CCJ0916 by dwatson

SEPTEMBER 2016

CSA'S DATA TRAIL

MOBILE DRIVER APPS Help with fuel buying, routing just a touch away page 42

BALANCING ACT

More hours violations going to smaller fleets page 58

WHICH LUBE SHOULD I USE?

Many still confused over new engine oils page 34

More fleets consider shunned tire practice page 66

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

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SEPTEMBER 2016 | VOL 173 | NO. 9

JOURNAL

‘BEST THING TO HAPPEN’ IN TRUCKING

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

After decades of experiencing hours-of-service regulations and paper logbooks as a driver, owneroperator and fleet owner, Steve Rush, founder and president of Wharton, N.J.-based Carbon Express, has reached a conclusion that many other fleet executives are coming to realize: Electronic logging devices are the best thing to happen to the trucking industry. Design by David Watson

FEATURES

58 Stoking the log fires

A harsh reality has emerged when it comes to hours-ofservice enforcement, based on new analysis of Compliance Safety Accountability data by CCJ sister company RigDig Business Intelligence: Even as hours violations declined nationally in 2015, the smallest carriers still are feeling the heat in select states.

9 News Proposed rule to govern truck speeds to be published soon … NTSB says Tesla in fatal crash with tractortrailer was speeding … ELD mandate too costly, intrusive, OOIDA argues in latest filing … EPA, DOT finalize next set of tractor-trail-

er emissions standards

Balancing act

Methods of commercial tire balancing vary, as do the opinions of whether or not it’s necessary and on which axles it is most effective. The idea that it is time-consuming is a deciding factor in why many fleets opt to omit balancing from their maintenance routines, but that perception is changing as goals for lower operating costs take center stage.

… FMCSA issues e-cig safety alert to industry … Ceva owneroperators deemed contractors, not company employees … Federal court rules against New York State Thruway toll usage

47 Innovators: Covenant

14 InBrief

The Chattanooga, Tenn.-based expedited truckload company uses analytics and technology to resolve routing and driver management issues.

22 Severe Service

Transportation Group

commercial carrier journal

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DEPARTMENTS

ccjdigital.com

technology

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

Editorial

Editor: Jeff Crissey Senior Editor: Aaron Huff Equipment Editor: Jason Cannon Managing Editor: Dean Smallwood News Editor: James Jaillet Associate Editor: Matt Cole Contributing Editor: Todd Dills

26 29 30

Phase 2 emissions-fuel efficiency rule will take green to go greener Daimler rolls out electric heavy truck Mercedes-Benz Vans goes all in with new U.S. Sprinter plant

30 InBrief 32 Detroit ready to roll out 4-cylinder DD5 engine

34 InFocus: PC-11 oils 35 Mack debuts fuel economy tool 35 Shell ‘StarShip’ slated for test

36 38 38

editorial@ccjdigital.com

Omnitracs adds video option to in-cab, mobile platforms Blue Tree launches new interface for telematics ARI releases fleet Driver Scorecard tool

38 InBrief 40 LaneAxis rolls out VPN

software as SaaS for 3PLs

Gorilla Safety rolls out asset tracking product

42 InFocus:

Mobile driver apps

next spring

Teletrac Navman launches Director fleet management platform

ALSO IN THIS ISSUE

6 80

Products

Air filters, bypass cooler, A/C compressor, more

COMMERCIAL CARRIER JOURNAL

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Upfront

Pilot program offers hope for under-21 interstate drivers

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?

Ad Index

Design & Production

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

Trucking Media

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

Corporate

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

3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@ halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by RandallReilly Publishing Co. LLC on the representation that the advertiser and/or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2016, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

| SEPTEMBER 2016

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UPFRONT

Pilot program offers hope for under-21 interstate drivers Could FMCSA’s study lead the way to younger professional truckers? BY JEFF CRISSEY

he current sluggish freight environment has eased some of the trucking industry’s angst over the driver shortage, but make no mistake: Existing and future regulations and an aging workforce will bring the topic roaring back to life in the coming months and years. According to a report issued by the American Trucking Associations late last year, the industry will need to add 890,000 drivers to offset driver retirement and expected industry growth. By 2024, the driver shortage could reach nearly 175,000. That’s a lot of empty seats compared to 2014’s 38,000 shortfall. Carriers have left no stone unturned in their search for new sources of qualified driver candidates, with military veterans being the latest group pursued by fleet recruiters. But the biggest, yet presently unattainable, demographic that would fill the coming void for interstate carriers is 18 to 21 year olds. Industry groups including ATA and the Truckload Carriers Association have long advocated for lowering the minimum driving age for commercial motor vehicle operators operating in interstate commerce, but to no avail. But a new pilot program initiated last month by the Federal Motor Carrier Safety Administration could open the door for under-21 drivers, at least in part. As mandated by the Fixing America’s Surface Transportation Act, the agency has proposed a pilot program using drivers between the ages of 18 and 21 with military driving experience in interstate commerce. The experiment would pit a study group of 200 such drivers against a control group of drivers between the ages of 21 and 26 with “comparable levels of training and experience” to compare safety performance over a three-year period. Participating carriers with younger military drivers would have to submit an equal number of older drivers as part of the control group. Additional carrier requirements under the pilot program would

include use of electronic logging devices for all drivers in the study; appropriate Safety Measurement System status and good safety records; and monitoring and reporting of safety performance for study group members, including traffic violations, crashes and inspection violations, among others. FMCSA also may require onboard monitoring systems to record and report safety-critical events such as lane departures and hard-braking incidents. Whatever results eventually are generated from FMCSA’s proposed pilot program, you can bet that safety advocacy groups will come out swinging against lowering the legal age for interstate CMV drivers. Undoubtedly, younger passenger car drivers are less safe than more experienced drivers. But that comparison doesn’t necessarily hold up when comparing them to peers who would choose truck driving as a profession and undergo extensive CDL training before embarking on their new careers. In 1975, the Federal Highway Administration (FMCSA’s predecessor) issued a report stating drivers under the age of 21 “lack the general maturity, skills and judgment necessary in handling commercial motor vehicles.” Clearly, the younger participants with military driving experience in the proposed pilot program will have an uphill battle to overcome decades of this line of thinking, from both a public and regulatory standpoint. If you’re a proponent of younger drivers, there’s a lot riding on this study. While the number of under-21 military drivers is infinitesimally small compared to the total U.S. workforce between the ages of 18 and 21, if FMCSA’s pilot program generates concrete statistics and demonstrates no discernable difference in the safety performance between the two groups, it could open the door to future driver age studies and, perhaps one day, even lowering the driving age specified in the Federal Motor Carrier Safety Regulations. And that would go a long way to safely solving the driver shortage before it gets out of hand.

JEFF CRISSEY is Editor of Commercial Carrier Journal. E-mail jcrissey@ccjmagazine.com.

commercial carrier journal

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS Little has been made public about the rule’s contents, such as what the regulated speed limit for heavy-duty trucks would be.

NTSB says Tesla in fatal crash with tractor-trailer was speeding

Proposed rule to govern truck speeds to be published soon

proposed federal rule to require the use of speed limiters on heavy-duty trucks has cleared its final hurdle in the regulatory process and likely will be published in the coming weeks. The White House Office of Management and Budget stamped its approval on the rule Aug. 12, according to the White House’s online rulemaking portal. The Notice of Proposed Rulemaking now may be published at the U.S. Department of Transportation’s discretion. Rules generally are published in the weeks following OMB’s clearance. The speed limiter rulemaking was initiated in March 2014 following a petition by the American Trucking Associations and Roadsafe America. ATA has said it asked DOT to implement a 65 mph speed limit on trucks weighing more than 26,000 pounds. Little has been made public about the rule’s contents, however, such as what the regulated speed limit would be, when the rule would take effect and which trucks would be required to comply with the mandate. Those details will be made known once the proposed rule is published in the Federal Register. At press time, DOT’s latest regulatory report had listed an Aug. 26 publication date. The NPRM likely will have a 60- or 90-day comment period, during which the Federal Motor Carrier Safety Administration will seek comment from industry stakeholders and the public at large about the rule and its requirements. FMCSA then will use the comments to craft a Scan the QR code with your final version of the speed limiter rule, which then smartphone or will have to go back through the regulatory process visit ccjdigital.com/ before being made final. That process could take news/subscribe-toseveral years. The rule then likely will have a comnewsletters to sign up for the CCJ Daily Report, a daily e-mail newsletpliance window, perhaps a year or longer, before it’s ter filled with news, analysis, blogs fully in effect. and market condition articles. – James Jaillet

preliminary National Transportation Safety Board report issued last month on the fatal July crash involving a Tesla in selfdriving mode and a 53-foot tractortrailer determined the Tesla was traveling 9 mph over the posted 65 mph speed limit. The Tesla Model S hit a tractortrailer that was crossing the road in front of the car, which was in its autonomous Autopilot mode. The car maker said the white trailer disappeared into the bright sky behind it, causing the system to not detect the large vehicle in front of it. The Tesla’s driver died in the crash. “The car’s system performance data revealed the driver was using the advanced driver assistance features, Traffic-Aware Cruise Control and Autosteer lane keeping assistance,” NTSB said in its preliminary report. “The car was also equipped with automatic emergency braking that is designed to automatically apply the brakes to reduce the severity of or assist in avoiding frontal collisions.” Tesla issued a statement saying the driver should have been paying attention and ready to take control of the car if needed since its Autopilot system is only in beta mode. The crash prompted safety groups to call on the U.S. Department of Transportation to bar vehicles from operating in autonomous mode while on public roads. NTSB said in its preliminary report that a team of five board investigators went to the site of the crash, Williston, Fla., to conduct an on-site probe. A final report is expected to be released within the next 12 months. – James Jaillet

