel, however, said that California’s break laws are “not ‘related to’ defendant’s prices, routes or services, and therefore they were not preempted by” FAAAA. Michael Duff, Penske’s senior vice president and general counsel, said the company was “disappointed” by the decision and that it is reviewing its options for proceeding. Richard Pianka, American Trucking Associations vice president and deputy general counsel, said the ramifications of the decision could reach beyond California, affecting drivers coming into the state to work, regardless of where the carrier is based. Challenges could be mounted in other states with similar rest break requirements. – Jill Dunn and Kevin Jones

California law requires employers to give employees a paid 30-minute meal break and paid 10-minute breaks.

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journal Fuel Savvy At Shell’s multibillion-dollar Qatar facility, the company takes natural gas and turns it into liquid hydrocarbon that has a variety of uses, including as diesel.

GTL: Trucking’s next alternative fuel?

Gas-to-liquid shows promise, but logistical issues remain

hat if instead of burning natural gas directly as a fuel, it could be converted to high-energy diesel fuel capable of being dropped in diesel engines already on the road today? That could be a long-term result of gas-to-liquid technology. At Shell’s multibillion-dollar Qatar facility, the company takes natural gas and turns it into liquid hydrocarbon that has a variety of uses, including as diesel and as a base stock for heavy-duty lubricants. Three to four different streams of end products come out of the Qatar GTL plant, said Richard Tucker, Shell’s global manager of technology, at the company’s 2014 Global Media Event last month in Shanghai, China. One of those streams is high-cetane diesel fuel that meets U.S. specifications, Tucker said, though it looks and smells a little different. For starters, it’s clear and doesn’t really have a smell, 20

commercial carrier journal

but it also only has trace amounts of sulfur and a cetane rating twice that of the standard 40 used in the states today. While GTL burns clean and is quieter than diesel, Tucker said its implementation probably is years if not decades off, and even if its use spreads, it may be more suited for severe-duty, construction and local applications rather than long-haul. The growth of Shell’s output of the fuel, however, has grown astronomically in the last 20 years. In 1993, the company’s GTL plant in Bintulu, Malaysia, produced 14,700 barrels per day; the Qatar facility, built in 2012, produces 140,000 barrels a day.

Shell’s GTL fuel currently is available only in the Netherlands and Germany as the company figures out some of the logistics of getting the fuel to market, Tucker said. Also at the Shanghai event, Shell pulled the curtain back on its new research and development facility – the company’s third worldwide Global Technology Center dedicated to lubricants and oils, joining complementary facilities in Houston and Hamburg, Germany. Chinese sales already make up 20 percent of Shell’s global lubricants sales, said James Shen, general manager of Shell Lubricants in Hong Kong. “We expect in the near future, China will be the biggest lubricant market in the world, even ahead of the U.S. market,” Shen said. The Qatar and Shanghai facilities are part of the company’s more than $1 billion in annual research and development spending, said Selda Gunsel, the company’s vice president of downstream global commercial technology. They also drive home the point that Shell views itself as much a research and innovation company as an oil marketer, she said. “Our mission is all about technology leadership,” Gunsel said. “[The world] needs a number of solutions to meet the energy challenges of the future. Innovation and collaboration are essential in developing sustainable solutions for the future.” – James Jaillet

[The world] needs a number of solutions to meet the energy challenges of the future.

| august 2014

– Selda Gunsel, Shell’s vice president of downstream global commercial technology

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS, AND EQUIPMENT MANAGEMENT TRENDS BY JACK ROBERTS

The future begins today Technology that will change trucking is already here

ACROSS THE ATLANTIC: Europe is the center of automotive and truck design today.

FIXES FOR THE FUTURE: The technology is being pursued to solve specific problems. BE READY: These technologies and the changes they will bring with them are coming.

two or three vehicles across the country with no drivers in the trailing vehicles? Yes. Do I think the driver in that lead truck will be a highly trained, highly paid and highly valued transportation specialist? Without question. You may long for simpler trucks and engines that could be torn down and rebuilt under a shade tree, but vehicles are getting more complex. That means our industry – on both the fleet and OEM sides – has to start dealing proactively with a technician shortage that only is going to get worse as these technologies enter production and become commonplace. Don’t panic – these changes aren’t going to hit all at once. There will be headaches, but there also will be concrete advantages. Guys who deal with the learning curve and understand and embrace these new systems are going to be more valuable to fleets than guys who don’t. Finally, keep in mind that there’s lots of money to be made in all of this – and the fleets that figure out how to leverage these new technologies to their benefit will be the ones making it.

’ve said it before: Europe is the center of automotive and truck design today. A trip to Germany last month, along with an earlier visit to Italy with Meritor in May, only have affirmed that. That means big changes are coming soon to the North American trucking industry. The first hints of this coming technological transformation were plain to see. Meritor’s innovative “intelligent axle” was Exhibit A. Daimler’s Autonomous Truck was Exhibit B. And then there’s Exhibit C: ZF’s Traxon AMT and Smart Truck Maneuvering system. The company also introduced a host of intelligent chassis and ride control systems that use electronic sensors for smoother ride quality and enhanced steering response, no matter the weather or road conditions. These aren’t just cases where engineers are designing these systems simply because they can. In each case, these technologies are being pursued to solve specific problems. So if you’re a truck OEM or top-tier component supplier, be ready: These technologies and the changes they will bring with them are coming. Do I think that in 10 years, truck drivers will be obsolete and rolling robots will be hauling our goods from state to state? No. Do I think that in certain cities 10 years from now, a driver stuck in heavy traffic will be able to turn control of the truck over to an onboard computer and rest while the vehicle drives itself through the congestion? Absolutely. Do I think that if you’re wondering about your Amazon package, you’ll be able to turn on your computer and see its location at that moment? No question. Do I think a driver faced with a tight, hazardous backing situation will be able to climb down from the cab, walk to the back of the truck and use his tablet computer or smartphone to guide the trailer precisely and safely to exactly where he wants it? Without a doubt. Do I think that fleets struggling to find drivers will embrace technology that JACK ROBERTS is Executive Editor of Commercial Carrier Journal. will allow a driver in a lead truck to steer an electronically controlled convoy of E-mail jroberts@ccjmagazine.com or call (205) 248-1358. COMMERCIAL CARRIER JOURNAL

AUGUST 2014

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INBrIeF •

Volkswagen said it was not making a bid to buy American truck and engine maker Paccar – maker of Peterbilt and Kenworth brand trucks – calling such rumors“complete rubbish.” Volkswagen, Europe’s largest automotive manufacturer, acquired European truck maker Scania earlier this year, and market analysts have speculated VW eventually will enter the U.S. heavy truck market.

•

Volvo announced a $69 million investment for its North American manufacturing operations that includes state-of-the art equipment, new processes and a plant redesign intended to improve manufacturing efficiency and vehicle quality at the company’s New River Valley truck assembly plant in Dublin, Va.

•

Mack Trucks announced a $26 million upgrade of its Macungie Cab & Vehicle Assembly facility in Pennsylvania. The investment includes a realignment of subassembly and material handling lines, as well as new processes and equipment to improve post-production inspection and testing of completed vehicles.

•

Navistar’s International ProStar linehaul and regional haul tractors now are available with the company’s 13-liter engine and Eaton Fuller Advantage Series Automated 10-speed transmission, a combination the company said delivers up to a 5 percent improved fuel economy.

•

Daimler Trucks North America launched its Pinnacle Truck Parts online parts ordering tool that provides customers with access to parts availability and pricing at DTNA retailers and parts distribution centers nationwide. The e-commerce inventory system includes access to more than 100,000 SKUs and is the latest addition to DTNA’s Pinnacle Fleet Solutions suite of services.

•

Eaton expanded its three-year bundled warranty program for remanufactured transmissions to include all commercial truck vocations in the United States and Canada. Previously, only linehaul applications were covered with the program, which extends the two-year warranty of a standard Eaton Fuller Reman or Flex Reman transmission to three years with the combined purchase and installation of an Eaton Advantage Series clutch and Roadranger-approved lubricant.

•

Nissan increased its bumper-to-bumper warranty coverage for its light commercial vans from 3 years/36,000 miles to 5 years/100,000 miles and extended its powertrain limited warranty from 5 years/ 60,000 miles to 5 years/100,000 miles. Models include the 2014 NV Cargo Van, NV Passenger Van and NV200 Compact Cargo Van.

•

Detroit Diesel Corp. marked production of the 250,000th engine in its DD Series, which includes the DD13, DD15 and DD16 engines. The company also celebrated the production of its millionth Detroit axle.

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Cummins announced that Rich Freeland, former head of the company’s engine business, was named president and chief operating officer. Cummins CEO Tom Linebarger remains chairman. Succeeding Freeland as president of the engine unit is Dave Crompton, a 25-year Cummins veteran who most recently led the heavy-duty midrange and light-duty engine segments.

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‘Driverless’ trucks on the way Daimler unveils ‘Highway Pilot’ prototype

the fleet and other vehicles around the truck. peculation about autonomous – or “driverless” – vehicles The result, Clausen said, “will be freight efficiency levels which has been commonplace in the trucking industry for years. would have seemed virtually impossible only a few years ago.” Daimler now has made the concept a reality. At a July 3 global press conference and demonstration in How the system works Magdeburg, Germany, Daimler hosted its Shaping Future The truck, a specially-equipped Mercedes Actros tractor-trailer, Transportation 2014 conference, and the show’s decided star is fitted with front-facing radar sensors and cameras that scan was “Highway Pilot,” a fully functioning autonomous truck the road ahead and are tied into a Lane Keeping Assist system. operating at real-world speeds on a nearby special section of the Additional sensors track areas to the sides and rear and are so Autobahn. Daimler said the autonomous truck could be ready precise that not only can they recognize the road’s edge by its for real-world deployment by 2025. marker lines, they also can identify the course of the road surface Daimler said the new truck autopilot system does not by detecting guardrails or vegetation. diminish or eliminate the truck driver’s role, but rather A vehicle-to-vehicle communication system transmits conturns him or her into a “transport manager.” Daimler said tinuous telemetry to other cars and trucks while receiving and the system, once fully fleshed out and in real-world use, will processing their information in return. Even if another vehicle offer drivers an “attractive mobile workplace offering scope does not have a communication system, for new professional skills.” Highway Pilot tracks and monitors it. Daimler said the system is not a new The communication system’s range truck or even a new product, but instead is about 500 meters. Since all vehia shift in the way the transport system cles are speaking to each other, they will develop. According to Wolfgang can respond simultaneously to any Bernhard, Daimler Trucks’ global head, threats, from something as commonthe new system will offer the highest place as another car merging onto the possible level of traffic safety while conhighway or slowing traffic to someserving resources, reducing emissions At Daimler’s Shaping Future Transportation thing more serious such as highway and eliminating physical and mental 2014 conference, the company showcased Highstress commonly experienced by drivers way Pilot, a fully-functioning autonomous truck debris or an accident. designed to operate at real-world speeds. Additionally, Highway Pilot allows a in tough road and traffic conditions. truck to talk to the infrastructure itself. In its current configuration, Highway Pilot communicates with both its environment and surrounding Traffic control centers monitor the flow of vehicles and can adjust traffic signals proactively to optimize vehicle flow and vehicles while driving autonomously. A driver remains at the control – much like an airline pilot while an aircraft is on autopi- reduce congestion or even open up additional lanes. Both the truck and the driver are alerted to road conditions in advance lot – to take over whenever necessary. Uwe Clausen, director of the Fraunhofer Institute for Material Flow and Logistics, said the and are able to prepare for them. Once Highway Pilot is activated, the truck driver is able to autonomous system is designed to take over and allow the driver rotate his seat 45 degrees to the vehicle’s passenger side to a to monitor vehicle performance in particularly stressful situaworking position or recline into a rest position. The driver tions such has heavily congested traffic, or to allow the driver then can use a tablet computer to work on other tasks or to rest in monotonous or boring environments such as long communicate with the outside world, and always has the interstate stretches where little input is required. option of taking control away from Highway Pilot. An alert Moreover, Clausen described Highway Pilot as the censystem warns the driver well in advance of reaching a highterpiece of a new concept in freight logistics, as the system way exit that they will need to resume control – much like a serves as the meeting point and optimization center for a pilot preparing to land an airplane. host of transportation demands. The system collects and Daimler cautioned that much work remains to be done analyzes data in the overall context of the logistics train and on the legal, infrastructure and technology fronts before a transport system; it processes data ranging from weather, system such as Highway Pilot can enter real-world use. road conditions, vehicle speed and traffic congestion while – Jack Roberts navigating and communicating with the shipper, the receiver, 26

commercial carrier journal

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ÂŠ 2013 Exxon Mobil Corporation. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries unless indicated otherwise. This Proof of Performance is based on the experience of a single customer. Actual results can vary depending upon the type of equipment used and its maintenance, operating conditions and environment, and any prior lubricant used.