commercial carrier journal

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JOURNAL NEWS

ELD mandate too costly, intrusive, OOIDA argues in latest filing

he Owner-Operator Independent Drivers Association last month filed another brief with the federal appeals court overseeing its lawsuit against the federal rule requiring truckers to use electronic logging devices to track their duty status. In its Aug. 12 The Owner-Operator Independent Drivers Asfiling, the association again spells sociation again argued that the rule violates truckers’ Fourth Amendment protections. out its chief legal arguments against the U.S. Department of Transportation’s December 2017-effective electronic logging device mandate. OOIDA’s 45-page filing with the 7th Circuit Court of Appeals is the latest in the ongoing lawsuit brought by the association and two truckers who are asking the court to strike down the ELD mandate and block it from taking effect. The brief comes in response to a 60-page filing made in June by the Federal Motor Carrier Safety Administration, which defended its mandate against criticisms leveled by OOIDA in the association’s original March 2016-filed lawsuit. OOIDA again argues in its latest brief that the rule violates truckers’ Fourth Amendment protections against illegal searches and seizures and does not meet Congress’ requirements for the rule. The group also argues the mandate still opens the door for truckers to be harassed by their employers via the devices and does not stand up to a cost-benefit analysis. The costs associated with complying with the mandate, especially for small carriers and independent truckers, heavily outweigh the benefits, OOIDA argues. FMCSA asserted in its June-filed legal defense of the rule that trucking is a “pervasively regulated industry,” thereby meaning truckers’ Fourth Amendment rights are not at risk of being violated by the ELD mandate. OOIDA argues otherwise. “By statute, ELDs are intended to serve the ordinary needs of law enforcement,” OOIDA argues in its brief. “This use is not covered by the pervasively regulated industry exception to the Fourth Amendment’s warrant requirement.” The association harps heavily in its latest filing about the lack of a true costbenefit analysis of ELD adoption, saying DOT erred in not providing such. Moreover, OOIDA claims, the ELD mandate does not meet the requirements set by Congress for the rule, as the devices only record engine activity and do not automatically record drivers’ duty status. Lastly, OOIDA says the agency did not institute enough safeguards in its December 2015-issued rule to prevent carriers from harassing truckers with ELDs. The same appeals court overseeing OOIDA’s current lawsuit, the 7th Circuit Court, struck down a previous attempt by FMCSA to mandate ELDs because of the lack of protections against driver harassment. The 7th Circuit Court is set to hear oral arguments in the case Sept. 13, when it’s expected that OOIDA will further spell out the arguments made in its lawsuit and FMCSA will defend the rule’s merits, its intentions to increase hours-of-service compliance and the statutes set by Congress. – James Jaillet

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JOURNAL NEWS

EPA, DOT finalize next set of tractor-trailer emissions standards

he U.S. Environmental Protection Agency and U.S. Department of Transportation last month issued the final draft of the next round of emissions and fuel economy standards for U.S. heavy-duty trucks, calling for a 25 percent reduction in certain greenhouse gases by 2027 when compared to 2018 model-year equipment. EPA and the National Highway Traffic Safety Administration first proposed their Phase 2 emissions standards last year, and last month’s rule finalized their joint proposal. By model year 2027 – when the Phase 2 standards are implemented in full – tractors in a tractor-trailer combination must achieve up to 25 percent lower carbon dioxide emissions and fuel consumption than an equivalent tractor in 2018. The final Phase 2 standards immediately follow Phase 1 greenhouse gas and fuel efficiency standards that won’t be fully implemented until next year. EPA said in its 1,690-page document published Aug. 16 that it expects the final standards to lower CO2 emissions

EPA expects the final standards to lower CO2 emissions by about 1.1 billion metric tons and save vehicle owners about $170 billion in fuel costs.

by about 1.1 billion metric tons and save vehicle owners about $170 billion in fuel costs while reducing oil consumption by up to 2 billion barrels over the lifetime of the vehicles sold under the program. However, to hit those marks, the agencies are asking for better performance from North American truck and engine makers and for those companies to test the imaginations of their engineers. For diesel tractor engines, the agencies are adopting standards for model year 2027 that are more stringent than the

preferred alternative from the original proposal. The tighter standards will require reductions in CO2 emissions and fuel consumption that are 5.1 percent better than the 2017 baseline for a tractor’s engine. The agencies also are adopting standards for model years 2021 and 2024, requiring reductions in CO2 emissions and fuel consumption of 1.8 to 4.2 percent better than the 2017 baseline tractor engines. – Jason Cannon

FMCSA issues e-cig safety alert to industry

he Federal Motor Carrier Safety Administration last month issued a safety advisory to owners and operators of commercial motor vehicles concerning the transportation risks associated with the use of battery-powered portable electronic smoking devices such as e-cigarettes, e-pipes, e-hookahs, personal vaporizers and electronic nicotine delivery systems. The agency cited recent incidents where use of such devices has resulted in explosions, injuries and fires. The explosions regularly involved the ejection of a burning battery case or other components from the device, which subsequently ignited nearby flammable or combustible materials. The U.S. Fire Administration esti-

mated there were 25 of these incidents between 2009 and August 2014, but FMCSA said news sources have placed the number at more than 150 explosions that have occurred mostly while the e-cigarettes were charging, being used or simply being carried. The agency noted that the Federal Hazardous Materials Regulations and Federal Motor Carrier Safety Regulations currently do not specifically address the potential safety risks posed by battery-powered portable electronic smoking devices. However, motor carriers and drivers were asked to be cognizant of the risks associated with the devices and exercise good judgment and appropriate discretion in their possession, storage and charging or use on,

FMCSA cited recent incidents where use of battery-powered portable electronic smoking devices has resulted in explosions, injuries and fires.

around or while operating a CMV. FMCSA also asked carriers and drivers to adhere to federal smoking prohibitions on, near or when loading and unloading a motor vehicle transporting hazardous materials. – CCJ Staff

commercial carrier journal

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JOURNAL NEWS

INBRIEF 9/16 • The American Transportation Research Institute is coordinating an Integrated Corridor Management program with the U.S. Department of Transportation designed to address traffic congestion along major U.S. corridors. After an April report from ATRI that found congestion cost the trucking industry nearly $50 bil-

lion in 2014, the groups are tackling the problem by developing an ICM program to promote integrated and proactive management of existing infrastructure by both the private and public sector. • The Commercial Vehicle Safety Alliance set Oct. 16-22 as the dates for its annual nationwide Operation Safe Driver Week traffic safety enforcement and education blitz. During the 2015

TACKLE DISTRACTED DRIVING HEAD-ON

campaign, more than 21,000 vehicles were pulled over, and more than 19,000 roadside inspections were conducted on commercial vehicles. • The Federal Motor Carrier Safety Administration last month launched an “Our Roads, Our Responsibility” campaign aimed at raising public awareness of how to drive around large trucks and buses. • Truckstop.com teamed with cargo theft prevention firm CargoNet to provide alerts of theft instances and fraudulent activity reports to Truckstop. com users. The partnership aims to curb cargo theft by giving Truckstop.com members access to theft alerts derived from CargoNet’s well of data. CargoNet will provide weekly cargo theft incident summaries and offer incentives to Truckstop.com members who also wish to be CargoNet members. • Buffalo Lake, Minn.-based Kottke Trucking Inc., a 175-truck refrigerated and dry van hauler, purchased Walbon & Co. Inc.’s over-the-road operations, including its routes, trucks, trailers and a terminal in Wildwood, Fla. Terms were not disclosed. • Aim Integrated Logistics announced a third-party logistics division that initially will focus on freight brokerage, with service offerings such as truckload brokerage, expedited services and specialized hauling.

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COMMERCIAL CARRIER JOURNAL

• Tank hauling carrier Neier Inc. was ordered to pay nearly $200,000 in back pay, punitive and compensatory damages and attorney’s fees after the company fired driver Michael Butler for refusing to accept a load the trucker said would have put him in violation of federal hours-of-service limits. Neier also was ordered to reinstate Butler in the July 29 ruling by administrative law Judge Alice Craft for the U.S. Department of Labor, who found Neier in violation of Surface Transportation Assistance Act laws protecting drivers from retaliation. • The Pennsylvania Turnpike Commission last month announced a 6 percent toll increase for both E-ZPass and cash-paying travelers beginning Jan. 8, 2017. Drivers of Class 8 five-axle trucks traveling across the state on the Turnpike from the Ohio entrance to the New Jersey exit will see an E-ZPass increase from $231.87 to $245.78 and a cash increase from $322.90 to $342.27.

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JOURNAL NEWS

Ceva owner-operators deemed contractors, not company employees

n Oregon appeals court last month ruled that owner-operators leased to Ceva Freight (CCJ Top 250, No. 54) are rightly classified as independent contractors according to state law. The state’s labor department had asserted the truckers should have been classified as company employees and that Ceva must pay unemployment tax on their wages. A three-judge panel for the Oregon Court of Appeals ruled otherwise, saying that per a state law’s four-part test

Though some owner-operators for Ceva Freight operate under their own authority, many operate under Ceva’s authority.

for determining whether a contractor is an employee, the owner-operators were not company employees. The ruling was issued July 20. Though some owner-operators for Ceva operate under their own authority, many operate under Ceva’s authority, as is common industry practice. The owner-operators in question in the employment case either owned or leased their trucks and paid for their own business licenses, insurance, fuel, tires, maintenance, tools and uniforms, according to court documents. Their trucks did have to be white, and they had to split the costs with Ceva to have the carrier’s logo decaled on the side. The owner-operators also had to wear Ceva uniforms, carry Ceva identification and attend some Ceva-required driver meetings, among other standard requirements such as delivering loads within a certain window of time.

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However, those stipulations weren’t compelling enough to convince the court that the truckers were company employees. “Apart from those requirements, Ceva played little role in how owner-operators performed their work,” the judges wrote in their ruling. “Owner-operators provided and operated their own trucks and could hire their own drivers, establish their own work schedules, routes and delivery schedules, and load their vehicles according to their preferences.” The Oregon Employment Department brought its complaint against Ceva following an audit of the carrier’s 2009 and 2011 unemployment tax payments. An administrative law judge upheld the state labor department’s findings, which Ceva challenged. The appellate court’s July 20 ruling reversed the lower judge’s ruling. – James Jaillet

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JOURNAL NEWS

Federal court rules against New York State Thruway toll usage

federal court last month ruled against New York State’s practice of using Thruway tolls paid by interstate truckers to finance tourism and recreation projects that make up the New York Canal System. The U.S. District Court for the

Southern District of New York ruled in favor of the American Trucking Associations, three state trucking fleets and numerous individual truckers in its Aug. 10 opinion “because the Thruway Authority’s diversion of toll revenue collected from interstate

truckers to maintain the Canal System violates the [Constitution’s] Dormant Commerce Clause.” Since 1992, the Thruway Authority has owned the state’s Canal System and as of 2012 had maintained it to the tune of over $1.1 billion. In recent years, rising costs have reached over $100 million annually – about 12 percent of tolls. “The Canal System is a valuable asset for the state of New York and the communities along it,” said Rich Pianka, ATA acting general counsel. “The residents of the state and communities – not trucks passing through the state – should bear the burden of supporting the Canal.” In its ruling, the court agreed. “Some combination of New York taxpayers, local businesses benefitting from tourism revenue and the actual users of the Canal System’s many facilities should want to pay for its upkeep,” the Court said. “The State of New York cannot insulate the Canal System from the vagaries of the political process and taxpayer preferences by imposing the cost of its upkeep on those on drive the New York Thruway in interstate commerce.” The companies that were part of the suit were Wadhams Enterprises of Phelps; Lightning Express Delivery Service of Modena; and Ward Transport & Logistics Corp., with operations in Newburgh and Tonawanda. Their suit had been thrown out earlier by a Manhattan federal court judge because the state wasn’t named as a party. – CCJ Staff

Since 1992, the N.Y. Thruway Authority has owned the state’s Canal System. Upkeep costs have surpassed $100 million annually.

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8/22/16 3:29 PM

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EQUIPMENT

Volvo adds crawler gears to I-Shifts By JASON CANNON Volvo Trucks North America now offers optional crawler gears in its 13- and 14-speed I-Shift transmissions to target applications such as concrete and paving operations. I recently was able to try out a 14-speed I-Shift with crawler gears on a VHD I took for a spin around Volvo Construction Equipment headquarters in Shippensburg, Pa. Crawler gears can accommodate a GCVW of up to 220,000 pounds and allow for speeds as slow as 0.6 miles per hour with a 3.58 rear axle ratio. The VHD I was driving took it a step further with a 3.07 rear axle ratio. Stronger drivelines have been added to accommodate the faster axle ratios. The transmission can operate in efficiency mode for highway speeds, or performance mode for heavy loads on rough terrain. Switching to manual mode, which I did to navigate up a 21 percent grade while loaded with 80,000 pounds of aggregate, gives the driver the flexibility to call his own shots when the need arises, but it’s not a necessity in most cases. Gears can be selected up and down easily enough with two buttons on the shifter. Coming down that same grade proved even easier than

Demand for vocational trucks is growing relative to long-haul tractors due to a rebounding construction segment and weaker demand for over-the-road freight, said Magnus Koeck, Volvo Trucks’ vice president of marketing and brand management.

climbing it, thanks to an intuitive engine brake that feels like an old friend who’s got your back. I rolled the truck down the grade into a hard left turn and barely touched the service brake. The axle’s faster gearing provided better throttle response, and the increased engine efficiency of the 500-horsepower D13 engine enhanced the truck’s overall drivability. Volvo Trucks North America, www.volvotrucks.us

Severe-service tire Goodyear’s Armor Max Pro Grade MSD tire is suited for construction, cement, dump and coalfield trucks. The tire’s casing is engineered for enhanced retreadability, and its rugged tread design helps enhance on- and off-road traction. A tough tread compound helps resist chipping and chunking, while a mixedservice undertread compound helps enhance the casing’s toughness. A cool-running base compound helps provide longer tread life and lower rolling resistance, which leads to enhanced fuel efficiency and greenhouse gas compliance. The Armor Max also features the company’s proprietary DuraSeal Technology designed to seal nail-hole punctures of up to ¼-inch in diameter in the repairable area of its tread. The tire is available in sizes 11R22.5, 11R24.5 and 12R22.5, all load range H. Goodyear Tire & Rubber Co., www.goodyeartrucktires.com

Refuse retread Bridgestone’s Bandag BRM3 all-position refuse retread features a proprietary compound and tread engineered for longer wear, durability and traction. The retread’s robust shoulders help resist damage caused by frequent twisting and turning, while a high center void and shoulder sipes contribute to a stronger grip on wet roads. Bridgestone Americas, www.bridgestoneamericas.com

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Cleaner trucks – and wallets Phase 2 emissions-fuel efficiency rule will mean more green to be greener

ast month, the Obama administration finalized its second round of greenhouse gas and fuel efficiency standards for commercial trucks. (See page 13.) Even though the rule – commonly referred to as Phase 2 – was mostly expected, it doesn’t make the regulatory pill any easier to swallow for fleets already on the hook for implementing electronic stability control and electronic logs, while speed limiters await them on the horizon. The 1,690-page document is an imposing read, but the rule essentially requires a reduction of up to 25 percent in carbon emissions from tractor-trailers over the next decade. For diesel tractor engines, the U.S. Environmental Protection Agency and National Highway Traffic Safety Administration are adopting standards for model year 2027 that are more stringent than the preferred alternative from the original proposal, and will require reductions in carbon dioxide emissions and fuel consumption that are 5.1 percent better than the 2017 baseline for a tractor’s engine. Just how all of this is going to happen IMPOSING RULE: The rule requires 25 percent fewer carbon emissions from tractor-trailers over the next decade.

RABBITS OUT OF HATS: To meet model-year 2017 standards, we’ve seen most truck OEMs implement new ingenuities.

EPA NOT DONE YET: We’re already headed toward an even cleaner horizon, but start saving your pennies.

commercial carrier journal

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Even though the Phase 2 rule was mostly expected, it doesn’t make the regulatory pill any easier to swallow for drivers and fleets.

remains to be seen. The resurgence of waste heat recovery is certainly on deck, as are refinements in turbo compounding and other less obvious things that I’m not smart enough to guess. Phase 2 is going to tax the imaginations of engine builders nationwide, but truck OEMs almost universally praised its adoption last month. To meet emissions standards for model year 2017, the final year of Phase 1, you’ve already seen most truck OEMs implement new ingenuities. From redesigned pistons to turbo compounding and one-box aftertreatment systems, rabbits already have been pulled out of the hat. According to the nonprofit Diesel Technology Forum, 42 percent of all commercial trucks in use today in the United States already achieve near-zero particulate emissions with 2007 and newer diesel technology engines. Of those trucks, 26 percent have 2011 generation or newer clean diesel technology that also achieves near zero emissions of nitrogen oxides. Allen Schaeffer, DTF executive director, says the agency’s most recent research shows the 4.2 million new clean diesel commercial trucks put in service from 2007 through 2015 have saved nearly three billion gallons of diesel fuel and delivered significant emissions reductions equivalent to removing the emissions from 6.1 million light-duty vehicles from the road for one year, and NOx emissions from all light-duty vehicles for two years. Phase 2 ramps that up, with expectations to lower emissions by about 1.1 billion metric tons while reducing oil consumption by up to 2 billion barrels over the lifetime of the vehicles sold under the program. The obvious question here: “How much will all of this cost?” Most of the estimates I’ve seen say a model-year 2021 unit will cost about $6,000 more

| september 2016

8/22/16 9:41 AM

PRODUCT REVIEWS, OEM & SUPPLIER NEWS, AND EQUIPMENT MANAGEMENT TRENDS BY JASON CANNON

than a comparable pre-Phase 2 unit. By 2027, that premium could balloon to more than $12,000. In 2027, additional efficiencies on trailers are expected to push their cost upwards of $1,100. U.S. Transportation Secretary Anthony Foxx says the Phase 2 initiative could save vehicle owners about $170 billion in fuel costs, and that the payback to truck and trailer owners for this technology will be about two years. Another of Phase 2’s many legitimate questions: “How clean is clean enough?” Schaeffer says it would take more than 60 of today’s clean diesel trucks to equal the emissions from a single truck built before 1990. In Southern California, more fine particles now come from brake dust and tire wear than from heavy-duty diesel trucks, he says. As a result of the clean diesel movement over the past decade, emissions from heavy-duty diesel trucks and buses have been reduced by 98 percent for NOx – an ozone precursor – and 98 percent for particulate emissions, Schaeffer says. That’s pretty clean, and we’re already headed toward an even cleaner horizon. But you’d better start saving some pennies. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@ randallreilly.com or call (205) 248-1175.

WANT MORE EQUIPMENT NEWS?

Scan the barcode to sign up for the CCJ Equipment Weekly e-mail newsletter or go to www.goo.gl/Ph9JK.