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ZF unveils new automated transmission, remote-controlled parking

t a rain-soaked test track last month in western ditional torque and speed to avoid deceleration. Likewise, if Germany, commercial vehicle component supplier ZF the system detects the vehicle is on a long downgrade, it can showcased a wide array of new commercial vehicle systems, dial down throttle levels to maximize fuel economy. including a dual-clutch automated manual transmission A dual clutch is designed to provide smooth, seamless and the Smart Truck Maneuvering System designed to shifts – even when fully loaded at highway speeds – making allow a driver to position a truck from the automated manual transmission outside the cab using a tablet comshift and feel like a full automatic puter. transmission with a torque converter. The new Traxon AMT is ZF’s sucZF also designed the overall package cessor to its ASTronic AMT, which will with five modular components to allow continue in production for the forethe transmission to be spec’d to meet seeable future. Traxon builds on the a wide range of fleet applications from advances in software and computing vocational work to long haul. power that have occurred since the The prototype Smart Truck ManeuASTronic’s introduction, with an eye vering System was fitted on ZF’s Innovatoward increasing driver safety, comfort tion Truck test vehicle that features a and control. “At ZF, we see the engine hybrid-electric drive mated to a highly as the heart of a truck, but today, the sophisticated remote-control system. In ZF’s Smart Truck Maneuvering System, automated transmission is the brains tight or potentially hazardous surrounddesigned for tight or potentially hazardous of the truck,” said Frederik Staedtler, situations, allows drivers to leave the cab and ings, a driver can leave the cab and use “drive” the truck with a tablet computer. global head of ZF’s commercial vehicle a tablet computer to move the truck on operations. “This is one of the guiding electric power; backing, turning and principles in the design of the new Traxon AMT.” parking can be accomplished from afar. For Traxon’s predictive cruise control, software is tied “Increasingly, electronics, software, actuators and electrifiin with GPS navigational systems to accurately track and cation are becoming more important in commercial vehicle predict upcoming terrain features, then adjust gear selection development and technology,” Staedtler said. “This is a trend and shift patterns as well as throttle input to manage them ZF understands and is investing heavily in today to build effectively. If Traxon is alerted via GPS that a steep grade is safer, more productive vehicles in the future.” approaching, the AMT’s software will begin building up ad– Jack Roberts

Eaton to pay Meritor, ZF $500M to settle antitrust claim

longstanding dispute between truck transmission makers over anticompetitive practices has been settled, with the major players agreeing it’s time to move on. ZF Meritor, a joint venture between a Meritor Inc. subsidiary and ZF Friedrichshafen AG, and Meritor Transmission Corp. announced a $500 million settlement agreement with Eaton Corp. relating to an antitrust lawsuit filed in 2006. Meritor will receive net proceeds of $209 million, according to a company statement. ZF Meritor had charged that after the joint venture was formed in 1999, Eaton responded with “a series of exclusionary actions designed to reduce consumer access to ZF Meritor transmissions.” Eaton’s most significant action, ZF Meritor alleged, was to use its dominant position “to induce all heavy-duty truck manufacturers to enter into de facto exclusive dealing contracts,” foreclosing 90 percent of 28

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| august 2014

heavy-duty transmission sales. “Eaton’s conduct forced ZF Meritor … to cease operations,” Meritor said at the time. The settlement agreement is subject to ZF Friedrichshafen AG corporate approval. “This is an important outcome for Meritor that delivers significant benefits to the company, our shareholders and our customers,” said Ike Evans, Meritor chairman and chief executive officer. Eaton reported that the likelihood of lengthy court proceedings prompted the agreement. “It is in the best interests of Eaton shareholders to settle this matter,” said Alexander Cutler, Eaton chairman and CEO. “The settlement results in a permanent resolution of the matter and removes the uncertainty of a trial and a lengthy appeal process.” – Kevin Jones

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Cummins touts reduced-emissions medium-duty truck engine

ummins Inc. announced the development of a medium-duty engine and powertrain designed to reduce carbon dioxide emissions by as much as 80 percent compared with a baseline gaso-

line-powered medium-duty truck. The work was funded jointly by Cummins in partnership with the California Energy Commission. Cummins said more than 1,000 miles

Freightliner Custom Chassis provided a prototype MT45 Class 5 step-van vehicle for Cummins’ Ethos 2.8L medium-duty engine project.

and 1,500 hours have been accumulated on the Ethos 2.8L engine over the past 2½ years, demonstrating that the technology is capable of far exceeding the 50 percent CO2 emissions reductions outlined in the project’s goals. A final on-road validation testing phase has been underway since June near Sacramento, Calif. The Cummins Ethos 2.8L is designed specifically to use E-85, a clean-burning blend of 85 percent ethanol and 15 percent gasoline. The engine, which operates at diesel-like cylinder pressures and incorporates advanced spark-ignition technology, is engineered to deliver the power (up to 250 hp) and peak torque (up to 450 lb.-ft.) of gasoline and diesel engines nearly twice its 2.8-liter displacement. The engine also incorporates an integrated stop-start system to help reduce fuel consumption and emissions further. In stop-start mode, the engine shuts down after the vehicle comes to a complete stop and the brake pedal remains depressed; as the driver’s foot is lifted from the brake, the system automatically starts the engine to allow seamless acceleration from the stop. Cummins worked with Allison Transmission to integrate the 2000 Series transmission to facilitate smooth and efficient stop-start operation. The transmission is equipped with hydraulic circulation features designed for smooth operation and quick vehicle launch. Additional partners in the project included Valvoline, which provided its NextGen engine oils designed for lower CO2 emissions; and Freightliner Custom Chassis, which provided a prototype MT45 Class 5 step-van vehicle. – Jack Roberts

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Daimler achieves SuperTruck efficiency targets

aimler Trucks North America announced that it realized the objectives of its SuperTruck project one year ahead of schedule. Sponsored by the U.S. Department of Energy, the SuperTruck program is a five-year research and develop-

ment initiative focused on improving Class 8 freight efficiency and reducing fuel consumption and greenhouse gas emissions. Including DTNA, four major truck OEMs were awarded multimillion-dollar grants by DOE. DTNA

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DTNA worked with project partners to design a Class 8 truck that demonstrated a more than 50 percent improvement in overall freight efficiency over a 2007 baseline tractor-trailer combination.

worked with project partners to design a Class 8 truck that demonstrated a more than 50 percent improvement in overall freight efficiency over a 2007 baseline tractor-trailer combination. DTNA also showed engine efficiency by achieving more than 50 percent engine brake thermal efficiency. According to Derek Rotz, DTNA’s principal SuperTruck investigator, DTNA conducted a series of fuel-efficiency, HVAC and thermal tests on a prototype vehicle, including two different on-highway routes in Oregon and Texas, which measured 52 percent and 61 percent fuel economy improvements, respectively. The combined tractor-trailer weighed 1,500 pounds less than the baseline. Plans to complete and test a final demonstration vehicle with additional fuel- and weight-savings measures are scheduled for late 2014. Many SuperTruck concepts – such as an integrated powertrain, 6×2 optimization, advanced technologies and enhanced aerodynamics – already have been introduced by DTNA in products such as the Freightliner Cascadia Evolution and the integrated Detroit Powertrain. New features, such as a downsized engine coupled with a hybrid-electric powertrain and a waste heat recovery system, further contributed to the project’s success. SuperTruck is supported by DOE under the American Recovery and Reinvestment Act of 2009. DTNA began work on the SuperTruck program in 2010 with Detroit and other partners, including national laboratories, universities and suppliers. – Jack Roberts

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in focus: Tire inflaTion sysTems Aeris by Stemco is a high-performance automatic tire inflation system designed to minimize downtime while maximizing fuel economy.

Tire protection comes of age

Technology helps maintain proper inflation By Jack RoBeRts

any studies by the Technology & Maintenance Council have shown that the majority of destroyed tires found on highways failed due to improper inflation – usually underinflation. This is a significant problem for fleets, as tires are typically one of the top three major operational expenses alongside driver pay and fuel – and, it appears, an expense that can be controlled easily with a little extra attention. Pretrip inspection guidelines mandate that drivers visually inspect tires and check their pressures. But checking tractor-trailer tires is time-consuming, often difficult and monotonous. Often, a quick glance and a whack with an ax handle are all the attention many tires get on a daily basis. Today, as with so many other vehicle systems, technology has an answer for fleets. Tire pressure monitoring systems and more proactive automatic tire inflation systems give fleets the ability to monitor and even actively inflate tires during normal vehicle operations. Jim Sassen, senior marketing manager at Omnitracs, says TPMS also can be beneficial in everyday driving situations. “We incorporate a high-heat and fastleak alert with in-cab mobile computing platforms,” he says. During the hot summer months, 34

commercial carrier journal

high temperatures can cause air within tires to expand, resulting in an unsafe fluctuation in tire pressure. High-heat and fast-leak alerts are designed to deliver near real-time notifications when a truck’s tires have surpassed safe tire temperature and have reached an excessive heat range, allowing both the driver and fleet to quickly intervene and take prompt and necessary action to avoid a safety-related problem. “Getting that information to the right personnel as quickly as possible allows for the most immediate response time that can prevent a critical safety issue,” Sassen says. Jon Intagliata, product manager for tire pressure monitoring systems at Bendix Commercial Vehicle Systems, says either setup presents two primary benefits. First, they can offer severe tire problem notification – such as very low pressure or very high temperature – to the driver or the fleet manager. Second, these systems can show the driver or the fleet that a particular tire is operating slightly above or below the cold inflation pressure. “Over time, this will reduce fuel efficiency and tread life,” Intagliata says. Monitoring systems generally have a driver warning component when tire air pressure drops. “Automatic inflation systems handle that as well,” says Jon Morgan, senior product manager, trailer

| august 2014

products group for Meritor. “But they take things a step further by inflating the tire as needed to maintain proper pressure while the vehicle is moving down the highway.” This is combined with an in-cab or telematics feature to warn the driver and the fleet that air is flowing to a tire. Morgan says ATIS can keep a tire from failing due to a slow leak and even stave off failure from serious leaks long enough to get the vehicle to a repair facility. “It really depends on the capacity of the air system on the truck,” he says. “Generally speaking, the system can compensate for a fairly sizable air leak.” ATIS can be spec’d on original equipment, says Al Cohn, director, new market development and engineering support for Pressure Systems International. The Meritor Tire Inflation System by PSI is designed to fit all axle configurations and be retrofitted easily in less than four hours. During a normal preventive maintenance, the system should be checked for leaks using soapy water. Intagliata says that while TPMS installation times are similar, technicians need to be trained to support both the installation of the sensors in the tires and the reprogramming of the tire sensor during vehicle service. Drivers also need to be educated on the alerts provided by the system and actions they should take in response to those alerts, he says.

The (ATIS) system can compensate for a fairly sizable air leak. – Jon Morgan, senior product manager, trailer products group, Meritor

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ames Shaver, the director of maintenance for Valley Proteins located in Winchester, Va., has been leading Valley Proteins’ maintenance department for the past three years. He manages the 500 trucks, 17 truck shops, 10 satellite offices and 110 mechanics for the familyowned company based on the recovery, rendering and recycling of inedible animal by-products from the food industry. The collection process requires severe duty from the trucks, and Shaver relies on Shell’s expertise, tech support and customer service to keep his equipment in top running condition. “Our operation is unique because of the low mileage but extreme idling time on our trucks. The Shell line of products was the ideal fit for our maintenance program,” Shaver says. What changes did you implement when you took over as director of maintenance?

When I started, there were 15 truck shops and were independently run and used a wide range of products and vendors. After consolidating, instead of 16 different tire vendors and 11 different providers of fluid, we have set consistent standards and streamlined products across the board. Other changes included changing the PM intervals and implementing oil sampling. We make all of our maintenance decisions based on data and continue to monitor the results. By going with Shell as our sole provider, we have been able to test and evaluate products such as Rotella T5 10W-30 and have seen significant fuel economy gains. By bringing standardized practices to our shops, we are more efficient and better able to manage our maintenance programs.

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We have a unique situation due to the different truck operations. For our over-the-road trucks, we use a standard PM program. But for our low mileage/severe duty trucks, it’s a different story. Those trucks may idle at a very high RPM for up to eight hours per day in order to operate the pumps that collect the restaurant grease. The wear and tear on the engine can’t be evaluated by mileage alone. In fact, it’s the unseen mileage that goes into the trucks that we have to consider. We also did not want to run different PM programs for both over-the-road trucks and low mileage/extreme duty. The Shell Rotella T5 10W-30 fit that profile. What are your biggest challenges?

Achieving maximum fuel economy and preventing breakdowns. We make our decisions based on data and manage

by the numbers. Numbers don’t tell you everything, though, so we always verify. A truck navigating a Baltimore winter is going to have different numbers than one driving through Texas. I will say that since we have gone to Shell products, we’ve not had any breakdowns. How do you motivate drivers to drive efficiently?

I believe that drivers will change behaviors if they feel welcome in the maintenance shop. They are the ones who hear a rattle or observe a problem before it turns into a big deal. When they feel welcome in the shop, there is a culture of collaboration that leads to better maintenance practices. We offer the drivers a customer service mentality. We are only as good as the people who work for us. Valley Proteins offers top pay and benefits, but when there’s a culture of acceptance and communication, everyone wins.

The front air disc brakes had serious stopping power suited for stopand-go delivery. While Kenworth’s K370 still shares some strong exterior cosmetic features with DAF – namely its Euro 6 cab – it’s a NAFTA-capable truck.

ccj test drive: Kenworth K370

Cabover easy

Kenworth’s updated K370 provides ample views, wiggle room By Jason Cannon

f you’ve never been to the observation deck of the St. Louis Arch or the Space Needle in Seattle, the views from both are incredible; not so much for the scenery, but for the fact that you practically can see forever. Kenworth’s K370 – the company’s revamped cabover – could be added to that list. While it may lack the architectural significance of the aforementioned landmarks, the truck’s giant windshield provides more than ample perspective of what lies ahead. Previous generations of Kenworth’s cabovers have been little more than a gussied-up DAF, outfitted to make them street-legal in the United States. While the K370 still shares some strong exterior cosmetic features with DAF – namely its Euro 6 cab – it’s a

NAFTA-capable truck. I recently took a K370 out for a test drive around Kenworth’s assembly plant in Chillicothe, Ohio, on

The K370 can be spec’d for a variety of medium-duty applications, including package delivery, metropolitan short haul, beverage delivery and medical supply transport.

commercial carrier journal | august 2014

a mixture of highway and surface streets, and aside from the visibility, there were plenty of other standout features. The front air disc brakes on the 218-inch wheelbase truck had serious stopping power that I found aggressive and responsive, a traffic-friendly feature when used in a package delivery application. My test unit featured another stop-and-go-friendly feature – an Allison 2100RDS five-speed transmission with PTO Drive Gear. It had a smooth, almost effortless automated shift. Continued on page 39

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D E D I C AT E D TO T H E P R O F E S S I O N A L

The dash has a master display information module that provides data on fuel consumption, service inspections, oil level, trip information, time and fault codes.

Continued from page 36 The length from the front bumper to the back of cab is only 63.4 inches, leaving plenty of room for a large van body. The truck’s 55-degree wheel cut made navigation around town simple. The Dana Spicer P20060S 20K rear axles, paired with Hendrickson’s HAS210L 21K suspension, held the dual rear wheels to the road, with no oversteer for the unloaded box. One of the truck’s handiest features comes in its capability to haul people and not just “stuff.” The truck features a two-man bench versus the more traditional dual captain seats, giving fleets the option to add a third person to a crew without needing an additional vehicle. The air brake also has been moved backward from the console with a locking collar, which prevents the middle person from bumping it with his or her knee and causing a traffic snafu. The dash has a master display information module that provides data on fuel consumption, service inspections, oil level, trip information, time and fault codes – and even an alarm clock. The most Americanized thing on the truck is arguably the most important: The Paccar PX-7 engine with 250 horsepower and 660 footpounds of torque. That was more than enough for a roughly 30-mile drive around central Ohio. Also, cab vibration was minimal, as was exterior noise. Overall, the K370 was what you would expect from a work truck, but better than what you might expect from a cabover, and it’s both driverand traffic-friendly. Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

commercial carrier journal | august 2014

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technology

technology Making the latest technology developMents work for your fleet by AAron Huff

Turning over retention data Stay Metrics tackles driver satisfaction, turnover

hile the trucking industry always has fought to contain turnover, it’s the early departures that hurt the most. According to research, nearly a third of new drivers quit within the first three months. Solutions such as higher pay and more respect seem obvious, but despite carriers’ best efforts in these and other areas, the problem persists, and the costs are staggering. Speaking at the ALK Technology Summit last May, J.B. Hunt’s senior vice president, Richie Henderson, said the Lowell, Ark.based company expects to hire 11,000 drivers for turnover replacement this year alone, at an average cost of $5,695 per driver. With so much at stake, many large carriers are going to great lengths to find something – anything – they might have missed that could make a difference. A few of those Above fleets’ heAds: Assessmajor fleets now have ing driver satisfaction may require behavior psychologists expertise. on the payroll. Retention dAtA: A Stay Metrics Tim Hindes, foundresearch team will focus on driver er and chief executive turnover. of Stay Metrics, recentthe best hiRe: Personality ly was on a conference profiles will be matched with call with a large motor retention and safety. carrier’s executives, including the fleet’s director of data. Also on the call was Dr. Timothy Judge, a professor of the Mendoza College of Business at Notre Dame. Stay Metrics offers an online rewards program designed to build driver loyalty. The company combines this platform with the research it conducts on behalf of clients through phone interviews and online driver satisfaction surveys. “What do you do with the data? What is it telling you?” Judge asked the fleet’s director of data during the call. “We don’t know,” was the response. For Hindes, this brief exchange was an illuminating moment. A number of carriers survey their drivers to assess job satisfaction. In theory, this research combined with other sources of driver data could be useful to predict which drivers are likely to leave. Proactive measures then could be taken to reach those

Richie Henderson, J.B. Hunt’s senior vice president, told ALK Technology Summit attendees that his company expects to hire 11,000 drivers for turnover replacement this year alone.

drivers and curb turnover, or perhaps not hire drivers with a similar profile the next time around. In reality, carriers often lack the in-house expertise and tools to research their own data, making it difficult to draw conclusions, Hindes says. Stay Metrics conducts an annual driver satisfaction survey on behalf of its clients. Designed with input from Judge and other experts, the 100-question survey may appear long, yet 97 percent of drivers complete it, Hindes says. Carriers use the results from the survey to make decisions based on facts. A carrier might find that 17 percent of its drivers are dissatisfied with pay. Should this be taken as a sign that a pay raise is needed? Comparing the responses from drivers at one fleet to those from all fleets would indicate otherwise. Anything less than 23.5 percent is good, Hindes says. Stay Metrics currently is working on a project with Judge – recently named the company’s director of research – to correlate the personality profiles of drivers with turnover and safety performance. The group already has completed the front end of the project by drafting detailed personality profiles of 350 drivers; each profile took one hour to complete. The company plans to match those driver personality profiles to safety performance and predict which driver candidates are more likely to be a long-term safe driver. aaron huff is senior editor of Commercial Carrier Journal. e-mail ahuff@ccjmagazine.com or call (801) 754-4296. commercial carrier journal | august 2014

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technology

InBrIeF Vigillo, creators of the Athena data-mining platform for the transportation industry, partnered with U.S. Legal Services Inc. for a new premium data channel with built-in dashboards and reports designed to provide added visibility into judicial outcomes of driver citations. New FMCSA guidelines permit adjudicated CSA violations to be removed from driver and carrier CSA scores, and the new channel highlights courts where these efforts are most successful.

•

ALK Technologies’ PC Miler 28, the latest version of its truck routing, mileage and mapping software, features new Custom Route Profiles designed to enable users to save sets of frequently used routing preferences and vehicle dimensions for future use, saving back-office planning time.

•

Lytx, a provider of video-based driver safety and compliance systems, announced its DC Protect program designed for smaller and lean organizations that want to increase safety, improve compliance and reduce collision costs.

•

WEX Fleet One, a provider of fuel cards and fleet-related payment systems, launched its real-time interactive fuel card interface with McLeod Software’s LoadMaster Enterprise, enabling customers using both platforms to access new and improved reporting functionality.

•

EBE Technologies, a developer of enterprise business process management applications, partnered with risk management provider TrueNorth Companies to create OverDrive, a paperless workflow-based insurance enrollment system for motor carriers that use independent contractor owner-operators.

•

ProSight, an insurance provider for the transportation industry, and SmartDrive Systems, a provider of driving performance systems designed to reduce collisions and improve fuel efficiency, announced SecureFleet, a complementary integrated video event recorder and risk reduction service available with ProSight coverage.

•

TrakLok, a cargo security firm specializing in trailer and container security, completed its fifth ISO-9001 audit, a quality management standard that helps ensure that the company’s integrated lock, alarm and tracking system for trailers and containers is designed and produced so that customers receive a consistently high-quality product.

•

Electronic Funds Source announced that Eagan, Minn.-based truckload carrier Transport America transitioned to the EFS payments platform for added visibility and control. Pegasus TransTech announced that Charlotte, N.C.-based Red Classic, a wholly owned full-service van truckload subsidiary of Coca-Cola Bottling Co., selected Transflo scanning to improve operating efficiency, streamline settlements and accelerate cash flow.

•

Comdata’s FleetAdvance tool was named a 2014 Best Practice Award Winner from the Data Warehousing Institute, a provider of education and research for the business intelligence and data warehousing industry.

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technology

SmartDrive designs custom scoring feature

martDrive Systems announced Custom Coaching and Scoring, an addition to its video-based safety program designed for fleets to easily tune the program to their individual risk priorities and safety policies. SmartDrive says it developed a best-practice program designed by industry segment, specific operating environment and vehicle type. With the help of SmartDrive safety experts, the program then can be customized to fleets’ unique business requirements. SmartDrive’s platform captures before-and-after video when a safety incident occurs, after which the company’s risk management experts review footage, note unsafe driving and prioritize for coaching based on the calculated risk score. With Custom Coaching and Scoring, the score for specific risk areas can be weighted higher or lower based on a customer’s preferences. The coaching priority also can be set

StayMetrics.indd 1

SmartDrive’s Custom Coaching and Scoring allows fleets to easily tune the video-based safety program to their individual risk priorities and safety policies.

based on a variety of specific policy criteria such as zero tolerance or watch list, allowing fleets to centrally manage the program by applying company-specific business rules in a consistent and standardized process throughout the organization while helping managers understand what areas need retraining relative to their policies. Customers implementing the video-based safety program can begin with SmartDrive’s best practice configuration and adjust over time, or customize at the

COMMERCIAL CARRIER JOURNAL | AUGUST 2014

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start. SmartDrive says its Customer Success Managers (CSM), who are safety experts in specific industry verticals, can partner with customers to determine appropriate adjustments based on their business and safety goals. “Fleets today require solutions that can keep pace with their business,” says Steve Mitgang, chief executive officer of SmartDrive. “To remain competitive, they can’t afford to be locked into a ‘one-size-fits-all’ approach. Whether it is market expansion into new verticals or geographic areas, new regulatory requirements or the ongoing dynamics of hiring and managing drivers, fleets operate in an environment of constant change. This new release speeds adoption and accelerates results by allowing customers to align the program to their existing polices while taking advantage of our proven best practices.” – Aaron Huff

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technology

Sylectus integrates HOS data from BigRoad

ast year, Sylectus created a mobile app that interfaces with its Web-based transportation management software. The app was designed to automate common functions such as tracking loads, capturing images of proof-of-delivery receipts and automating messages for arrivals and departures. However, the app’s initial release didn’t provide electronic logging. Fleets that wanted drivers’ hours-of-service information to feed directly into the Sylectus TMS typically used the full in-cab platform from Omnitracs, which owns Sylectus. Soon after the mobile app’s release, BigRoad – a provider of fleet applications for trucking and motorcoach – approached Sylectus to help fill the void for electronic logging in its Android and iOS mobile environment. Last month, the two companies announced an integration between BigRoad’s smartphone-based hours-of-service logging system and the Sylectus TMS. The integration allows drivers using BigRoad’s fully editable electronic driver log and Sylectus’ mobile app to capture duty status changes and send trip updates – arrive, load, empty – and paperwork back to the TMS, all from one smartphone or tablet. Fleets then can use the BigRoad/Sylectus integrated system to track a driver’s location and available hours in real time.

The integration between BigRoad’s smartphone-based HOS logging system and Sylectus’TMS allows drivers to capture real-time duty status changes, trip updates and paperwork.

“The integration with the BigRoad app offers our customers a more interactive way to dispatch and track drivers and monitor their active HOS data in real time,” says Stuart Sutton, Sylectus general manager. “Dynamic information exchange between BigRoad and Sylectus TMS enables fleets to better comply with FMCSA regulations and improves dispatchers’ ability to help their drivers adhere to HOS rules.” “Drivers and fleets want productivity and ease of use,” says Terry Frey, BigRoad chief operating officer and co-founder. “They also want the tools that run their business to work together seamlessly to produce results and ease the compliance burden.” – Aaron Huff

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technology

Pegasus TransTech updates smartphone app

egasus TransTech’s updated smartphone app, Transflo Mobile+, is designed to allow drivers to accept loads, update trip status, fill out electronic forms for accidents and claims, take color pictures, send delivery documents and receive and send fleet messages.

The Transflo Mobile+ app interfaces with a fleet’s transportation management software to show the driver available loads with the ability for the driver to accept or decline a load and confirm pickup and delivery. A new settlement function is designed

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to allow drivers to access information showing when they have been paid for a load, providing a viewable settlement history and helping to eliminate driver calls. A customizable user interface is designed to allow a fleet to add its own logo, select indexing preferences and choose the functionality and applications that drivers can use. “Today’s mobile technology landscape is complex and rapidly changing,” said Frank Adelman, president and chief executive officer of Pegasus TransTech. “We are excited to pass this new functionality on to carriers and brokers. With the exchange of real-time information, Transflo Mobile+ will help bridge the gap between the field and the office to shorten core business processes and boost efficiency.” Similar to the original Transflo Mobile, Mobile+ is designed to scan and send documents. It auto-detects and -crops borders, enhances and compresses images and provides quality checks to facilitate high-quality document submission. The app also includes in-motion restriction to add to user safety. – Aaron Huff

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Pegasus TransTech’s updated smartphone app, Transflo Mobile+, interfaces with a fleet’s transportation management software.

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technology

Volvo, Telogis announce integrated fleet management services

temming from a memorandum of understanding anvalue-added services based on data coming off trucks.” nounced in March 2013, Volvo Trucks and Telogis anTelogis platforms available to Volvo Trucks customers innounced the availability of Volvo power units equipped with clude: integrated fleet management services from Telogis. With the • Telogis Compliance, which includes HOS compliance and partnership, Volvo Trucks can offer Telogis’ full suite of offerdriver vehicle inspection reporting; ings direct from the factory floor, • Telogis Navigation, the compaincluding hours-of-service compliny’s real-time navigation system and ance, commercial navigation, vehicle storm response, and; inspection reporting, IFTA state miles • Telogis Fleet, which allows fleet reporting, route compliance and managers a consistent way of viewing driver behavior. information about the fleet in one Volvo Trucks said customers now platform and driver dashboards. can order trucks equipped with the Volvo Trucks customers will be integrated Telogis platform. The platable to purchase the Telogis Compliform will be available for customers ance/Navigation package or Telogis Volvo Trucks customers now can order power with existing Volvo trucks equipped Fleet platform, or a bundle of both units equipped with integrated fleet management with vehicle connectivity, including offerings. services from Telogis. Remote Diagnostics, on Sept. 1. “We will help Volvo Trucks custom“With this partnership with Telogis, we are using the same ers improve fuel efficiency by creating driver behavior scoreconnectivity to deliver industry-leading services to our customcards to find where inefficiencies occur, as well as fuel reporting ers that are unique,” said Conal Deedy, director of connected and vehicle health reporting,” said Kevin Moore, vice president vehicle services for Volvo Trucks. “Going forward, we now have of global OEM sales for Telogis. the possibility to connect with other companies to deliver more – Jeff Crissey

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technology

in focus: Scoring driverS

SmartDrive Systems delivers insights, recommendations and workflow tools to fleet managers to help them coach drivers on how to improve their skills.

Seeing is believing

Video adds another dimension to driver scoring systems by aaron huff

sing technology to score drivers started as soon as the automobile replaced the horse-drawn wagon. By the early 1920s, many fleets were using mechanical devices to record time and miles to compare driver performance with planned route standards. However, transcribing data from these early devices was time-consuming, and the information was limited. Today’s electronic engine and telematics systems have expanded the breadth and depth of scoring capabilities dramatically. Modern technology provides an instant snapshot of driver performance for such metrics as fuel efficiency, on-time performance, hard braking, speeding and more. The next wave of driver scoring technology appears to be video-based risk management. Besides capturing vehicle data, these systems show conditions inside and outside the cab that might trigger a risky event such as 52

rapid deceleration or speeding. With this additional content, fleet managers quickly can determine the root causes of poor performance and coach drivers on how to do better. Some companies that provide these systems have analysts that review each video to identify details such as drivers not wearing seatbelts or being distracted. The observations are compiled, analyzed and presented with other event data to fleet managers through a Web portal. Custom scoring Amid all the data available to evaluate drivers and create fair incentive programs, the scores that concern carriers the most relate to the Federal Motor

Carrier Safety Administration’s Compliance Safety Accountability program. Bozzuto’s Inc., a food and retail products wholesaler and distributor, installed the SmartDrive system throughout its fleet three years ago. The Connecticut-based company hoped to correct driver errors that led to moving violations that hurt the fleet’s Behavioral Analysis and Safety Improvement Category score for Unsafe Driving. Since implementation, the company’s Unsafe Driving BASIC ranking has fallen nearly 100 percentage points to among the best such scores in its peer group. Each carrier may have unique needs for which driving behaviors it wants to improve. To accommodate these differences, the SmartDrive system has a scoring tool that accumulates points based on certain activities or observations from video clips that are triggered by a risky event. The tool, Custom Coaching and Scoring, allows fleets to fine-tune the program to their individual risk priorities and safety policies. SmartDrive has a best-practice program designed for each industry segment, specific Continued on page 55

Fleet managers quickly can determine the root causes of poor performance.

commercial carrier journal | august 2014

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technology Continued from page 52 operating environment and vehicle type. Its safety experts can customize the scoring to fit a customer’s unique business requirements. A motor carrier that hauls high-value freight may work for a shipper that is adamant about drivers not being distracted by mobile phones. The carrier could adjust the severity weighting of this observation to bring it to the forefront of its driver risk scores. SmartDrive has additional reporting tools to rank driver scores by location and group, and it also can evaluate the effectiveness of driver coaching, says Adam Kahn, senior director of marketing.

of it coming on, says Chris Silver, Lytx marketing director. Modern business systems help simplify the amount and complexity of driver performance data by using scoring mechanisms designed to be fair and clearly understood by both managers and drivers.