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Daimler rolls out electric heavy truck

he race to build an electric heavy truck just got another contestant, and last month it seized the lead. While upstart Nikola Motor Co. and Tesla seemed locked in a battle to roll out the first electrified truck, Daimler Trucks debuted its Mercedes-Benz Urban eTruck, a fully electric truck with a total weight of up to 28 tons. Stefan Buchner, head of Mercedes-Benz Trucks, said the market launch of the technology is conceivable by the beginning of the next decade. Daimler Trucks already has demonstrated the day-to-day suitability of a fully electric truck in the light distribution segment with its Fuso Canter E-Cell, which has been in customer trials since 2014. “Electric drive systems previously only saw extremely limited use in trucks,” said Dr. Wolfgang Bernhard, responsible for Daimler Trucks & Buses at the Board of Management. “Nowadays, costs, perfor-

mance and charging times have developed further so rapidly that now there is a trend reversal in the distribution sector. The time is ripe for the electric truck, and with the Mercedes-Benz Urban eTruck, we are now electrifying the heavy distribution segment up to 26 [metric tons]. We intend to establish electric driving as systematically as autonomous and connected driving.” The Mercedes-Benz Urban eTruck is based on a heavy-duty three-axle short-radius Mercedes-Benz distribution truck, but with a revised drive concept. The entire conventional drivetrain was replaced by an electrically driven rear axle with electric motors directly adjacent to the wheel hubs – derived from the electric rear axle developed for the Mercedes-Benz Citaro hybrid bus. Power is supplied by a battery pack consisting of three lithium-ion modules, resulting in a range of up to 125 miles – enough for a

Daimler Trucks debuted its Mercedes-Benz Urban eTruck, a fully electric truck with a total weight of up to 28 tons.

typical daily delivery tour. The batteries are housed in a crash-proof location inside the frame. The cost of fully electric drive systems, coupled with their low mileage range, has made the venture prohibitive until recently. Daimler Trucks expects the costs of batteries to lower by a factor of 2.5 between 1997 and 2025 – from $550/kWh down to $220/kWh. At the same time, performance is forecast to improve by the same factor over the same period – from 80 Wh/kg up to 200 Wh/kg. – Jason Cannon

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SEPTEMBER 2016

8/22/16 9:42 AM

INBRIEF • Bendix issued a recall on more than 190,000 of its SR-5 Trailer Spring Brake Valves manufactured between Jan. 1, 2004 and March 4, 2016. The recalled valves could cause a delay in application of the spring brakes while parking, which may cause a trailer to roll away after being decoupled from a tractor. More than 39,000 trailers from 16 manufacturers were recalled. • Freightliner announced its second round of layoffs at its plant in Gastonia, N.C. Parent company Daimler Trucks North America cited a continuing slump in Class 8 truck sales. Nearly 300 Gastonia workers have been let go this year. • ZF acquired a 40 percent stake in Ibeo Automotive Systems, a developer of light detection and ranging technology and environmental recognition software used in autonomous driving. ZF said Ibeo’s LIDAR advancements expand its sensor portfolio of radar and camera technologies. • Isuzu Commercial Truck of America opened its first Center of Excellence in northeast Pennsylvania – a 100,000-square-foot parts distribution center and 30,000-square-foot training facility – to support dealerships and customers in the region. • Nikola Motor Co. announced that it has achieved 100 percent zero emissions on its Nikola One electric Class 8 truck. The company said the truck requires only 15 minutes of downtime to recharge for 1,000 miles of run time while hauling 80,000 pounds of freight. • Navistar service departments at all North American International Truck and IC Bus locations now have access to Accelerator Write-Up, an Android mobile app designed to expedite customers’service visits by streamlining the write-up and diagnostic process. • Volvo Trucks North America and Mack Trucks both renewed their respective contracts with Decisiv, a developer of uptime solutions and provider of both truck makers’ ASIST web-based tool that provides real-time communication between customers and dealers.

commercial carrier journal

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Mercedes-Benz Vans goes all in with new U.S. Sprinter plant

t a July 27 ceremony attended Mercedes-Benz USA Vans’ new MasterSolutions by U.S. Sen. (R-S.C.) Lindsey program allows customers to order select upfit Graham, South Carolina Gov. options directly through the dealer. Nikki Haley and other dignitaries, Mercedes-Benz USA Vans broke ground on a new $500-million Sprinter manufacturing plant in North Charleston, S.C. U.S.-based production of the company’s vans solidifies Mercedes-Benz Vans’ commitment to the North American van market. When the Sprinter first arrived on U.S. shores in 2001, it operated under either the Freightliner or Dodge badges. After Daimler divorced Chrysler in 2007, the German automaker reintroduced the versatile van under the Mercedes-Benz name starting in 2010. Since then, the Mercedes-Benz Sprinter has experienced five consecutive years of record growth as part of the company’s lineup. In 2015, Mercedes-Benz USA Vans sold 28,500 units in the United States, an 11 percent increase from 2014. According to Bernie Glaser, vice president and managing director of Mercedes-Benz USA Vans, 2016 year-to-date Sprinter sales through June are up another 16.5 percent. Currently, the Sprinter van and its Metris sibling are produced in Düsseldorf, Germany, disassembled and shipped to a North Charleston plant for reassembly, an inefficient but necessary process to avoid a 25 percent tariff. The new production facility, adjacent to the existing reassembly facility, eliminates the tariff and will employ up to 1,300 workers and create an additional 400 jobs at local suppliers. Michael Balke, incoming chief executive officer and director of production for Mercedes-Benz Vans, said the goal is to begin production before the end of the decade. When completed, the North Charleston plant will become the company’s seventh van manufacturing facility worldwide. Entry-level Metris Worker, MasterSolutions Mercedes-Benz USA Vans also announced the availability of the Metris Worker cargo and passenger vans. The Worker is the company’s entry-level designation, with starting price points of $25,995 for the cargo van and $29,995 for the passenger version. It will retain the 2.0-liter four-cylinder engine with 208 hp and 258 lb.-ft. torque and the 7G-Tronic seven-speed automatic transmission. The Metris Worker cargo van is available in white, while the passenger van adds black and silver options as upgrades, primarily for customers in the limousine market. The cargo van joins the Sprinter Worker cargo van introduced earlier this year with a $32,495 MSRP. For its no-frills Sprinter Worker vans, Mercedes-Benz USA Vans also announced new chassis, engine and body configurations. Available in late 2016, the new options include a 170-inch wheelbase and high-roof configuration allowing as much as 486½ cubic feet of cargo space and a 6½-foot standing height, and a 3.0-liter V6 BlueTec turbo diesel engine with a five-speed automatic transmission in addition to the standard four-cylinder diesel/ seven-speed transmission base spec. Mercedes-Benz USA Vans also introduced MasterSolutions, a new turnkey approach to upfitting its Sprinter and Metris van models. The company has partnered with Knapheide, Auto Truck Group and SmartLiner to provide a wide range of vocational options that customers can order directly from Mercedes-Benz and Freightliner dealers. – Jeff Crissey | september 2016

8/22/16 9:42 AM

Uber enters trucking via Otto acquisition

rucking technology startup Otto was acquired by ride-sharing tech giant Uber, and the two companies said they have plans for not only deploying an autonomous retrofit system on tractor-trailers but also bringing Uber-type technology to trucking to create a nationwide load-truck matching platform. The acquisition, terms of which were not announced, isn’t Uber’s first foray into trucking: Company co-founder Garrett Camp is an investor in Convoy, an on-demand service that allows shippers to request a truck, get price quotes and track the cargo to its delivery. Otto was founded by former tech executives from major players such

Otto and Uber envision bringing ride sharing-type technology to trucking to create a nationwide load-truck matching platform.

as Google, Tesla and Apple. The company announced in May its plans to develop a system that could convert traditional Class 8 trucks into self-driving vehicles. Its acquisition by Uber, however, paves the way for something more, Otto said. “By combining these two technologies, we can create a freight network that is constantly learning and improving,” the company said when

announcing its acquisition by Uber. “Each truck that joins the network can provide valuable information that makes all other trucks safer and more efficient,” Otto said. “In turn, drivers get paid more, and shippers get a more reliable service. Self-driving trucks together with a marketplace create a virtuous cycle where everyone benefits.” – CCJ Staff

Kenworth ending T660 production, adds new T680 daycab options

enworth will cease production of its T660 tractor later this year, signaling the end of the line for the truck that led the company’s charge into modern aerodynamics and fuel efficiency. The truck maker will send the T660 out with a limited production run of 500 units. The truck has sold 60,000 units since its introduction in 2007. “It’s been a good 10-year run,” said Jason Skoog, assistant general manager of sales and marketing. Kenworth also is rolling out its Advantage package to T680 daycabs, targeting pickup-and-delivery and regional-haul operators. The company said the package offers up to a 6 percent fuel-efficiency improvement. The T680 Advantage Day Cab features an optimized powertrain that includes the 2016 Paccar MX-13 or MX-11 engine and the Eaton Fuller Advantage 10-speed automated transmission. Those are combined with fuel-efficient Meritor MT40-14X drive axles rated at 40,000 pounds, Flow Below wheel covers and Kenworth’s Driver Performance

Kenworth will send the T660 out with a limited production run of 500 units. The truck has sold 60,000 units since its introduction in 2007.