Lytx’s in-vehicle DriveCam device captures irregular events that are reviewed and scored before being sent to the fleet for use in coaching drivers.

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Displaying data Lytx’s DriveCam in-vehicle device captures irregular events that are reviewed and scored before the data is sent to the fleet for use in coaching drivers. Most of the data comes not from video recordings but from the electronic control module, GPS and other sources – though the video is critical in interpreting and scoring the other data. Lytx has designed its online portal to weave this complex stream of data into simple and straightforward visual workflow tools to assess and manage driver risk. The latest portal, version 3.0, has new role-based user dashboards with customized key indicators, including a stack ranking of drivers according to their accident probability. Individual events also are ranked and displayed by severity in a “to-do” list tied to a workflow designed to improve “coaching moments” with drivers. Customers can reward high-performing drivers by turning off the in-cab camera while leaving the forward-view camera operational. While the safest drivers rarely, if ever, trigger the in-cab camera by exhibiting unsafe behavior such as hard braking, most drivers prefer driving without the possibility

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Ready. Set. Learn. CCJ and its CCJ Innovators partners are proud to highlight the achievements of the industry’s most innovative fleets. The CCJ Innovators program profiles fleets that have shown initiative in addressing critical areas in their businesses: • • • • • •

Operational efficiency Use of information technology Customer relations Maintenance practices Employee recruiting and retention Safety Scan the QR code to directly link to the CCJ Innovators website for the complete rules and criteria along with the nomination form as well as browse archives of past Innovator articles, webinars and podcasts.

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INNOVATORS

MANKO DELIVERY SYSTEMS Tampa, Fla.

Manko shifts business gears while going green

services for domestic and international shipments. Bilchik describes Manko’s mainstay home delivery service as a boutique “soup-to-nuts” offering. The company picks up freight from its customers’ docks, schedules deliveries to the consignee at home and manages all returns and pickups. With headquarters in Tampa, Fla., Manko has opened facilities in nearby Orlando and Fort Myers for seamless same-day and express coverage throughout central and southwest Florida. Shippers that use Manko for home deliveries include Home Depot and Wayfair, an online-only home furnishings retailer. Ikea, a major home furnishings retailer, also uses Manko for home deliveries and an offsite warehouse. Less-than-truckload carriers, including Estes and Forward Air, also use Manko’s services. The company also delivers parcel freight for FedEx and UPS during peak seasonal volume. Most of Manko’s customers give the company online access to the same software that they use internally to manage shipments from origin to destination. When Manko employees log into customer portals, they see where freight will originate and when it will arrive at

BY AARON HUFF

-commerce has revolutionized the delivery model for retail goods. Instead of waiting on stores to stock items, consumers have flocked online for lower prices, more selection and the convenience of home delivery – even for large items such as home appliances and furniture. Online retailers have developed their supply chains to be lean and flexible to get consumers what they need, when they need it, in a profitable manner. Local warehousing, cross-docking, short-haul trucking and home delivery services have been critical to make e-commerce’s promises a reality. In 1999, when e-commerce was in its infancy and facing an uncertain future, John Benko started Manko Delivery Systems, a courier for what appeared to be a more stable business: delivering mishandled luggage for airlines. The business came to a standstill in 2008 when the airlines started charging baggage fees. Benko then turned to a friend, Bryan Bilchik, to help restructure the company. Bilchik was new to transportation but was a problem-solver with a degree in electrical engineering and Six Sigma certification. “I tried to get us diversified,” he says. Going the final mile After a few months of consulting work, Benko offered Bilchik the job of general manager. By then, Bilchik had taken the company down the path of becoming a one-stop shop for shippers and carriers seeking final-mile home delivery services. Manko also expanded into warehousing, scheduled cartage and air cargo

The company grows as an e-commerce delivery provider while reducing waste. COMMERCIAL CARRIER JOURNAL | AUGUST 2014

its facilities. Manko also has visibility to the service level – delivery to the door, inside the house or “white glove” unpacking and installation – that will be needed. With this information, Manko employees schedule a home delivery with the consignee before the freight arrives on its dock. Once delivery is made, they update the shipment details in the company’s customer portals. Despite having a variety of customer types and unique service requirements, Manko does not assign its customer service team to specific accounts; it cross-trains them. “You are going to get the same service level no matter who answers the phone,” Bilchik says. Just as retailers have flexible supply chains that can bend to meet dynamic demand from consumers, Manko has designed its independent contractor fleet to have the same capability. On any given day, the company operates as many as 40 straight trucks, five tractor-trailers and 30 cars and vans. “It works out well for everybody,” Bilchik says of the contractor model. “Contractors can throw another driver in their truck at night and run for another company, so their assets are always making money.” Manko uses an external management service to offer its drivers employee benefits such as health insurance while maintaining an arms-length relationship with its contractors. Going green In 2010, Bilchik realized an opportunity to eliminate $2,500 to $3,000 per month in pallet costs. Manko began offering a free service to customers to remove their unwanted leftover pallets and dunnage from docks. Drivers loaded the refuse into their trailers after making a pickup or delivery. Manko began paying drivers to pick up and return the pallets to its own 58

You are going to get the same service level no matter who answers the phone. – Bryan Bilchik, vice president and chief operating officer facilities. The new program made it possible for the company to not only stop buying pallets but also sell its excess to pallet recycling companies. Manko has been able to turn $500 to $700 in profit each month depending on the number of pallets drivers bring back. In September 2013, Manko moved its corporate headquarters to a new building in Tampa. With this location change, Bilchik saw another opportunity to save money and reduce landfill waste. Manko had been throwing away cardboard, plastic shrinkwrap, Styrofoam, steel and other material it stripped from packages while crossdocking and delivering shipments such as furniture to model homes for staging. The company was collecting enough waste to fill a 30-cubic-yard dumpster each month and had been spending between $500 and $600 a month to have the dumpster removed from its facility. Bilchik had a baler installed in Manko’s Tampa warehouse. The baler comes with a full maintenance lease for $175 a month. One bale of cardboard is enough to pay the lease payment, he says, and each bale of shrinkwrap sells for between $150 and $300. Recycling companies pick up the bales from the warehouse.

COMMERCIAL CARRIER JOURNAL | AUGUST 2014

Today, 90 percent of the waste that moves through Manko’s system is recycled, Bilchik says. Drivers also benefit from making an extra effort to clean up waste from customer locations. “We pay drivers for everything they bring back,” he says. Manko also recently upgraded its air conditioning units in its facilities and is in the process of converting its warehouse from T12 to T5 lights to save money and further reduce its eco-footprint. These efforts have shown that even small companies can do a lot to reduce waste and improve the environment, Bilchik says. Through his membership in the Florida Messenger Association, Bilchik currently is mentoring 12 similar-sized companies to help them set up similar recycling programs. “Everybody is working in that direction,” he says. Last January, Bilchik purchased Manko with business partner David Armitage. Bilchik is now vice president and chief operating officer, and Armitage is chief executive officer. The strategy to become a one-stop shop for shippers and carriers for e-commerce and home deliveries is paying dividends. Manko is growing exponentially while raking in savings and environmental benefits from its green initiatives. In 2013, Manko had revenues of $2 million; the company is on pace to reach $3 million this year. Bryan Bilchik, vice president and chief operating officer of Manko Delivery Systems, has led the company’s turnaround efforts and green initiatives. CCJ INNOVATORS profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953.

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MOVING ON UP Any way you slice it, statistics show strong growth for North America’s largest for-hire trucking companies BY JEFF CRISSEY

s the trucking industry puts more distance between itself and the recession of 2008-09, for-hire trucking companies continue to exhibit growth and increased profitability in an otherwise slow-growing economy. But there remain plenty of regulatory headwinds for carriers to navigate and maintain productivity and profitability, including the implementation of the new hoursof-service rule last year as well as the looming electronic log mandate expected to take effect in mid- to late 2016. Other potential regulations threaten to limit the number of available drivers, exacerbating an already severe shortage. Meanwhile, more stringent engine emissions standards and the potential for mandatory active safety systems in the future only will add to the cost of trucks and tractors.

By the numbers Capacity among the industry’s largest fleets remained relatively flat, with fleets in the CCJ Top 250 accounting for 606,274 total power units compared to 607,798 in last year’s ranking. It is worth noting that package giants

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| AUGUST 2014

UPS and FedEx account for 106,287 – or 17.5 percent – of the power units in the CCJ Top 250. With strong truck order activity reported by OEMs in recent months, all signs point to fleets adding capacity this year in a healthy freight environment. Operating revenues in 2013 rose 5.1 percent from 2012 for companies that self-reported revenues last year and this year, bolstered by rate increases by many large carriers. With the exception of the flatbed/specialized/heavy haul carriers, all segments saw revenue gains in 2013. Carriers in the refrigerated segment posted a 10.9 percent jump in operating revenues collectively, followed by tank/bulk commodities at 10.1 percent. Motor vehicle and intermodal haulers also posted better-than-average increases in operating revenues. Even though the driver shortage continues to negatively impact fleet growth, carriers in this year’s CCJ Top 250 accounted for 715,421 drivers (both company drivers and independent contractor drivers), a 3.9 percent increase from last year. It bears watching whether strong driver additions can continue in the months and years ahead.

CCJ Top 250 breakdown by segmenT Segment

Dedicated contract carriage Flatbed/Specialized/Heavy haul General freight Household goods Intermodal Motor vehicles Packages/Small shipments Refrigerated Tank/Bulk commodities

Carriers

% of total

Power units

19 25 117 9 8 9 3 24 36

7.6% 10.0% 46.8% 3.6% 3.2% 3.6% 1.2% 9.6% 14.4%

26,496 28,440 256,175 18,720 10,474 10,085 194,200 29,279 32,405

% of total

Estimated revenue change 2012 to 2013**

Revenue per power unit*

Revenue per driver*

4.4% 4.7% 42.3% 3.1% 1.7% 1.7% 32.0% 4.8% 5.3%

4.5% -5.6% 6.5% 7.1% 9.5% 9.7% 2.8% 10.9% 10.1%

$233,282 $186,818 $295,120 $305,720 $159,721 $220,998 $276,385 $269,454 $237,127

$187,777 $192,580 $254,664 $311,952 $160,842 $197,743 $215,244 $231,460 $220,017

* Excludes outlying operations that likely would skew a segment’s figures for various reasons, such as their unusual scope or operating profile or the inclusion of revenues that are beyond either North America or transportation by truck **Based on companies that self-reported revenue data for both 2012 and 2013

Coming together Since the beginning of 2013, merger-and-acquisition activity has ramped up for fleets of all sizes, particularly among larger fleets. Swift Transportation’s acquisitions of West Valley City, Utah-based Central Refrigerated Service and Morton, Ill.-based Star Transport – No. 54 and No. 160 in last year’s ranking, respectively – helped vault the Phoenix-based carrier from No. 5 to No. 3 in this year’s ranking. KLLM Transportation Services completed its acquisition of Dallas-based Frozen Food Express (No. 62 last year), propelling the Richland, Miss.-based refrigerated hauler from No. 67 to No. 38 this year. Late last year, North Liberty, Iowa-based Heartland Express completed the acquisition of Pacific, Wash.Gordon Trucking (No. 58 last year), and Jack Cooper Transport purchased Atlanta-based Allied Systems (No. 98 last year), making the Kansas City, Mo.-based carrier the highest-ranked motor vehicle hauler in the ranking, edging out United Road Services and Cassens Transport. Earlier this year, Canadian giant TransForce completed the acquisition of Toronto-based Vitran (No. 37 last year), and XPO Logistics, which owns XPO Express (for-

merly Express-1, No. 231 last year), acquired two more carriers from last year’s list: 3PD Inc. (No. 71) and Pacer International (No. 74). Another notable departure from the CCJ Top 250 is New Century Transportation, No. 99 in last year’s ranking, which in June filed for Chapter 7 bankruptcy and closed its doors, eliminating an estimated 1,000 power units and 1,000 drivers at the time. With so much consolidation in the CCJ Top 250, this year saw 21 fleets debuting or making a return to the list after an absence last year, led by Yuba City, Calif.-based New Legend Inc. (No. 196), a dry van and refrigerated hauler with 519 power units and drivers and 1,045 trailers. In spite of regulations threatening to limit capacity and industry growth, the largest carriers in the industry continue to exhibit strong performance. The resurgence of near-shoring and the rebound of U.S.-based manufacturing should play a big part in the industry’s continued expansion. Barring an unforeseen slowdown in the already anemic economic growth, year-over-year comparisons next year should reflect similar positive results as this year.

go to www.ccjtop250.com for more detailed information! As we did last year, much of the detailed data you are accustomed to seeing in previous print versions of the CCJ Top 250 package has moved online to www.ccjtop250.com, where you have more options for viewing and sorting the information than you do in a static print publication. In addition to viewing the entire CCJ Top 250

database of information, you can sort by primary segment type to get a closer look at a carrier’s performance in relation to its peers. In the pages that follow, you will see where the trucking companies rank and learn a bit more about some of the fleets in the CCJ Top 250 as chosen by our editors.

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| august 2014 61

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Attracting & Retaining the Best Drivers is Crucial to Your Success Is your dispatch operations system helping you or holding you back? Are your drivers getting enough miles to earn the pay they expected when they signed on? Are you putting them on the right loads, where they can be successful and make the best use of their available hours? McLeod Software’s Driver Feasibility helps ensure that your dispatchers consider all of these factors when choosing a driver for a load. All of the evaluations and calculations involved are in one view, so it’s easy to gain a clear understanding of the full picture. That’s why over 700 carrier, broker, and shipper companies throughout North America choose McLeod Software Solutions.