Assistant, Predictive Cruise Control and Neutral Coast. Kurt Swihart, marketing manager, said the daycab borrows fuel-efficiency optimization specifications and aerodynamic treatments from Kenworth’s fuel-efficient T680 Advantage 76-inch sleeper. – Jason Cannon commercial carrier journal

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september 2016

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INBRIEF • PurePower Technologies, a former unit of Navistar Inc., announced an investment of $15 million to expand manufacturing capacity in Blythewood, S.C., for its new diesel fuel injector technology. The company said the investment will result in 79 new jobs. • Continental announced the return of its Off The Road tire sales and product lines to the Americas markets for the first time in 10 years. • Pressure Systems International, a provider of automatic tire inflation systems, entered into a distribution agreement with aerodynamic technology provider Plasma Stream Technologies. Plasma’s proprietary active flow control system is engineered to be used with either roll-up or swing doors without the added weight of bolt-on aero devices. • Drivers interested in sitting in the cab of a Mack Pinnacle, Granite or Titan equipped with the mDrive HD 13-speed automated manual transmission can do so through Mack’s virtual reality test drive by using headgear, Google Cardboard or a smartphone. The interactive videos are available for viewing at Mack’s VR website. • Maxion Wheels was chosen again by Wabash National as the standard position steel-wheel supplier for its full line of commercial trailer products. Maxion now offers a five-year standard warranty for its MaxCoat Extra multi-layer finish on its hub-piloted single and wide-base tubeless disc steel wheels. • Ryder System launched its fully responsive website, Ryder.com, featuring reorganized content designed to make it easier to navigate the site from any device. • U.S. Xpress (CCJ Top 250, No. 14) is spec’ing Phillips’Uptime Premium Trailer Package of components with an extended warranty on 1,700 new trailers. • Bergstrom, a provider of climate systems to the commercial vehicle industry, opened a new parts and service facility in Rockwall, Texas, to enhance service for its Southwest customers.

commercial carrier journal

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Detroit ready to roll out inline 4-cylinder engine

aimler Trucks North America is set to begin DTNA is set to begin production production of Freightliner M2106 trucks of Freightliner M2106 trucks equipped with Detroit’s new inline four-cylinder equipped with Detroit’s 5.1-liter engine in October. DD5 engine. Announced earlier this year, the 5.1-liter Detroit DD5 initially will roll out as an option to customers in pickup-and-delivery applications before being made available widely in 2018. The DD5 initially will be offered in two ratings – 210 hp/575 lb.-ft. and 230 hp/660 lb.-ft. – that target best-in-class fuel efficiency. The efficiency gains are among the dividends of the more than $375 million that Daimler put into research and development of its medium-duty products. Kary Schaefer, general manager of marketing and strategy for DTNA, said the DD5 will have extended oil and fuel filter change intervals of up to 45,000 miles in short-haul applications. The DD5 development program was built on a European platform. The engine has undergone extensive U.S. development and testing, with 12 reliability test trucks racking up nearly 3 million miles, including three seasons of summer and winter tests. The DD5 emerged from the road test with an expected B10 life of 400,000 miles. “What that means is that 10 percent of the engines will have a failure within 400,000 miles,” she said. The engine was designed to provide component stiffness for low noise and vibration, while oil lubrication and coolant circuit designs also contribute to reduced friction. The piston connecting rods use a crank rod manufacturing process, and the crank and rod bearing journals were hardened. The cylinder heads feature a clamp load design and optimized roundness for high firing pressures. A fixed-geometry dual-stage turbo with a waste gate provides boost on demand. Variable exhaust cam phasing technology is used at low engine speeds to increase exhaust temperature and provides Detroit the ability to optimize thermal management under low engine load conditions and improve the aftertreatment system’s overall performance. The engine features an advanced machining process and a high-pressure common-rail fuel system. Dual-overhead cam, piston and cylinder heads all support improved combustion for fuel efficiency and emissions compliance, Schaefer said. From a serviceability standpoint, Schaefer said the four-cylinder design is shorter and provides better access for service, especially to the engine’s rear. Cartridge-style fuel and oil filters are mounted above the rail, and the engine features a maintenance-free crankcase breather. Bolt-on accessories are limited to three- and four-attachment points. The DD5 uses the same Detroit electronic platform as its heavy-duty cousins. It also features the Detroit Connect Virtual Technician remote diagnostics system, and both the engine and aftertreatment system are backed with a three-year/250,000-mile warranty. Plans for the DD5’s full rollout in 2018 call for power-takeoff options as production shifts from Mannheim, Germany, to Detroit’s powertrain facility. The DD5 already has been U.S. Environmental Protection Agency-certified to meet 2017 greenhouse gas and fuel efficiency standards. The DD5 engines can accept soonto-come CK-4 oils, but the factory fill will be FA-4, said Chris Moran, medium-duty project manager. – Jason Cannon | september 2016

8/22/16 9:43 AM

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8/8/16 4:00 PM 8/10/16 9:31 AM

in focus: PC-11 OILS

A slick transition Switching to CK-4 and FA-4 will be painless, experts say BY JASON CANNON

icensing and distribution begins in December for two new PC-11 heavy-duty diesel engine oils, giving fleet and maintenance personnel and truck owners less than three months to decide how each fits into their operation. Capping a five-year development program, the new oils – CK-4 and FA-4 – hit the market Dec. 1. Kevin Ferrick, manager of global industry services certification programs for the American Petroleum Institute, says it’s critical for fleets and owner-operators to make sure they’re using the correct engine oil blend in their equipment. CK-4 oils, a replacement for CJ-4 oils currently on the market, will be fully backward-compatible with diesel engines currently using CJ-4. FA-4 features a lower viscosity and will be recommended almost exclusively for 2017 and newer model-year engines. The new-generation oil blends are expected to improve fuel economy and also could lead to engine-wear benefits. Shawn Whitacre, Chevron Delo’s senior staff engineer and chairman of the ASTM Heavy-Duty Engine Oil Classification Panel, says that for most customers, the transition to the next generation of oil will be painless – if not unnoticeable. “Overall, this can be a very seamless transition that will allow you to take advantage of the performance benefits of the next-generation products,” Whitacre says. “The new oils can be handled just like today’s oils, though it is always advisable to check with your oil supplier about any specific handling and safety considerations.” This summer, Shell Lubricants began bottling and shipping CK-4 formulations to the marketplace. However, since it cannot be licensed as CK-4 until Dec. 1, the blend is being licensed as CJ-4. “Those bottles will have a label change Dec. 1 and will start claiming CK-4,” says Dan Arcy, the company’s global OEM

Which oil do I need? CJ-4:

What is currently on the shelf and has been in use for nearly 10 years.

CK-4:

The new direct replacement for CJ-4. If you buy CJ-4 today, you will buy CK-4 in December.

FA-4: New oil for new model-year engines. Will not be recommended for pre-2017 engines.

commercial carrier journal

CCJ0916_EquipDept.indd 34

Capping a five-year development program, two new PC-11 heavy-duty diesel engine oils – CK-4 and FA-4 – hit the market Dec. 1.

technical manager. Since CK-4 oils offer improved engine oxidation, oil shearing and oil aeration, and also better counteract soot-related oil degradation, customers getting the new formulation are getting a better performing blend, Arcy says – even though the label still will say CJ-4 for the next 60-plus days. Ferrick says FA-4 oil, the blend slated for use in new engines, has been proven to protect engines as just well as CK-4 and CJ-4 despite its lower viscosity, while also offering the same improved performance and engine-life benefits as CK-4. Shell has more than 40 million miles of on-highway testing on the new oils, Arcy says. ExxonMobil adds more than 1.5 million miles of testing each month through its fleet partners, says Paul Cigala, the company’s applications engineer for commercial vehicles. Backward-compatible CK-4 oils will be offered in all of the same viscosity grades as today’s CJ-4 oils, Whitacre says. However, Arcy recommends avoiding mixing CK-4 and CJ-4 oils for fleets that buy in bulk. While there won’t be any negative outcomes as a result of the mixture, the lower-performing CJ-4 will hinder the CK-4’s performance potential depending on the ratio of the mix, Arcy says. “The result would still perform better than CJ-4 alone, but not to the maximum performance of pure CK-4,” he says. “No one should be concerned about [having] the wrong product if they’re going to CK-4 from CJ-4.” As is the case any time you transition to a new type of lubricant, changes in some of the typical oil analysis properties – including normal levels of certain additive metals such as calcium, magnesium, zinc and phosphorus – might be noted, Whitacre says. “Depending on viscosity grade selection, you might see a change in the typical viscosity at [212 degrees Fahrenheit],” he says.

| september 2016

8/22/16 9:43 AM

Mack debuts fuel economy tool

Shell ‘StarShip’ slated for test next spring

ack Trucks rolled out a The Mack fuel economy tool fuel economy tool at its dealership network designed to allows users to choose from a number of Pinnacle model allow customers to input and component and application opmodify a number of variables on tions that affect fuel efficiency. Pinnacle highway models, select a route and evaluate potential fuel savings against a baseline configuration. Scott Barraclough, Mack technology product manager, said the fuel economy tool allows users to choose from a number of Pinnacle model component and application options that affect fuel efficiency, including weight, speed, engine size and rating, transmission, axle ratios, tires, aerodynamic enhancements and more. Specs for the customer’s current Pinnacle model are used as a baseline and can be compared with up to four alternative configurations. The tool includes an interactive map that allows customers to choose from several major interstate highway routes, providing a breakdown of both flat and hilly terrain. – Jason Cannon

he futuristic and highly aerodynamic “StarShip” concept truck in development by Shell Lubricants and AirFlow Truck Co. could be completed as early as next spring. Shell announced the venture in March 2015 and said it was working with concept truck builder Bob Sliwa, who in 2009 performed a cross-country fuel economy test with his highly conceptual Bullet Truck, achieving 13.4 mpg with a gross vehicle weight of 65,000 pounds. The Sliwa-Shell duo hope to beat that number with the StarShip, said Kate Foucher, Shell marketing representative. Photos and details on the truck remain scant given the proprietary nature of the truck build. Foucher said the hyper-fuel-efficient concept tractor-trailer should debut by the second quarter of 2017. The companies plan to perform their coast-to-coast test along Interstate 10 from California to the East Coast. – James Jaillet

Shell said the StarShip will show off technologies that ‘are on the leading edge of what’s possible’ with fuel economy gains.

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SEPTEMBER 2016

8/22/16 9:43 AM

technology Keys, camera, action

Omnitracs adds video option to in-cab, mobile platforms

f you are a motor carrier, video event recorders are now either the “first thing you do” for safety and risk management or “one of the last things you do because you’ve done everything else,” says Drew Schimelpfenig, safety product and integrations manager at Omnitracs. “We are ready for any part of the market.” The Federal Highway Administration reports that fatal accidents involving trucks and passenger cars are more than three times as likely to result from the car driver’s behavior. However, when cases are litigated, the transportation company historically bears as much as 90 percent of the damages. Video event recorders can provide visual proof for fleet managers toward the exoneration of drivers in the litigation of critical events. “At Gypsum Express, our drivers make the difference, and we believe in using all FOUR-WHEELER’S FAULT: Fatal accidents involving trucks and passenger cars are likely to result from the car driver’s behavior.