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About the

ommercial Carrier Journal has ranked the top forhire trucking companies since the late 1960s. The CCJ Top 250 is the most comprehensive ranking of active carriers. Our ranking takes into account not only the revenues posted by a trucking company but also its fleet size and employment base. Rankings based strictly on revenues often capture activities that have only an indirect relationship to transportation. Blending revenue, equipment and drivers also allows for a reasonable way to capture carriers that decline to disclose revenue. The CCJ Top 250 ranking treats all carriers under one umbrella as a single entity; carriers with significant ownership by an individual, family or company but not organized under a single management team are treated separately. For a detailed explanation of the CCJ Top 250 ranking methodology, see “Ranking Methodology” to the right. Our presentation of the CCJ Top 50 continues to evolve. This year, carriers that went out of business or were acquired by other companies in 2013 aren’t listed. Instead, only active carriers are displayed. And as we did last year, this year’s print version of the CCJ Top 250 information provides only very basic information on the carriers we rank. Virtually all of the underlying data – revenues, power units and drivers, for example – appear only online at www.ccjtop250.com. The CCJ Top 250 begins with data provided by RandallReilly’s RigDig Business Intelligence (www.rigdig.com/bi) based on data supplied by carriers to the Federal Motor Carrier Safety Administration on their required Form MCS150 filings. Because this data can be – although rarely is – as much as a couple of years old and because the MCS-150 does not include information on revenues, all carriers included in the ranking were given an opportunity to review FMCSA data for freshness and to supply information not included on the form. In some cases, CCJ supplements its data with other official sources, such as reports filed with the Securities and Exchange Commission. If a carrier declines to verify or update the data that we 80

COMMERCIAL CARRIER JOURNAL

| AUGUST 2014

provide it for review, we presume the publicly available data is valid and use it for ranking purposes. Carriers are never allowed to opt out of the ranking. Ranking methodology CCJ’s ranking of companies is a blended scale based on a combination of revenue, total power units and number of drivers rather than a ranking simply by revenue. Companies considered for inclusion in the CCJ Top 250 were ranked from high to low by revenue, power units (weighted based on the type of power unit as discussed below) and drivers and assigned a rank in each category. The numerical rank stored in each of the three fields was added together (revenue rank + vehicle rank + driver rank) to provide a rank sum. This sum then was ordered to provide the overall ranking assigned to each carrier, with the lowest sum receiving the highest rank. A number of carriers failed to report actual 2013 revenue. In order to be included in the blended ranking, they were assigned – for blended ranking purposes only – a calculated revenue figure determined by multiplying the carrier’s total number of power units by the average of the bottom 50 percent of revenue per power unit performers for the companies in that carrier’s primary segment. Calculated revenue is discounted by using the average of the bottom 50 percent of performers so that carriers failing to report revenue are not given an undue advantage in the ranking. Calculated revenue almost always will differ from actual revenue, of course, but the effect on the blended ranking likely is slight. The power unit ranking, which represents an investment as much as a physical-count measure of trucking assets, takes into account the difference between tractors and trucks. The assumption is that a for-hire carrier with 1,000 tractors has a greater investment in equipment than one with 1,000 straight trucks. For the purpose of the blended rank only, a truck was weighted at half the value of a tractor.

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LINKING the CHAIN COMPLIANCE MANAGEMENT SYSTEMS BY AARON HUFF HELP FLEETS HANDLE CSA

ike most modern business systems, the new Compliance Safety Accountability Web portal has a management dashboard that focuses on exceptions, called Alerts, with drill-down reports to identify the problem’s source. Alerts occur when scores exceed compliance thresholds in the seven Behavioral Assessment and Safety Improvement Categories (BASICs). The drill-down reports show the individual inspection and violation events that determine the monthly scores. It takes more than mouse clicks, however, for fleets to track down and

correct flaws in management processes that cause the alerts. Inspection reports may not show why a Driver Fatigue BASIC score is going up. It may take further analysis to determine that a certain shipper or consignee is detaining drivers. Any delay in making corrections could trigger an audit by the Federal Motor Carrier Safety Administration. It also could drive away safety-conscious customers and lead to spikes in insurance rates, among other consequences. Considering the risks of noncompliance, many fleets are getting expert help. Outsourcing compliance man-

agement can lighten the workload and help eliminate exceptions before they surface in the CSA portal. Here are three options to consider.

FINDING WEAK POINTS FMCSA’s new Compliance Motor carriers Safety Accountability seldom lack in- Web portal has a manformation. The agement dashboard that bigger challenge focuses on exceptions, called Alerts, with drillis knowing how down reports to identify to prioritize it, the problem’s source. find any issues and take corrective actions before problems surface in the CSA portal (https://csa.fmcsa.dot.gov) and FMCSA auditors are able to gather incriminat-

COMMERCIAL CARRIER JOURNAL

AUGUST 2014

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9116-2_WS_Grill1_1-3p_CommCarrJour.indd 1

Untitled-4 1

ing evidence. assessment will focus on three There seems to main areas of be no shortage of compliance: hours said evidence. Each of service, maintemonth, more than nance and driver 50,000 carriers are qualification files. labeled with an During an Alert Status in a assessment or CSA BASIC, ac“mock” audit, cording to Vigillo, an experienced a developer of data adviser will pull mining software Vigillo’s Intervention Manager can pre-iden- records, review products that aggregate, organize tify the specific crashes, drivers and vehicle policies and categories designated by FMCSA as a priorinterview fleet and report comity during an intervention. administrators to plex CSA informaidentify areas in need of improvement. tion in a scorecard format. If a fleet uses electronic logs, the advisFMCSA has developed a selection er will ask to see a violation report for process for identifying specific highthe past six months – by fleet, driver risk drivers and vehicles during an intervention or “onsite audit,” as defined and violation type. The adviser then will ask to see the by the CSA program. logbook edit report and evaluate the Jeff Davis, a CSA consultant and fleet’s policy for who is allowed to edit president of Fleet Safety Services, logbooks, how they are documenting worked with Vigillo to create a softthe edits and the reasons they were ware tool that mimics this selection done. The expert also will compare process. The Intervention Manager logbook records to GPS reports to tool is based on the same actions that make sure drivers or fleet managers FMCSA would take during an interare not playing games. vention. An adviser also will look for instancThe Intervention Manager, availes where a fleet does not have a clearly able as an upgrade to Vigillo’s CSA Scorecard, can pre-identify the specific defined process to manage exceptions. “What often happens is there is no crashes, drivers and vehicle categories functional practice or policy docudesignated by FMCSA as a priority during an intervention. “It does the audit selection work for the motor carrier,” Davis says. “It gives them certain subjects to focus on.” An expert Audit In FMCSA’s eyes, motor carriers already have all of the information they need to be compliant. What they often lack are the proper policies and controls. An expert assessment can help a fleet determine where it might be vulnerable in some areas of its safety and compliance systems. Just like an actual FMCSA audit, an

| august 2014 7/8/14 4:13 PM

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An actual FMCSA audit will focus on three main areas of compliance: hours of service, maintenance and driver qualification files.

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technology: CSA CompliAnCe mented,” says Ed Emerick, lead safety consultant for J.J. Keller and Associates, which provides training programs, consulting, managed services and technology for fleet safety and compliance. “People can regurgitate regulations, but that does not always help.” Company policies need to be more than written statements, Emerick says; they need to be task-driven. While fleet administrators may have all of their driver files in order, they might struggle when asked to explain how they manage exceptions. People may start to point fingers. “A lot of times, I will ask ‘Who is responsible for this?’ and get four different answers,” he says. “During an audit, that’s not good.” Tasks should be assigned to a job function and responsibility rather than an individual person, Emerick says. J.J. Keller offers a premium audit assessment program where advisers will

conduct an onsite review to score fleets in more than 500 areas. The scores are compiled into a J.J. Keller Performance Rating, a tool designed to measure and benchmark risk exposure and performance against other fleets, with their other locations and with their future progress. For a fleet with 100 drivers, a J.J. Keller adviser would schedule a visit for two to four days – similar to the amount of time an FMCSA auditor would spend onsite – to conduct a full-scale compliance review, says Steve Murray, J.J. Keller’s senior director of consulting services. While the main purpose of an assessment audit is to prevent an actual FMCSA audit, a fleet still may not realize the need to seek expert help until after the agency has downgraded its safety rating following an adverse audit. If this happens, a company still can seek expert help to create a new safety

management plan and then request an upgrade of its safety rating, Davis says. Managed services Telematics platforms and electronic logging devices have become common tools for improving safety and compliance scores. These tools provide drivers and dispatchers real-time information that allows them to plan ahead and quickly correct mistakes that otherwise would become CSA violations. While these systems inherently help prevent violations, they also generate an abundance of information that needs to be evaluated for compliance purposes. Managing and prioritizing this data flow may require more work than simply handling the standard reports they provide. Just as carriers continue to convert to electronic processes for managing driver qualification files, logbook records and vehicle inspection reports, compa-

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technology: CSA CompliAnCe nies that offer outsourcing services for compliance are doing the same. Rather than receive paper logbooks and other files from carriers, outsourcing providers now can receive data straight from the source. These vendors have developed real-time management services that automate the processes

surrounding exceptions and provide carriers a priority checklist of tasks. These services can be useful when carriers are making the transition from paper to electronic logs or from one telematics provider to another. ITS Compliance’s management wrap service uses telematics and ELD data

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to identify exceptions such as an HOS violation, a speeding event or a missed pretrip inspection. When exceptions occur, ITS will contact the fleet managers responsible for taking corrective actions. “That is where the time-consuming piece comes in and where clients like us to play that role,” says John Vosters, vice president of business development for ITS. To help fleets reduce compliance costs, ITS offers clients a 50 percent discount on its service fees when they switch from paper to electronic logs. “We are taking those labor and cost savings that we are realizing and passing them back to the client,” Vosters says. The management wrap service includes documentation of progressive discipline for drivers, such as notifications, warnings and letters for infractions such as speeding and hours-ofservice violations. J.J. Keller, through its Managed Services group, provides compliance

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Managed Services helps provide a fleet with a clear direction of what it should complete each day, which it otherwise might lack because of the amount of data captured by telematics systems. “Based on our situational analysis of the current state, electronic logging device providers don’t always provide insight,” says Kari DuBois, senior manager of major accounts for J.J. Keller. “They provide the data. Carriers want help in driver behavior and compliance.” Electronic logs can be falsified and edited like a paper log, so reports from ELDs need to be audited to ensure they are not lacking in integrity, Davis says. As an example, he pointed to the personal conveyance report that some telematics companies call the “off-duty driving” report. Management of this and other exceptions by a third-party managed service or separate compliance management system is an area Davis believes will continue to grow. Rair, a division of Lytx, has a Webbased system that connects its safety and compliance services. One feature connects fleets’ CSA violations to safety and compliance documents to help identify the root causes of violations, prioritize issues and refute inaccurate violations. Examples of violations in CSA reports that can be linked to the associated document images include a Vehicle Maintenance BASIC violation with the driver vehicle inspection report (DVIR) from the day of the inspection; a Driver Fitness BASIC violation linked to the specific driver qualification file; and a Fatigued Driving BASIC violation linked to the log associated with the violation. As fleets use more technology to improve safety and compliance, so do companies that provide outsourcing services. These systems and services can add another set of eyes and layer of protection to guard against noncompliance and an unexpected FMCSA visit.

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90 Untitled-6 1

commercial carrier journal

| august 2014 1/31/14 1:20 PM

HENRY TRUCKER’S TRIBUTE EDITIONS Thanking Those Who Move America Made In America Or Not Made At All

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They are the road warriors of highways, truck stops, and loading docks. Blue-jeaned executives whose office is their cab. Guardian angels in 18-wheelers, often the first to stop at an accident to make sure us four wheelers are safe too. Most of all truckers are men and women who sacrifice sleeping in their own beds and kissing their kids goodnight so we have fresh milk in our fridge and gas in our cars. In recognition of their dedication to keep America moving, Henry Repeating Arms is honored to present the Henry Golden Boy Trucker’s Tribute Edition. A trucker is the real deal just like a Henry Repeating Rifle, living life based on the same values of reliability and accuracy. He knows a loaded truck, much like a loaded gun, is something to respect and that safety is key on the road. The trucker moving across America deserves a true piece of Americana -- the Henry Rifle, authentically produced, assembled and engraved in the USA by American craftsmen. ABOUT THE ENGRAVING ON BOTH MODELS: On the right side of the receiver cover is an image of an eastbound 18-wheeler moving commodities coast to coast across the wide expanse of the United States. It has been expertly cut by hand engraver Heidi Roos of Baron Engraving and plated in 24K gold with a banner that reads TRUCKERS MOVE AMERICA. Framing the image is classic truck pin striping that any trucker can identify with. The left side of the receiver cover features an engraved image of a convoy of trucks heading west on a ribbon of tree-lined highway. This image is also plated in 24K gold and sports the rightful banner BOUND FOR GLORY. The classic truck pin striping detail continues with bright cuts highlighting the artwork. GOLDEN BOY Model #H004TT .22 S/LR MSRP $1020.00

The right side of the American Walnut buttstock has a laser etched and hand painted replica of a Truck Stop sign in multiple colors. This welcoming trucker icon is a nod to the rest, good food and shared camaraderie that truckers embrace on their journeys until they are able to ﬂip ﬂop. A symbol of American Pride, this unique Henry Trucker’s Tribute Edition is a testament to our country’s appreciation of truckers, their spouses and families and the many miles they log on our behalf. Because if we’ve got it, there’s an American trucker somewhere who made it possible and we salute them.

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BY JACK ROBERTS

CCJ driver survey tells frustrations, desires, dreams and nightmares of working in the industry today

hat do drivers want? It is the defining question in the trucking industry today. With the economy improving and freight demand on the upswing, an already precarious driver supply situation now is reaching critical levels. Every single study done on the future of the U.S. transportation system indicates that this problem only will grow. Phil Byrd, chairman of the American Trucking Associations, says that today it takes about 6 million truck drivers to move freight in the United States. If current hiring trends hold true, best-case predictions by ATA indicate a shortfall of 239,000 drivers by 2025. To find out what is making it hard to attract drivers or forcing existing drivers out of the industry, Commercial

Carrier Journal decided to ask drivers themselves about the frustrations, desires, dreams and nightmares of working in the trucking industry today. A total of 728 drivers responded, including 312 company drivers and 140 owner-operators. The majority of company drivers (53.2 percent) reported they worked in over-the-road long-haul jobs. Most log between 75,000 and 100,000 miles a year. The average annual mileage for all respondents was 100,967 miles a year. Mirroring industry concerns about the age of drivers today and the fact that mass retirements soon will drain an already-depleted employment pool, 38.8 percent of company drivers report they have been driving trucks for more than 20 years. Interestingly, the second-highest percentile, 15.1 percent, says they have been driving from 6 to 10 years. It is logical to assume this group will make up the core of the next generation of experienced drivers â&#x20AC;&#x201C; whose thoughts on regulation, pay, safety and technology will define how these new concepts and practices are accepted and implemented in years to come. Answers to the questions posed by CCJ varied wildly COMMERCIAL CARRIER JOURNAL

| AUGUST 2014 93

EquipmEnt: What Drivers Want “Fleets need to pay a lot more and offer flexible time off,” another driver said. “We need to be able to have more than a 24-hour reset. Less paperwork. Needs to be wireless between shipper and receiver. Just give driver a confirmation number when delivered. Need truck stops with medical persons. Drivers get sick sometimes.” Other drivers seem to be looking to break the conventional compensation setup by seeking out fleets with more progressive pay models. One driver reported, “I switched companies recently, and the hours are better and miles less. However, the new company is employee-owned and has profit sharMore than

$75,001 to last year? What Was your$100,000 net Income $100,000

Company driver More than$35,000 More than $75,001 $75,001or toless to $100,000 $100,000 $100,000 $100,000

Leased $35,000 owner-operator or less More th $100,0 $50,001 to $35,001 to $75,000 $75 $50,000 $35,000$35,000 $1 More than More than $35,000$35,000 $35,001 to or less or less $100,000 $100,000 $50,001 to or less or less $50,001$50,001 to to $50,000 $75,000 $35,001$35,001 to to $75,000$75,000 to to $50,000$50,000 $75,001$75,001 $100,000 $100,000 to $35,001$35,001 to $50,001$50,001 to to $50,000$50,000 $75,000$75,000

Among company drivers, 15.1 percent say they have been driving from 6 to 10 years.

More than $100,000 $75,001 to $100,000

at times. But common themes did emerge that may be helpful to fleets struggling$35,000 to cope with driver recruitment or less and retention. $50,001 to

$35,000 More than or less $100,000 $35,001 to $75,000 $75,001 to $50,000 $100,000 “It’s all about the money” $35,001 to Company driver $50,001 to Make more $50,000 Not surprisingly, money emerged as the single-biggest driver $75,000 money this year Make less money concern and complaint. To put it bluntly, most drivers do not than I did in 2013 than I did in 2013

based on your pay so far thIs year, you WIll:

Make les than I di

feel they are paid fairly for the job they do and are angered Make more Make more 27.2% 30.5% by the fact they feel compelled to spend long, uncompenmoneymoney this yearthis year Make less Make money less money Make less money Make less money sated hours waiting to load and actually go to work, orthan areI did than I did than in I2013 did in 2013 than I did than in I2013 did in 2013 in I2013 than did in 2013 called upon to perform tasks that they are not paid to do. 42.3% 27.2% 27.2% 30.5% 30.5% 28.6% 28.6 More than 30 percent of company drivers surveyed told Make about the Make about CCJ they initially went into trucking to “make a good living same amount of same amou and provide for my family.” But many feel wages have either money as I did in 2013 money as I did 42.3% 42.3% 43.5 flattened out or actually decreased during their time in the Make about Makethe about the Make about Make the about the Leased industry, and comments throughout the survey reflected this amount same amount same of of same amount same amount of of owner-operator Make more Make money more money money as I did as in I 2013 did in 2013 money as I did as in I2013 did in 2013 frustration. money this year Make less money money this year less money Alarmingly, a Make quarter company driver respondents than I did in 2013 than I did in 2013 than I did in 2013 than I did inof2013 reported that they made $35,000 or less last year, with one respondent remarking, “When a driver is30.5% on the road four 27.2% 28.6% 27.9% weeks and gets three days with the family and has not made $4,000, it is an insult.” 42.3% 43.5% Another commented, “There’s no money out there and too Make about the Make about the much nonsense. You make a little bit of money, and then you same amount of same amount of lose it rightmoney awayasbyI did taking in 2013home time. It’s a waste of time money as I did in 2013 with no life.” *2014 CCJ Driver Survey; 728 respondents 94

commercial carrier journal

| august 2014

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EQUIPMENT: WHAT DRIVERS WANT drivers would be happy to ing, so I will make more continue working for fleets money than last year in some driving capacity. through bonuses and profit sharing after I am vested a year with the NOT AS BAD AS MILITARY DEPLOYMENT – BUT CLOSE new company.” At the same time, a Closely tied in with clear theme emerged salary concerns was the with older drivers feeling natural desire to spend that their tenure, experitime at home with loved ence and safety records ones. Combined with the Many drivers feel that go unrewarded. One repain of missing importheir tenure, experience spondent noted, “I’d like tant family milestones and safety records go a local job with excellent were more practical unrewarded. pay as well as medical, concerns such as keeping dental, vision and life doctor appointments. When asked to select one factor that most would influence insurance. But trucking just don’t pay the bills anymore, and them to change fleets or jobs, 34.7 percent of company drivgreenhorns get as much as I do.” ers unsurprisingly cited more money as a prime motivator. Another company driver said, “I’ve been driving 21 years. The fact that I can go to a company with other drivers of, say, But interestingly, 16.9 percent said more home time, with another 16.9 percent saying more choices and control over 5 to 7 years’ experience and make the exact same pay is not the routes they are offered would right. I’m not taking away from motivate them to change fleets. It those guys. I’m sure they can do seems fair to assume that drivtheir job well. But experience is ers wanting more control over experience.” A final takeaway on the income their loads and routes feel they front: The survey shows that a can affect both their income and clear majority of company drivers home time more proactively by who responded like what they do having it. and would prefer to stay in the industry, provided they’re One driver summed up the connection between pay and making a good living. A majority of drivers, 32.7 percent, home time by saying, “Driver pay is the number one issue in told CCJ they would be happy staying on as a company trucking, and home time is number two. Companies can’t driver as long as their pay increases each year. Another 24 expect a driver to stay away from his family for two to three percent report they’d eventually like to buy their own trucks weeks at a time for $40,000 a year.” and go into business Another noted that, as owner-operators. A “Whether or not you see Drivers wanting more control over their loads and routes feel they can affect both their income and home time more proactively by having it. much smaller percentage, your home once every 10.9 percent, said they couple of months isn’t a eventually would like to concern for them. Any transition to a non-drivyoung person today who ing job in a fleet. has the desire to marry The upshot here seems and raise a family is to be that if flattened or immediately turned off inadequate wage issues can by the prospect of being be worked out – probaway from home for lems, it should be noted, weeks at a time. It isn’t as that are affecting the U.S. bad on a relationship as economy at large and deploying in the military, in no way unique to the but it’s pretty close.” trucking industry – many While another grimly

“Driver pay is the number one issue in trucking.”

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| AUGUST 2014

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EQUIPMENT: WHAT DRIVERS WANT said, “Even when fleets find a qualified and experienced driver, the companies refuse to pay the driver a salary needed to provide for their families and save or take vacations or enjoy life beyond driving a truck.”

THE RESPECT FACTOR IS REAL

Most fleet employees came under fire for seemingly not understanding and sympathizing with the difficult job drivers do.

Talk to Byrd for any length of time, and the issue of driver respect will surface quickly. It’s an issue he is passionate about – both in terms of how drivers are regarded and treated by society at large today, and how they are treated in the workplace environment by their own fleets. As CCJ’s survey shows, his assessments are dead-on target. When CCJ asked company drivers why fleets today are having a hard time finding drivers, 73.4 percent cited pay, and 67.6 percent felt that “fleets don’t respect drivers and the job they do.” These figures were mirrored almost exactly when drivers were asked why fleets have a hard time retaining the drivers they already have. The comments section of the survey was overflowing with

WHY DO YOU THINK FLEETS ARE HAVING A HARD TIME FINDING DRIVERS TODAY? They don’t pay enough.

Overall 74.1%

Leased Company ownerdriver operator 73.4%

quotes from drivers citing a virtual onslaught of disrespectful behavior from all sides: Dispatchers, driver managers, dealerships, technicians, fleet managers, safety officers and executives all came under fire for seemingly not understanding and sympathizing with the difficult job drivers do. “All the industry and DOT talk about is new technology (driverless trucks),” said one company driver. “The DOT consistently treats us like felons and lowlife trash. I must have a perfect record, no criminal offenses and go through TSA background checks to get and keep my job! We are sick of it!” “I like travel, the people I meet and the places I go,” one driver said. “But some days I wish I was better paid and respected. Each year, my difficult job, the long hours and the time away from home weigh more heavily on me, although I do not believe I will ever be able to retire like my parents did. But I will certainly work until I can no longer hold the wheel and hoist myself into and out of the cab.”

WHY DO YOU THINK FLEETS ARE HAVING A HARD TIME RETAINING DRIVERS TODAY?

Overall

Leased Company ownerdriver operator

75.7%

They don’t pay enough.

75.0%

74.7%

75.7%

66.4%

67.3%

64.3%

They don’t get people home often enough.

67.7%

68.9%

65.0%

They don’t get people home often enough.

There’s no career path.

32.1%

31.4%

33.6%

There’s no career path.

32.1%

31.7%

32.9%

74.3%

They don’t respect drivers and the job they do enough.

67.3%

66.0%

70.0%

63.6%

They don’t support their drivers and help them deal with shippers, law enforcement, etc.

56.4%

55.1%

59.3%

58.6%

They don’t treat drivers like part of the team.

53.5%

51.0%

59.3%

22.1%

They don’t provide good trucks/equipment for drivers.

27.4%

30.1%

21.4%

They don’t respect drivers and the job they do enough. They don’t support their drivers and help them deal with shippers, law enforcement, etc. They don’t treat drivers like part of the team. They don’t provide good trucks/equipment for drivers.

69.7%

56.4% 52.9%

26.5%

67.6%

53.2% 50.3%

28.5%

*2014 CCJ Driver Survey; 728 respondents

COMMERCIAL CARRIER JOURNAL

| AUGUST 2014

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journal news Continued from page 18

Patches for Highway Trust Fund proposed as deadline loomed

ongress got serious last month about patching the hole in for support of the administration’s four-year transportation reauthe Highway Trust Fund, but at press time some differences thorization. between the versions drafted by the House and Senate tax-writing “Congress shouldn’t pat itself on the back for averting disaster committees suggested a standoff that could outlast the dwindling for a few months, kicking the can down the road, careening from balance in the road-building bank crisis to crisis,” Obama said. “We account. should be investing in the future.” In the Senate, a bill coauthored by Chairman Ron The House approved a plan to While the funding measures in Wyden tapped the same patch a hole in the fund, a bipartisan the bill have bipartisan support sources in the House plan vote that did nothing to address the in the Senate, leadership in the for the Highway Trust Fund. systemic shortfall in federal transporDemocrat-controlled chamber still tation infrastructure funding. could cause problems. Both Senate The vote, 367 to 55, was in favor Finance Chairman Ron Wyden and of a bill to collect an extra $11 bilEnvironment and Public Works lion for the trust fund ahead of its Chairman Barbara Boxer want to going broke this month. Without the pass a multiyear transportation added cash, the U.S. Department of bill in a lame duck session after the Transportation has said reimburseNovember elections. EPW has passed ments to the states would be restricted, putting road and bridge the policy portion, while Finance has to find a way to pay for it. projects – and hundreds of thousands of jobs – in jeopardy. The House bill would extend added funding through next May, Ahead of the vote, the White House issued a statement in suphowever, and take pressure off Congress to act before the end of port of the bill’s “continuity of funding” during peak construction the year. Majority Leader Harry Reid will have to make the call on season, but President Obama also scolded lawmakers and called the Senate vote before the August recess. – Kevin Jones

Tracy Morgan suit against Walmart alleges hours violations, negligence

our survivors of the June 7 New Jersey Turnpike truck crash that left comedian James McNair dead and actor Tracy Morgan in critical condition are suing Walmart Transportation, claiming the private carrier was “careless and negligent” in its oversight of drivers and equipment, which led to the crash, the lawsuit alleges. The suit was filed July 10, and Morgan is among those suing. The Walmart driver, Kevin Roper, reportedly was awake for 24 hours prior to the crash, though the National Transportation Safety Board in its preliminary crash report said he was within his hours-of-service limits, both in on-duty time and in driving time. However, Roper had to commute 700 miles to the Walmart terminal in Delaware where he worked, the lawsuit notes. The lawsuit stems from Roper’s long commute, alleging “Wal-Mart knew, or should have known, Mr. Roper was awake for more than 24 consecutive hours immediately before the subject accident.” The lawsuit alleges Roper fell asleep at the wheel, ultimately leading to the crash. The suit also accuses Walmart of intentionally and regularly violating federal hours-of-service limits for drivers, saying it “condoned this practice of its drivers routinely violating” federal rules. 100

commercial carrier journal

| august 2014

The private fleet also failed to factor in driver commutes into its scheduling, the suit claims. Lastly, the suit alleges the Walmart truck was equipped with an autonomous braking system that did not deploy prior to the accident. Walmart “knew or should have known” the autonomous braking system was “compromised,” the lawsuit claims. In addition to Morgan, comedian Ardley Fuqua Jr. is a plaintiff, along with Morgan’s personal assistant, Jeffrey Millea, and Millea’s wife, Krista. The group – along with two others, including McNair – were traveling in a Mercedes Sprinter van from one comedy show, where they had performed, to another. They’re seeking actual, compensatory and statutory damages, punitive damages and attorney’s fees and court costs. Walmart issued a statement responding to the lawsuit, saying it is cooperating with the investigation and was “committed to doing the right thing for all involved.” Roper has been charged with counts of vehicular homicide and assault by auto, to which he has pleaded not guilty. NTSB’s report concluded that Roper was traveling more than 20 mph over the posted 45 mph speed limit. – James Jaillet

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HOW TO PLAN FOR SUCCESSION

The following is an exerpt from How to Plan for Succession, a manual produced by Commercial Carrier University and sponsored by Chevron Delo. CCU is an educational program produced by Commercial Carrier Journal that includes business management manuals, seminars aimed at improving management skills and a website. For more information, visit www.commercialcarrieruniversity.com. Succession at a family-owned business usually means transferring ownership and management to a family member. Transition to a family member raises unique management, legal and financing issues. This chapter focuses on the management issues.