18-WHEELER’S LIABILITY: When cases are litigated, the transportation company bears as much as 90 percent of the damages.

ACCURATE ACCOUNT: Omnitracs gathered feedback to develop an integrated video system for its in-cab and mobile platforms.

commercial carrier journal

CCJ_0916_TechDept.indd 36

Video event recorders can provide visual proof for fleet managers toward the exoneration of drivers in the litigation of critical events.

of the tools and technology at our disposal to enhance their jobs,” said John Wight, owner of the Baldwinsville, N.Y.-based company. “This provides us with the supporting evidence to understand what happened at a given encounter and either supports our driver’s actions or gives us tools for ongoing training.” About 18 months ago, Omnitracs began Omnitracs’ Critical Event Video is gathering feedback – starting with attendees fully integrated with its Critical at the company’s user conference in Dallas – Event Reporting to match frontfacing and optional driver-facing to develop an integrated video system for its video with driving factors. existing in-cab and mobile fleet management platforms. Last month, Omnitracs released Critical Event Video, its new in-cab video solution. Fleets can use the new integrated tool to improve driver training and mitigate the liability risks associated with accidents and other critical events such as hard braking, hard stops, loss of stability control and improper following distance, the company said. CEV is fully integrated with Omnitracs’ Critical Event Reporting to match frontfacing and optional driver-facing video with factors such as hard braking, speeding, stability control, following time and collision warning/mitigation, as well as information about the time and location of the event and the truck’s actual speed. Pricing is another differentiator for CEV, as fleets can leverage their existing Om-

september 2016

8/22/16 9:44 AM

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

nitracs data plan to add video for an incremental cost, Schimelpfenig says. The system also can offload videos using Wi-Fi networks. The driver-facing camera option automatically disengages through an integration with Omnitracs Hours of Service, allowing drivers to automatically preserve their own privacy when not on duty. The driver-facing camera and audio will re-engage when the vehicle is moving. The CEV solution captures highquality video that can be reviewed within minutes of the triggered event. With DVR functionality, customers also can request video for specific dates and times to provide insights into driver behavior and assist during investigations into incidents that may have occurred without triggering a critical event. Also, prequel and sequel features add clips before and after a critical event to build a complete timeline, creating a comprehensive view of cause and liability. â&#x20AC;&#x153;We believe in our drivers and believe in getting better every day,â&#x20AC;? Wight said. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

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CCJ_0916_TechDept.indd 37

september 2016

8/22/16 9:44 AM

technology

INBRIEF

Blue Tree launches new interface for telematics

• Verizon Communications acquired Fleetmatics, a provider of fleet and mobile workforce management solutions, for $60 per share in cash – a value of about $2.4 billion. Andres Irlando, CEO of Verizon Telematics, said Fleetmatics’range of Software-as-aService products and solutions“will position the combined companies to become a leading global provider of fleet and mobile workforce management solutions.”

lue Tree Systems, a provider of truck and trailer telematics, announced the deployBlue Tree offers a rugged Garmin tablet ment of FleetManager.com, a new analytics with navigation as part of its mobile platform and information management engine. computing platform. Features in FleetManager.com include customizable workspaces for different users, dynamic search, advanced mapping, multiple ways to categorize drivers and vehicles, administrative configuration options for multiple users and a new user interface. “FleetManager.com marks the biggest product launch in Blue Tree’s history,” said Charlie Cahill, chief executive officer. “It is the new point of entry for our customers that builds on the robust, comprehensive data analytics of R:Com, our existing data reporting platform, and combines it with powerful new features that offer fleets faster, more accessible and personalized access to their data.” With FleetManager.com, each user creates their own workspace to select the data types they want to see, filter and sort; arrange how they want to see it; and save their view for their next visit. With asset categorization and rapid drill-down through search algorithms and predefined templates, users can connect assets any way they want in a highly visual method. Truck, temperature and trailer data all are available on the same platform. “When added to the move we made to base all of our in-cab development on Android, and the availability of our in-cab solutions on state-of-the-art devices Garmin Fleet 670 and Tom Tom Bridge, the combination deviates from what is available from traditional systems,” said Mark Whitney, head of product development. – Aaron Huff

• Transfix announced $22 million in Series B funding led by investor New Enterprise Associates. The company’s online marketplace for the trucking and logistics industry is designed to provide a platform that matches shipments with available equipment posted by full truckload fleets. • Bestpass launched a new version of its web portal that consolidates tolling information and analytics into one location online. Features to the service found at my.bestpass. com give fleet managers and other users the ability to search for and make updates to specific vehicles. It also allows for detailed searches of toll transactions with filters for transponder, date/time, facility, vehicle and cost center. Users can download toll spreadsheets, manage payments and be notified of inactive transponders and pending payments.

ARI releases fleet Driver Scorecard tool

leet services provider ARI released its ARI Driver Scorecard, a tool designed to simplify how fleet managers can measure the performance of their drivers and improve their companies’ bottom lines. The ARI Driver Scorecard, provided at no extra charge to clients, is designed to allow fleet and The ARI Driver Scorecard is designed safety managers to process data on drivers and to allow fleet and safety managers to translate those numbers into action based on the process data on drivers and translate priorities of the organization and not only emthose numbers into action. power drivers to improve their team’s efficiency and safety but also motivate them to improve their own performance. “Everyone wants to excel at what they do, so we work with our clients to tap into this part of human nature and encourage better driving habits across the board,” said Rich Radi, director of the ARI Global Driver Excellence Program. The scorecard is designed to pull data from numerous sources, including telematics providers, accident claims, fuel history, motor vehicle records, violations and more to rank each driver with an overall score. ARI said the breadth of the tool’s measurement ability is only limited by the number of compatible tools already integrated into the fleet. As a part of the overall ARI Global Driver Excellence program, the ARI Driver Scorecard monitors drivers for infractions, collisions, risk levels, fuel usage and other critical driving behavior data points. – CCJ Staff

• Carrier Transicold said next year it plans to roll out a customized telematics solution for its transport refrigeration units that will enable remote refrigeration unit monitoring, control and diagnostics, along with data management. The company said the system, which is being developed by Orbcomm and is undergoing field trials, can be factory-installed and was launched due to customer demand for an original equipment manufacturer-provided system. • Orbcomm, a provider of machine-to-machine and Internet of things systems, was selected by Barnes Transportation Services to provide solar-powered asset tracking for its dry van trailers. Orbcomm will provide Barnes, a Wilson, N.C.based truckload carrier serving the eastern United States, with wireless connectivity using its hardware and web-based reporting platform for fleet management.

commercial carrier journal

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technology

INBRIEF

LaneAxis rolls out VPN software as SaaS for 3PLs

aneAxis, a provider of virtual freight management, expanded its suite of logistics products with the introduction of a Virtual Private Network service designed for third-party logistics providers. The VPN Lane Axis’ VPN platform, accessible via desktop and mobile app, is designed to platform, a fully customized white-labeled allow 3PLs to create and control their own in-house carrier and data network. privately controlled freight network accessible via desktop and mobile app, is designed to allow 3PLs to create and control their own in-house carrier and data network, streamlining day-to-day logistics operations by empowering 3PLs and shippers to drill down to the driver level for real-time core data, shipment visibility and information control. Third-party logistics providers that manage numerous shippers and carriers can use the VPN service to review, groom and present real-time data to clients and customers in whatever format they choose under their own branding. LaneAxis will custom-design the desktop and mobile application to suit the client’s information and branding needs. The private-label service includes full LaneAxis functionality, which is based on capturing core data sets in real time via GPS and mobile technology. Benefits for 3PLs, according to LaneAxis, include: reporting and photos; • GPS load tracking up to eight hours • Desktop portal for real-time tracking prior to pickup; and viewing of pre-determined data sets; • Real-time pickup, milestone and deliv• Reports highlighting efficiency gaps for ery time stamps via geofence; shippers and in-house planning teams; • Load details delivered to drivers via the private-label app; • Multi-pickup-and-drop capabilities; • Confirmation of reefer set points/unit • Elimination of detention time disputes; run mode; • Manage, build and integrate an in• Electronic documentation archived; house network of carriers; and • In-transit updates, including accident • Total ownership of data. – CCJ Staff

• Nexiq Technologies, a provider of diagnostics software, released eTechnician, which packages two of the company’s PC-based software applications: eTechnician Heavy Duty Standard and eTechnician Light and Medium Truck. • Logistical Labs, a cloud-based supply chain software provider, partnered with Florida East Coast Railway to allow mutual customers to access FECR intermodal rates directly within LoadDex’s pricing tool that will be embedded in FECR’s EZ Buy online portal, allowing for easier route and mode optimization. EZ Buy provides an online price quote and booking system for customers to“buy”door-to-door intermodal freight connecting the Southeast U.S. and South Florida markets. • CarriersEdge, providers of online safety and compliance training tools, announced a new series of Border Crossing/C-TPAT courses for drivers. The courses use the company’s interactive learning approach and include Security and Threat Awareness, Security Inspections and Successful Border Crossing. • Omnitracs launched FleetScience. com, a website focused on industry trends, thought leadership and building a community among fleet management professionals.

Gorilla Safety rolls out asset tracking product

• Celadon Trucking (CCJ Top 250, No. 32) added more features to its FleetWire mobile app to offer a better experience to drivers for every company in the Celadon family. Drivers now can scan and store documents from their mobile device, and most also can message their driver managers directly and accept or reject new loads within the app.

orilla Safety, provider of software designed to automate fleet and safety management, announced Gorilla Trax, a technology capable of tracking trucks and trailers independent of drivers’ smartphones. Gorilla Safety’s GPS technology works by attaching a proprietary Gorilla Trax device to the vehicle or asset that communicates with its mobile app when a driver is in proximity. This ensures the specific location of the vehicle or asset and whether or not the driver actually is working when and where indicated. The company said the new product will improve location accuracy and accident response times. Gorilla Safety’s technology more accurately identifies the type of equipment involved, the cargo being hauled and potential severity. Fleet owners can get a better understanding of where their trucks are located, allowing for more accurate ETAs and client billing. Gorilla Safety also is updating its mobile app technology plat- Gorilla Safety’s electronic logging device is form and web-based offering, including International Fuel Tax currently available for Agreement reporting, vehicle tracking inspection processes and Android devices, with an automated company policies and procedures. – Aaron Huff iOS version in the works.

• Honeywell announced that regional next-day delivery provider Holland selected its Pickup and Delivery Solution, a tracking, logging and route management system for drivers. The Android-based app-driven logistics software, running on Honeywell’s Dolphin CT50 mobile computer, is designed to allow drivers to communicate with dispatch and update the status of shipments in real time. Drivers also are able to scan barcodes and labels and take pictures of shipments.

commercial carrier journal

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september 2016

8/22/16 9:45 AM

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technology

in focus: MOBILE DRIVER APPS

Staying connected All it takes is a tap to communicate with fleets, brokers BY AARON HUFF

any drivers today use smartphones to stay connected with the information technology systems of both motor carriers and freight brokers, in or out of the cab. Many cloud-based apps in the Google Play and Apple App stores make it possible for motor carriers and brokers to mobilize their IT systems and automate routine transactions and communications with drivers, from tracking shipments to providing a single sign-on experience for everything related to their jobs. Companion apps Some fleets use mobile driver apps as a companion to an existing in-cab mobile computing platform. PeopleNet’s Connected Driver app is free to fleets that already use the company’s platform. While outside the cab, a driver can use it to see the number of miles he has completed on his current load, his current miles per gallon and the time remaining on his hours-of-service duty cycle. PeopleNet is bringing other partners to the app to exchange data and expand its functionality, says Randy Boyles, senior vice president of mobility.

PeopleNet’s Connected Driver app gives drivers a view of their current dispatch status.

Automating the shipment lifecycle A shipment tracking features allows owner-operators and drivers at smaller fleets to share their locations with motor

commercial carrier journal

CCJ_0916_TechDept.indd 42

carriers and freight brokers, eliminating routine “check calls.” Rather than visit websites to locate information coming from mobile driver apps, carriers and brokers would prefer to conduct business within their native transportation management software systems. To sidestep the costs and time of integrating its mobile app with TMS systems, software developer uFollowit created TMS Glue. The service uses web robot technology to enter shipment locations, images of delivery documents and other information captured by uFollowit’s mobile app into TMS systems automatically. TMS Glue logs into a TMS system and updates the appropriate data fields. Brokers also can use the app to send PDF documents to owner-operators for rate confirmations. Drivers can touch and sign the document. The company is planning another paperless feature for bills of lading called Mobile Trucker Exchange to eliminate the possibility of the wrong driver picking up a load, says Danny Dever, uFollowit’s vice president of sales. When creating a BOL, a shipper would send electronic credentials to a specific carrier or broker, who in turn would give credentials to the driver to receive the BOL via the uFollowit app. Only the driver assigned to the load would have the BOL to present to the shipper or consignee through his mobile device. Deeper TMS integration Many TMS developers have developed their own apps and platforms that support a variety of third-party apps to send and receive information from drivers. Carrier Logistics’ Facts dispatch and

accounting software for motor carriers supports a mobile workflow. Facts integrates with third-party apps to receive document images and electronic signatures to eliminate paper. Image capture always has been a mainstay of Pegasus TransTech’s Transflo Mobile+ app. Subsequent updates have included a number of integrated TMS and trip-planning features for drivers. One option allows fleets to identify approved fuel locations on a driver’s route, highlighted with color-coded pins. Another trip-planning tool gives drivers one-click access to a satellite map view of a trailer’s location. Drivers also can use the app to access corporate or third-party websites. When drivers click on a Settlement tab, they can view payroll and human resources information such as driver training. By clicking a Feedback tab, drivers can view their performance information for fuel efficiency, safety and other areas through a real-time interface with telematics and other external applications, says Peter Rhode, Pegasus TransTech’s director of professional services.

Carrier Logistics integrates with proof-ofdelivery apps such as this one from Acordex.

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technology

Teletrac Navman launches Director fleet management platform Teletrac Navman’s Director is designed to intelligently track assets and collect data to meet a range of business needs and enhance productivity.

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tion designed to intelligently track assets and collect data to meet a range of business needs and enhance productivity. Offering fuel use tracking, messaging and routing, along with driver behavior analysis tools and reporting features, Director is designed to help businesses fine-tune their strategies and reduce operating costs. The Safety Analytics safety module scores driver performance based on company priorities and replays unsafe driving events to aid driver training. Director’s dashboards accumulate information to show trends and provide companies with added insights. “Director brings data about vehicles’ location and activity, workflow and forms, real-time maps, maintenance alerts and safety into a single screen to serve as the nerve center for a fleet’s operation,” said Paresh Nagda, chief technology officer of Teletrac Navman. “This versatility empowers businesses with unparalleled information about their assets and work in the field.” Teletrac Navman also is developing Director’s electronic logging device feature. A Dashboards feature will be designed to provide comprehensive hours-ofservice information on an individual and fleetwide level. Other features and capabilities include: • Configurable live alerts with email notifications for unauthorized vehicle use, excessive idle time or speeding; • Workflow and dashboard features for quicker assignment facilitation and easier job completion analysis; • Live traffic maps powered by Google and search capabilities by address, site, latitude and longitude coordinates or points of interest; and • Professional and enterprise reporting for fleet utilization, delivery schedules, driver-based fuel efficiency and safety factors, and maintenance and time management reports. – Jeff Crissey

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INNOVATORS David and Jacquelin Parker founded Chattanooga, Tenn.based Covenant Transport in 1986 with 25 trucks.

CTG advances driver teams with tech, e-commerce strategies BY AARON HUFF

“A

company is founded to do something,” says Joey Hogan, president of Covenant Transportation Group (CCJ Top 250, No. 41). “You need to stick to what you do well, especially in our low-margin capital-intensive

industry.” During a recent meeting with CCJ, Hogan and other company executives were seated in a boardroom on the second floor of CTG’s office in Chattanooga, Tenn. Facing the boardroom table is a large portrait of David Parker, who founded Covenant Transport in 1986 with 25 trucks and 50 trailers. From day one, the motor carrier has specialized in expedited truckload service using driver teams. CTG executives told CCJ about new technology the company has developed to solve complex problems, automate processes and improve team operations. “The infrastructure, the psyche, the emotion, the process, the system — everything is built on getting, keeping and running a team,” Hogan says. A new direction Like many trucking companies, Covenant flourished in the 1990s with an expanding economy and low fuel prices. Business was growing at 20 percent annually when in 1994 the company made an initial public stock offering. In the latter half of the decade, growth tapered to 15 percent. In response, Covenant formed CTG to diversify. In 1998, the new entity purchased Southern Refrigerated Transport and, with other transactions between 1997 and April 2000, went from 1,600 to 4,000 trucks. Carrying too much debt when a recession hit in 2001, CTG entered a decade-long “chapter of rationalization,” Hogan says. “We learned a lot of lessons during that period of time.” CTG reduced its overall fleet, but not all of those years were lean. During a banner year in 2006, CTG started a new brokerage division and acquired Nashville, Tenn.-

COVENANT TRANSPORTATION GROUP Chattanooga, Tenn. based Star Transportation, which added dedicated and regional operations to complement Covenant’s teams. The turning point came in August 2011 when CTG created its first-ever strategic plan — one that called for growth in e-commerce, organic produce and highvalue and cross-border loads. The connection? Executives saw all of those markets as ideal opportunities for team operations. In e-commerce and organic produce, CTG competes directly with airfreight for long-distance loads that have time-sensitive delivery points. Rates are significantly higher than in freight lanes that compete with rail intermodal, says Richard Cribbs, chief financial officer. CTG’s brokerage and third-party logistics business, Covenant Transport Solutions, also specializes in expedited freight. Team operations are a growing opportunity for regional e-commerce freight customers. Shippers do not like surprises, Cribbs says, and driver teams help eliminate hours-of-service delays. Hogan believes that as the speed of e-commerce increases, all shipments of more than 450 miles will be pulled by team drivers. To keep up with demand, CTG has increased its team fleet by 250 trucks since June 2014. Out of 2,600 total power units CTG now runs across all of its fleets, it now has 1,000 trucks with driver teams. Keeping teams separate One reason CTG runs three separate motor carriers — Covenant Transport,

The expedited truckload company uses analytics and technology to resolve routing and driver management issues.

COMMERCIAL CARRIER JOURNAL | SEPTEMBER 2016

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Covenant Transportation Group has 1,000 team driver trucks in its fleet of 2,600.