Will it work?

The worst thing you should do is assume that your child or other family member will take over just because he is a family member. Answer these questions honestly: Does the family member have the passion for the business? If a son or daughter has never expressed an interest in the business before you raised the issue, it’s difficult to imagine him or her as an acceptable successor. Is the family member’s motivation appropriate? If your son is only really interested in the money and perks that go with owning and managing the business, consider whether his attitude is right for the job. Can the family member make a contribution that will help the company endure through the next genera-

104

COMMERCIAL CARRIER JOURNAL

tion? If not, then you may be doing your son a disservice by putting him in a position where he will not succeed, and you could jeopardize his own personal wellbeing as well as those of the employees. Make sure the family member has the skills the company needs. Does the family member meet minimum requirements? The scope of your operation determines what knowledge and experience a successor absolutely needs. At 25 trucks, perhaps a couple of years in operations and a great rapport with drivers will get him through. But running a 750-truck carrier likely requires at minimum several years experience as the chief executive of a mid-sized operation or perhaps a slightly lower position at a larger carrier. Do you feel obligated to keep the business in the family? If your only motivation for transferring the business to a family member is that you feel that everyone expects you to do so, then you have a problem. You obviously haven’t identified a suitable candidate yet, and perhaps there isn’t one. In the end, you aren’t doing your family or your employees any favors by handing the business to

| AUGUST 2014

someone who can’t handle it. For now, we will assume that you have answered these questions and are still confident that a particular family member could replace you. There still are a number of issues to work through.

Dealing with rocky relations

Because you likely are the family’s leader – or one of them – it may not matter much to you that family members don’t get along. But for the next generation, it may be a serious problem. If you already have family members in key positions within the company, consider whether your chosen successor, or any family member, can gain the confidence and loyalty of the others. You may be able to work through even intense problems by coaching everyone to recognize their strengths and weaknesses and, in turn, their appropriate roles within the company. A facilitator outside the family may help. In some cases, the relationships may be so emotionally charged that a family succession is unworkable. You might have a capable successor,

COMMERCIAL CARRIER UNIVERSITY the hours. He should make a point of developing his own relationships with managers and employees in all departments. Overcoming resentment And as much as possible, family relaNo matter how skilled and capable your tionships and the company organization child might be, you can’t ignore the chart should be separate. In discussions fact that others in your company will with employees, Junior should refer to presume that his pending promotion is John or Mr. Doe, not due to family privilege, Transition at a Dad. not ability. You will Be clear with never convince anyone family-owned employees about the that you chose a family business to another future direction. Once member solely based on the decision is made performance, but the family member that a family member successor can at least raises unique is being groomed to show that he is working management, replace you, comfor the job. municate that fact to As we have already legal and key managers and discussed, it’s usually fi nancing issues. employees. desirable for your succesDon’t forget about customers. Let sor to work at another company so that your most important customers know he has experience working outside the one by one at lunch or some other face“old man’s shadow.” to-face setting. Ask them to keep it confiThen, while working for your comdential until the announcement; they will pany, the successor must show that he’s capable of working hard and putting in appreciate this gesture of trust. but family dynamics will doom the company.

Notify the rest of your customers by personal letter to arrive at the time of or immediately prior to your formal announcement. Don’t let them be surprised.

Handling compensation

In a family business, it’s not necessary for the would-be successor to sign an employment contract unless other top managers have them. On the other hand, he must have a clear understanding of his role in the company, your expectations of him, when raises and evaluations occur and the strategy of the company. Pay your family successor and any other family members on the same basis as other employees. Salary should be based on responsibility, experience, skills and hours worked. You really shouldn’t be distributing your company’s profits to family members in the form of salary. Ask other trucking company owners, your CPA or perhaps an outside board for help in establishing a uniform compensation plan.

Commercial Carrier University is an educational initiative for owners and managers of trucking companies that are held at select Truckload Carriers Association events. We’re certain you will find this program a valuable resource in managing your business more easily and more profitably. CCU’s goal is to provide you with an in-depth road map for success through clear advice on basic and advanced business practices. CCU Titles Available: • How to Evaluate Life Cycle Costs • How to Manage Cashflow • How To Plan For Succession • How to Use Financial Statements • How To Write A Business Plan Produced by:

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COMMERCIAL CARRIER JOURNAL

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Backed by more than four decades of experience in LNG production, delivery and transportation, Pivotal LNG is the right LNG partner for you – today and tomorrow. Whether you are considering LNG for the first time or deploying technology already, contact us to design a flexible and cost-effective LNG supply solution that meets your needs and grows as your company’s fueling demands evolve.

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products new

Replacement air springs Veyance Technologies, manufacturer of Goodyear Engineered Products, designed SpringRide air springs for second- and third-time commercial vehicle owners to provide an economical alternative to the brand’s premium Super Cushion air springs spec’d by first-time owners and original equipment manufacturers. The air springs are built to resist ozone cracking and corrosion. Veyance Technologies, www.goodyearep.com, 800869-0435, Text INFO to 205-289-3554 or visit www. ccjdigital.com/info

Fuel filter/water separators FTG’s diesel fuel filter/water separators have integral coolant-type fuel heaters for diesel or biodiesel fuel systems operating in cold climates. Different models offer users various configurations for flexibility of installation, efficiency and flow rate capacity. FTG Inc., www.ftginc.com, 800-734-1988, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Epoxy primer PPG’s MBE-200 2.1 VOC Epoxy Primer, designed for use on trailers and service bodies, is a heavy-metals-free primer intended to perform in situations where medium film build requirements are appropriate. The primer is formulated for easier mixing, added corrosion and chemical resistance and enhanced adhesion filling properties. PPG Commercial Coatings, www.ppgcommercialcoatings.com, 800-647-6050, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Lift axle Hendrickson’s Toughlift lift axle platform is designed to use round axles for nonsteer and steer applications in severe- or heavy-duty vocations, with a round tube axle design that promotes up to a 25,000-pound capacity. The initial steer model, the LK, features an integrated leading kingpin and knuckle design for dual-tire steerable applications and is suited for heavy-duty vocational flexibility. Hendrickson, www.hendrickson-intl.com, 800-356-6737, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Aluminum wheels Accuride’s Accu-Flange aluminum wheels feature a specially-treated rim designed to reduce rim flange wear seen in heavy-haul, shifting-load and frequent stop-start applications such as mining, logging, tanker, refuse/ dump and transit. Available models include sizes 19½-by-7½ inches (40160) and 24½-

by-8¼ inches (40550), which have maximum loads per wheel of 6,700 and 12,800 pounds, respectively. The wheels are available in the company’s SP (standard polish), XP (extra polish) and Accu-Armor finishes. Accuride Corp., www.accuridecorp.com, 812-962-5000, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info commercial carrier journal | august 2014

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products

Suspension line Tramec Sloan’s commercial vehicle suspension line includes u-bolts, cast-iron products and hot-forged carbon-alloy steel and carbon-steel bolts. Also available are rubber and urethane products, as well as end-threaded rods designed with a centerline mark to allow for accurate bends. Tramec Sloan, www.tramecsloan.com, 800-336-7778, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

GIVE YOUR FLEET

MORE MUSCLE Electric reefer system Refrigerated truck body maker Morgan partnered with Dole Refrigeration for its Cold Plate system, which is powered electrically for more fuel-efficient and environmentally-friendly refrigeration. Morgan Corp., www.morgancorp.com,

Engineered with Thin Plate Pure Lead (TPPL) technology, ODYSSEY batteries provide superior power with three times the life of ordinary batteries. ODYSSEY Performance Series™ batteries provide reliable engine starting in any situation, while ODYSSEY Extreme Series™ batteries are ideal for battery-based APUs that allow you to power auxiliary systems without idling. ODYSSEY batteries keep your fleet moving and your company saving.

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Lightweight sidewall

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Supreme Industries’ FiberPanel HC is a lightweight truck body sidewall designed to increase payload capacity. The option is built with a durable fiberglass-reinforced gelcoated honeycomb sidewall material and is available on Supreme’s Van Body and Inner-City truck bodies.

Supreme Industries, www.supremecorp. com, 800-642-4889, Text INFO to 205-289-

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3554 or visit www.ccjdigital.com/info

text INFo to 205-289-3554 or visit www.ccjdigital.com/info

commercial carrier journal | august 2014

7/2/14 3:06 PM

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MEETING THE BUSINESS NEEDS OF FLEET EXECUTIVES The goal of COMMERICAL CARRIER UNIVERSITY is to provide you with an in-depth road map for success through clear advice on basic and advanced business practices.

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5 MANUALS INCLUDED:

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products

Light socket brush kit IPA’s four-piece Light Socket Brush Kit is designed to remove corrosion and restore connectivity on common 1156 and 1157 bulb sockets. Each brush features an ergonomically designed handle and a tufted end to clean the socket’s side and bottom walls. The kit includes two brushes; brass for light and medium corrosion, and stainless steel for severe corrosion. Also included are 20 industrial-grade cotton Swab-Eez and a 2-milliliter tube of DeoxIt Cleaner formulated to remove oxidation and enhance electrical contact points. Innovative Products of America, www.ipatools.com, 845-6794500, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Android dock

Rotating D-rings

IBolt’s Dock ’n Connect dock for Android devices, available as three separate kits, uses NFC technology that switches smartphones into dock mode and launches the company’s Dock ’n Drive app that initiates a customizable home interface with a GPS-enabled speedometer and compass and large shortcut buttons to access navigation and music apps.

Buyers Products’ rotating D-rings with mounting brackets are suited for side rails and decks of heavy equipment trailers and are designed to rotate to provide the best angle to secure loads. The rings have a 1-inch diameter with a 15,586-pound working load limit and are forged from carbon steel.

IBolt, ibolt.co, 435-674-3512, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Buyers Products, www.buyersproducts.com, 440-974-8888, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

DO YOU NEED TO SAVE FUEL? Get the personalized service you need for your company’s exact fleet size and makeup and increase your fleet’s fuel efficiency today from the

Work gloves

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Galeton’s Resist durable cut-resistant HPPE gloves have a foamed nitrile coating for both wet and dry gripping and are designed for flexibility when handling sharp or oily objects. Galeton, www.galeton.com, 800-221-0570, Text INFO to 205-

Go to www.arcindy.com/fuel to get started.

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commercial carrier journal | august 2014

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THE MINIMIZER TIRE MASK SYSTEM

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Truck mattresses Bostrom Seatingâ&#x20AC;&#x2122;s 7-series and 4-series truck mattresses both feature Serta technology, a replaceable zip-on cover and integrated carry straps that help make it easier for drivers to move between vehicles. The 7-series mattress is 7 inches thick and features a top layer of Sertaâ&#x20AC;&#x2122;s Cool Action gel memory

foam that also helps regulate body temperature. The 4-series mattress is 4 inches thick and can be rolled up.

Commercial Vehicle Group, www.cvgrp. com, 614-289-5360, Text INFO to 205-2893554 or visit www.ccjdigital.com/info

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products

Lubricant line Royal Purple’s Duralec lubricants are developed for overthe-road trucking, construction, mining, agriculture and heavy-duty fleets to optimize equipment performance. The line includes heavy-duty motor oils, transmission fluids, gear oil, multi-purpose grease, coolant additive, tractor fluids, hydraulic fluids and diesel additives, each formulated with the company’s premium additive packages. Royal Purple, www.royalpurple.com, 888-382-6300, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Color air hoses Phillips’ expanded rubber air hose line now includes both prefabricated and bulk rubber air hoses in blue and red to denote emergency and service lines. Both the 3-In-1 and 4-In-1 combination assemblies now will incorporate the color-coded air hoses in place of the previous black ones. The air hoses are outfitted on the tractor end with swivel fittings designed for easy installation, a spring guard built for strain release and large color-coded handle grips to facilitate easy coupling and uncoupling. They are engineered to resist abrasion, cracking, kinking and weathering. Phillips Industries, www.phillipsind.com, 800-423-4512, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

High-performance flashlight Snap-on’s high-performance flashlight features a patented optical system designed to produce a highly accurate beam of light with an electronically controlled output. Available in red and titanium, the flashlight is built to provide accurate projection with three settings on the end cap that can activate constant and momentary high- and low-power modes. The flashlight has a 50,000-hour LED life and a stainless-steel head for added durability. Snap-on, www.snapon.com, 877-762-7664, Text INFO to 205-289-3554 or visit www. ccjdigital.com/info

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Get the answers you need to run your company efficiently and profitably. Attend the most important meeting for trucking executives this year.

U.S. crude oil production has increased by 70% this decade. Should motor carriers expect fuel price relief in the near future? Join ATA Chief Economist Bob Costello and other industry experts as they examine energy production during “The Economy and Its Impact on Trucking” at the American Trucking Associations’ 2014 Management Conference & Exhibition (MC&E). This important panel discussion is part of a fourday meeting of trucking executives from across the country that focuses on economic, regulatory, and business trends that will drive your fleet’s success today and in the future. Registration is open to ATA members and others involved in trucking.

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products

Caster wheels Albion Casters’ AX Wheels are engineered with a rounded polyurethane tread that is chemically and mechanically bonded to a lightweight aluminum core to facilitate easier swiveling and quieter gliding while carrying loads up to 1,500 pounds per wheel and dispelling debris such as sand, metal chips and weld slag. The skid-resistant wheels also have double-sealed precision ball bearings to help provide maintenance-free operation and are available in 4- through 8-inch sizes with a 2-inch tread width. Albion Casters, www.albioncasters.com, 800-643-5515, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Engine coolant pump Behr’s Visco technology for engine coolant pumps is designed to reduce parasitic power losses that affect fuel economy. The electronically controlled system varies coolant pump speeds based on engine requirements and operating conditions by isolating engine input speeds hydraulically and minimizing power consumption under high-speed operation and light-engine loads where maximum flow rates are not required. The pump’s control logic is embedded in the engine’s control module. The coolant pump is designed for the vehicle’s life and does not require periodic maintenance. Behr America, www.behrgroup.com, 248-743-3700, Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

Trailer hardwood floor treatment Havco’s Floor Shield water-resistant treatment for the top surface of trailer hardwood floors is designed for fast, easy application to provide moisture protection and fast drying times and is available on the company’s oak laminate and Fusion Floor composite reinforced floors. The nearly odorless treatment dries to a golden oak tint that shows the floor has been treated evenly. The water-based technology has no solvents, requires no mixing and is not slippery or tacky during application or after drying. Havco Wood Products, www.havcowp. com, 800-792-4040, Text INFO to 205-2893554 or visit www.ccjdigital.com/info

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commercial carrier journal | august 2014

Fitzgerald Glider Kits is excited to announce that we are building several glider kits to help raise money for St. Jude Children’s Research Hospital. The entire sales Price will be donated directly to St. Jude for more infomation visit:

www.StJudeTruck.com St.Jude Children’s Research Hospital® is leading the way the world understands, treats and defeats childhood cancer and other deadly diseases.

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VISIT www.ccjdigital.com/info Airtab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 970-663-9075 . . . . . . . . . . . . . . . . . 127 AITA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601-924-9606 . . . . . . . . . . . . . . . . . . 51 Alcoa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-242-9898 . . . . . . . . . . . . . . . . . . 22 ALK Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . 800-377-6453 . . . . . . . . . . . . . . . . . . 53 All About Computers . . . . . . . . . . . . . . . . . . . . . . . 800-296-2609 . . . . . . . . . . . . . . . . . 126 Allison Transmission . . . . . . . . . . . . . . . . . . . . . . . . 317-242-5000 . . . . . . . . . . . . . . . . . . 77 American Drug Testing Consortium . . . . . . . . . . 800-528-9075 . . . . . . . . . . . . . . . . . 128 American Truck Historical Society . . . . . . . . . . . . 816-891-9900 . . . . . . . . . . . . . . . . . 124 American Truckers Legal Association . . . . . . . . . 800-525-4285 . . . . . . . . . . . . . . . . . 123 American Trucking Associations . . . . . . . . . . . . . 703-838-1755 . . . . . . . . . . . . . . . . . 117 Amsoil Distributor-Jim Fleschner . . . . . . . . . . . . 800-709-2516 . . . . . . . . . . . . . . . . . 122 Ancra International . . . . . . . . . . . . . . . . . . . . . . . . . 800-929-2627 . . . . . . . . . . . . . . . . . . 12 Apex Supply Chain Technologies . . . . . . . . . . . . . 800-229-7912 . . . . . . . . . . . . . . . . . . 95 Auto Research Co . . . . . . . . . . . . . . . . . . . . . . . . . . . arcindy .com/fuel . . . . . . . . . . . . . . 111 Avantechs Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303-HIGHWAY . . . . . . . . . . . . . . . . . . 24 Award Company Of America . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . 119 BestPass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518-459-1579 . . . . . . . . . . . . . . . . . 125 Carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-227-7437 . . . . . . . . . . . . . . . . . . 71 Cat Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-228-7225 . . . . . . . . . . . . . . . . . . 90 CCJ Fall Symposium . . . . . . . . . . . . . . . . . . . . . . . . 888-349-4287 . . . . . . . . . . . . . . . . . 114 CCJ’s Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . . 56 Comdata . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-833-8640 . . . . . . . . . . . . . . . . . . 45 Commercial Carrier University . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . .104-105 Commercial Vehicle Outlook Conference . . . . . . 888-349-4287 . . . . . . . . . . . . . . . . . 130 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-343-7357 . . . . . . . . . . . . . . . . . . 29 Cummins Filtration . . . . . . . . . . . . . . . . . . . . . . . . . 800-22-FILTER . . . . . . . . . . . . . . . . . . 59 Deckmate @ Gateway Supply LLC . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . . . . . . 123 Direct Equipment Supply Co . . . . . . . . . . . . . . . . . 800-992-1478 . . . . . . . . . . . . . . . . . 126 Dish Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 855-865-1538 . . . . . . . . . . . . . . . . . . 92 Double Coin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-226-5250 . . . . . . . . . . . . . . . . . . 43 Driver Recruiting Calculator . . . . . . . . . . . . . . . . . RandallReilly .com/DRC . . . . . . . . . 115 East Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-405-3278 . . . . . . . . . . . . . . . . . . 37 Emerson Manufacturing . . . . . . . . . . . . . . . . . . . . 800-633-5124 . . . . . . . . . . . . . . . . . 119 Ervin Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-873-6863 . . . . . . . . . . . . . . . . . . 25 Espar Heater Systems . . . . . . . . . . . . . . . . . . . . . . . 800-387-4800 . . . . . . . . . . . . . . . . . . 48 eTrucker Store . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . 110, 128 Firstenberg & Shibley Co . LPA . . . . . . . . . recruit-usa@groeneveld-group .com . . . . . . 127 Fitzgerald Truck Sales & Glide Kits . . . . . . . . . . . . 866-553-0369 . . . . . . . . . . . . . . .62, 67 Fleet One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-517-2537 . . . . . . . . . . . . . . . . . . . 7 Fleet Soft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-980-2555 . . . . . . . . . . . . . . . . . 126 Fowler Petroleum . . . . . . . . . . . . . . . . . . . . . . . . . . 844-366-8204 . . . . . . . . . . . . . . . . . . 89 Freightliner Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 503-745-8000 . . . . . . . . . . . . . . . . . 8-9 Fumoto Engineering . . . . . . . . . . . . . . . . . . . . . . . 707-545-7020 . . . . . . . . . . . . . . . . . 122 Gabriel Heavy Duty . . . . . . . . . . . . . . . . . . . . . . . . . 800-999-3903 . . . . . . . . . . . . . . . . . . 30 Gates Rubber Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gates .com . . . . . . . . . . . . . . . . . . . . . 42 Great American Trucking Show . . . . . . . . . . . . . . 888-349-4287 . . . . . . . . . . . . . . . . . 102 Great Dane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773-254-5533 . . . . . . . . . . . . . . . . . . . 5 Haldex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-643-2374 . . . . . . . . . . . . . . . . . . 97 Hankook Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hankooktireusa .com . . . . . . . . . . . . 50 Harrington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-MPG-FUEL . . . . . . . . . . . . . . . . 127 Hendrickson International . . . . . . . . . . . . . . . . . . 866-755-5968 . . . . . . . . . . . . . . . . . . 69 Henry Repeating Arms . . . . . . . . . . . . . . . . . . . . . 866-200-2354 . . . . . . . . . . . . . . . . . . 91 Hoover’s Truck & Equipment . . . . . . . . . . . . . . . . . 330-878-6630 . . . . . . . . . . . . . . . . . 113 Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . 800-438-4693 . . . . . . . . . . . . . . .17, 39 Imperial Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . 800-558-2808 . . . . . . . . . . . . . . . . . 125 IPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845-679-4500 . . . . . . . . . . . . . . . . . 109

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Isuzu Commercial Truck . . . . . . . . . . . . . . . . . . . . . 866-441-9638 . . . . . . . . . . . . . . . . . . 81 J .J . Keller & Associates . . . . . . . . . . . . . . . . . . . . . . 877-564-2333 . . . . . . . . . . . . . . . . . . 40 J .V .R . Safe-T-Signal . . . . . . . . . . . . . . . . . . . . . . . . . 818-363-7199 . . . . . . . . . . . . . . . . . 126 Kenworth Products . . . . . . . . . . . . . . . . . . . . . . . . . 877-705-3314 . . . . . . . . . . . . . . . . . 123 Kiene Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-264-5950 . . . . . . . . . . . . . . . . . 124 LabelMaster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-621-5808 . . . . . . . . . . . . . . . . . . 32 Larson Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . 800-369-6671 . . . . . . . . . . . . . . . . . 124 Love’s Travel Stops . . . . . . . . . . . . . . . . . . . . . . . . . . 800-388-0983 ext . 6761 . . . . . . . . 33 Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866-419-5861 . . . . . . . . . . . . . . . . . . 14 Maxion Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-337-0457 . . . . . . . . . . . . . . . . . 103 Maxwell Technologies . . . . . . . . . . . . . . . . . . . . . . 877-511-4324 . . . . . . . . . . . . . . . . . . 87 McLeod Software . . . . . . . . . . . . . . . . . . . . . . . . . . 877-362-5363 . . . . . . . . . . . . . . . . . . 75 Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-847-3435 . . . . . . . . . . . . . . . . . . 21 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-248-3855 . . . . . . . . . . . . 112, 118 MobilDelvac1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-mobildelvac . . . . . . . . . . . . . . . 27 Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-LET-NAPA . . . . . . . . . . . . . . . . . .IBC National Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-459-7328 . . . . . . . . . . . . . . . . . 101 Odyssey Batteries By Enersys . . . . . . . . . . . . . . . . 800-538-3627 . . . . . . . . . . . . . . . . . 108 O’Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . Firstcallonline .com . . . . . . . . . . . . . . 38 PCS Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281-419-9500 . . . . . . . . . . . . . . . . . 129 Pegasus Transtech . . . . . . . . . . . . . . . . . . . . . . . . . . 800-783-8649 . . . . . . . . . . . . . . . . . . 10 Penske Truck Leasing . . . . . . . . . . . . . . . . . . . . . . . 888-361-8978 . . . . . . . . . . . . . . . . . 125 PeopleNet Communications . . . . . . . . . . . . . . . . 888-346-3486 . . . . . . . . . . . . . . . . . . 82 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-473-8372 . . . . . . . . . . . . . . . . . . BC Peterbilt Products . . . . . . . . . . . . . . . . . . . . . . . . . . 877-705-3316 . . . . . . . . . . . . . . . . . 128 Phillips 66 Lubricants . . . . . . . . . . . . . . . . . . . . . . . 877-445-9198 . . . . . . . . . . . . . . . . . . . 2 Pivotal LNG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713-300-5116 . . . . . . . . . . . . . . . . . 106 PPG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440-572-2800 . . . . . . . . . . . . . . . . . . 79 PrePass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-361-PASS . . . . . . . . . . . . . . . . . . 31 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-324-8588 . . . . . . . . . . . . . . . . . 120 Radiator Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877-RAD-WORK . . . . . . . . . . . . . . . 122 Rig Dig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-633-5953 . . . . . . . . . . . . 116, 132 Safety-Kleen Systems . . . . . . . . . . . . . . . . . . . . . . 800-669-5740 . . . . . . . . . . . . . . . . . . 19 Save-A-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-SAV-LOAD . . . . . . . . . . . . . . . . 113 Security Truck Park . . . . . . . . . . . . . . . . . . . . . . . . . 602-484-0373 . . . . . . . . . . . . . . . . . 122 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-231-6950 . . . . . . . . . . . . . . . . . . 35 Smart Truck Systems . . . . . . . . . . . . . . . . . . . . . . . 866-986-8623 . . . . . . . . . . . . . . . . . 123 St . Jude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . StJudeTruck .com . . . . . . . . . . . . . . 121 Stay Metrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 855-867-3533 . . . . . . . . . . . . . . . . . . 44 Stemco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903-758-9981 . . . . . . . . . . . . . . . . . . 15 TA-Petro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-632-9240 . . . . . . . . . . . . . . .54, 73 Thermo King . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312-670-1164 . . . . . . . . . . . . . . . . . . 13 TMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TMC .TRUCKING .ORG . . . . . . . . . . . . 99 Triumph Business Capital . . . . . . . . . . . . . . . . . . . 866-414-9600 . . . . . . . . . . . . . . . . . . 86 Trojan Battery Co . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-423-6569 . . . . . . . . . . . . . . . . . . 47 Truckcenter .com . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-832-7525 . . . . . . . . . . . . . . . . . . 55 TSI/SSG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-223-4540 . . . . . . . . . . . . . . . . . 123 uDrove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888-995-3192 . . . . . . . . . . . . . . . . . . 46 Verizon Networkfleet . . . . . . . . . . . . . . . . . . . . . . . 866-869-1353 . . . . . . . . . . . . . . . . . . 49 Vipar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-494-4731 . . . . . . . . . . . . . . . . . . 88 Volvo Trucks North America . . . . . . . . . . . . . . . . . 336-393-2000 . . . . . . . . . . . . . . . .IFC-1 Water Cannon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-333-9274 . . . . . . . . . . . . . . . . . 122 Western Star Trucks . . . . . . . . . . . . . . . . . . . . . . . . 866-850-STAR . . . . . . . . . . . . . . .84, 85 Windshield Cam . . . . . . . . . . . . . . . . . . . . . . . . . . . 403-616-6610 . . . . . . . . . . . . . . . . . 127 Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-325-1453 . . . . . . . . . . . . . . . . . . 16 Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800-451-7660 . . . . . . . . . . . . . . . . . 127 commercial carrier journal | august 2014

131

Fiesta Fresh

Trucks Only Friendly Road

Preventable or not?

Blue Pony pounces on Doe’s delivery

n the morning of the accident, refrigerated straight-truck driver John Doe was rolling along Friendly Road toward Greensboro, N.C., en route to the Fiesta Fresh restaurant with several boxes of Mrs. Hotstuff’s Chili Con Carne. At the moment, Doe was listening to a dramatic account, on Channel 19, of a heroic Quebec-based trucker who’d taken a trailer load of broccoli hostage – as a protest against unsafe working conditions – before his capture in Iowa. Holy Hollandaise! Ah hah … there was the “Trucks Only” delivery entrance to Fiesta Fresh, dead ahead. Doe slowed to a crawl, cautiously entered the tiny dock area behind the restaurant and began a wide swing toward the right, at 5 mph, in anticipation of backing to the loading John Doe was preparing to area. His right-turn signal was flashing. back up to the restaurant’s Without warning, tragedy struck. Betty Brashly, a sleep-dazed lateloading area when an employee who was late for for-work waitress, accelerated wildly work skidded her Mustang into the gravel-covered dock area beinto his truck. Was this a hind the wheel of her blue Mustang, preventable accident? seeking a short cut to the employee parking area. Suddenly aware that Doe was turning across her bow, Brashly leaned on her horn, hit the brakes and started to slide. Simultaneously, Doe saw a flash of pink enter the yard and panic-stopped within a few feet but … WHUMPO! Egad! Brashly’s pony car had skidded right into, and slightly dented, Doe’s right-side saddle tank! Since Doe contested the preventable-accident warning letter from his safety director, the National Safety Council’s Accident Review Committee was asked for a final verdict. NSC immediately ruled in Doe’s favor, noting that he’d proceeded with caution and was stationary when struck by the speed-crazed Brashly.

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Text INFO to 205-289-3554 or visit www.ccjdigital.com/info