Southern Refrigerated and Star — is because team and solo driver operations do not work well in a single fleet, Hogan says. The freight network, pay and mileage for team drivers at Covenant are different than for solo drivers at the other companies. “Most people want to run by themselves,” he says. “There is a differential in pay when someone is willing to team up and run with someone else.” Covenant’s team drivers are paid more than 50 cents per mile and average 5,000 miles per week. They pull up to two loads per day, mostly drop-andhook, Hogan says. Solo driver jobs at Southern Refrigerated and Star give team drivers at Covenant an option to trade higher pay for more home time to run dedicated lanes, he says. CTG executives say the technology that has been developed for drivers and teams is reducing delays, increasing safety and optimizing routes and schedules to maximize driver income. As the electronic logging device mandate takes effect, CTG will be a preferred workplace for team drivers, says Doug Schrier, vice president of continuous improvement. Its freight network and optimization solutions will provide drivers with the miles and income they were getting before running ELDs elsewhere, he says. Advancing technology CTG executives say the company has been able to improve its business using advanced analytics and technology to solve problems relating to routing and driver 48

management. Recent projects include: Weather routing system: In 2003, after significant increases in insurance deductibles and a rash of winter accidents, CTG launched an application that gets information to drivers — especially those with less experience — at the right time to avoid dangerous road conditions. The application displays locationspecific weather status updates from drivers on a digital map. Red markers indicate where drivers are shut down due to weather; green indicates where drivers report safe road conditions. Risk management monitors the map to make decisions for what trucks to shut down or reroute. Since the application was launched, accidents have decreased 50 percent, and accident costs are down 88 percent, says Rick Reinoehl, senior vice president of safety and risk management. Last year, developers created a unified web-based system that gathers information from multiple sources, including the National Weather Service. Algorithms then predict road conditions up to seven days in advance for every driver’s route. Strategic routing: In 2014, CTG launched an initiative to provide drivers with optimized trip plans and turn-byturn navigation. The strategic routing solution presents options to drivers through their in-cab workflow for where to purchase fuel and take breaks. Proprietary algorithms consider cost, safety, parking availability and other variables. All customer locations — more than 35,000 total — are geofenced in the system. When a driver approaches a

location, the navigation app provides him with specific instructions for entry points and procedures. Driver relationship manager: CTG developed this application to gather critical safety events from multiple systems and display key metrics in a single application for a holistic view of driver risk. Workflow tools give driver managers the information they need to have positive coaching conversations with drivers. The software monitors speeding compared to posted speed limits, hard braking, hours-of-service status and more. For more severe infractions, the workflow has an escalation process for safety managers. The application also gives a real-time view of driver status to improve communication and relationships. Fleet managers can be notified when a driver calls payroll to report an issue or contacts maintenance about a problem. Predictive modeling: Using advanced analytics and software, CTG is able to identify data patterns to predict drivers more likely to have an accident or quit. Its turnover model routinely identifies the 20 percent of drivers who account for 40 percent of turnover, says Chris Orban, vice president of advanced analytics. Fleet managers are able to use the information to consult with at-risk drivers. The company also uses predictive analytics in other areas such as preventive maintenance and equipment trade cycles. Since developing its strategic plan and making continuous improvements with technology and processes, Covenant’s revenues have increased from $653 million in 2011 to $724 million in 2015, while its operating ratio has decreased from 0.98 to 0.90. “It’s been a neat journey,” Hogan says. “The next five years are going to be among the most exciting and rewarding times for the organization.” 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.

COMMERCIAL CARRIER JOURNAL | SEPTEMBER 2016

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Wharton, N.J.-based Carbon Express has been using e-logs from its onboard computing supplier, Omnitracs, for eight years.

Making the most of ELDs

More fleets soon may be singing the praises of electronic logs BY AARON HUFF

ith just over a year before electronic logging devices become mandatory in December 2017, about 44 percent of for-hire and private carriers have yet to implement them. Twenty-six percent are in the process of outfitting their fleets. These results come from a recent CCJ survey of fleets with more than 10 power units, which also found that the main reasons for stalling on ELDs are cost (40 percent) and loss of driver productivity (24 percent). Some productivity loss is expected when drivers no longer use paper logs to hide inefficiencies such as delays

at shipping and receiving docks and traffic congestion. But many fleets are realizing that having real-time visibility of drivers’ hours can help regain lost ground by improving route planning and scheduling. One of the challenges of e-logs is predicting when and where drivers will be available so load assignments can be pre-planned. In the past, drivers could make themselves available by making up for lost time on paper. As ELD use continues to grow, carriers and technology providers are finding ways to use their newly acquired data to solve operational challenges that go beyond compliance.

After decades of experiencing hoursof-service regulations and paper logbooks as a driver, owner-operator and fleet owner, Steve Rush has reached a conclusion: ELDs are the “best thing to happen” to the trucking industry. Rush started his career in 1965 as a union driver for a New Jersey motor carrier. Back then, interstate carriers were granted operating authorities for specific lanes by the Interstate Commerce Commission. HOS compliance, he says, was not much of an issue since he had a predictable work schedule. Cheating on logs happened, “but not a lot,” Rush recalls. That all changed in 1972 when he became an owner-operator in the tanker business. “The more you cheated, the more money you made,” says Rush, who founded Carbon Express in 1983 during the dawn of ICC deregulation and today serves as president. As new carriers entered the market, rates went down, and he admits that Carbon Express’ company drivers and owner-operators regularly exceeded HOS limits to survive. The culture of noncompliance continued until one day in 2006 when the safety director of the Wharton, N.J.-based fleet paid a visit to Rush’s office. An industry association, the National Tank Truck Carriers, had invited the safety director to chair a committee, but he said he would not accept it. They both knew that the company’s façade of HOS compliance was a lie. “I looked at him and thought about it,” says Rush, who then told his safety director, “You have my word. We’ll change.” The change came, but it was not easy.

COMMERCIAL CARRIER JOURNAL

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COVER STORY: ELECTRONIC LOGGING DEVICES

Steve Rush, president of Carbon Express, says e-logs were a catalyst of safety and growth for his 49-truck company.

Management and drivers were frustrated at times, but after two years, Carbon Express had established a culture of compliance. Management then decided to implement ELDs. To smooth the transition, drivers ran e-logs side-byside with paper logs for six months. Carbon Express has been using e-logs from its onboard computing supplier, Omnitracs, for eight years. Since making the conversion, the fleet has more than doubled in size from 23 to 49 trucks, and Rush credits the technology for forcing the company to be safe – and become profitable at the same time. “Electronic logs woke us up and made us understand we were actually losing money,” he said. “We had no choice but to give up or raise our rates.” In 2015, Carbon Express’ operations amassed more than 5 million miles – with no U.S. Department of Transportation-reportable accidents. It has only one accident in the last four years. The company’s customers have taken notice of its culture and stability. “They want to know that when the ELD mandate hits in 2017, you are going to keep on going,” Rush says.

Predictable schedules In 2010, Carbon Express made another

Carbon Express has converted its fleet to day cabs, and drivers on overnight runs now stay in hotels.

commercial carrier journal

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significant change to increase payload capacity and revenue. It replaced its fleet of sleeper cabs with day cabs, which gave the company’s trucks 20 percent more capacity than competitors that run sleeper cabs. However, this change came with the additional cost of hotel rooms. “When we got rid of sleeper cabs, we did it to get more business,” he says. “At the end of the day, we also saw what hotel rooms did for drivers. It improves their self respect and dignity. If you ask our drivers, the majority will tell you they couldn’t go work for someone else and sleep in the back of a truck.” Rush credits e-logs and hotel stays, along with high driver pay, for Carbon Express’ annual turnover rate in the single digits. Drivers have “got it down to a science” where to stay on their routes, he says. They carry a corporate lodging card from American Express and book their own rooms. Carbon Express planners use real-time e-log data from the fleet’s TMW Systems Suite dispatch software to match drivers with loads that provide them with a consistent schedule to maintain their sleep patterns. The company also uses the HOS data and driver schedules for pricing: It charges premiums for deliveries after hours and on weekends, both of which may require drivers to adjust their work schedules and sleep patterns. “People prefer a routine that fits them,” Rush says. Carbon Express pays drivers by the hour for loads of fewer than 250 miles

and a mileage rate for longer hauls. Drivers are paid for all pickups and deliveries and get a bonus when circumstances require them to take a 34-hour reset on the road. “We changed the culture here, and this industry has to change the culture,” Rush says. “We firmly believe that the combination of going to e-logs and running legally, coupled with the elimination of sleeper cabs from our fleet and putting our drivers in hotels, has been the driving force in our success in the areas of safety, low driver turnover and the enhancement of our drivers’ self-esteem.”

Operationalizing the data Most ELD applications give fleet managers real-time visibility of drivers’ HOS duty status. This information typically is delivered through e-mail alerts, a web portal or integration with a transportation management software system. For personnel who plan routes, accurate information on driver availability is essential for maximizing productivity. The planning process is complicated by the fact that routing and dispatch software and compliance applications often are separate programs and databases, says Cyndi Brandt, senior director of product marketing and strategic alliances for Omnitracs. Brandt was formerly with Roadnet Technologies, which was acquired by Omnitracs in December 2013. Roadnet is a provider of fleet management

North Little Rock, Ark.-based flatbed and specialized hauler Maverick Transportation began to prepare for ELDs in 2010 by matching the position history of its 1,550 trucks with driver logbooks.

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COVER STORY: ELECTRONIC LOGGING DEVICES

Checks and balances Since acquiring Roadnet Technologies, Omnitracs has been integrating Roadnet’s software into its portfolio of in-cab and mobile fleet management platforms with e-log applications.

and routing software for private fleets with multi-stop routes in local and regional areas. Since the acquisition, Omnitracs has been integrating Roadnet’s software into its portfolio of in-cab and mobile fleet management platforms with e-log applications. Fleets that use Roadnet traditionally have entered available driver hours manually into their software that creates optimal daily pickup-and-delivery schedules and routes. Besides the time inefficiency and labor cost of manual entry, HOS data might be outdated by the time drivers and trucks hit the streets the next morning, Brandt says. Routes typically are created at the end of a workday for next-day delivery. As a result, driver assignments may need to be switched up at the last minute when fleet planners get fresh HOS data, she says. Omnitracs is working toward the use of real-time HOS data for route planning, starting with the release of

its new integrated system, Route+Dispatch+Compliance. The unified RDC platform creates routes, dispatches drivers and manages compliance. The next evolution will bring live HOS data and historical traffic information to Roadnet’s algorithms to create optimized routes. Some mid-size and large truckload carriers with irregular routes, including Maverick Transportation, already are using software systems that use live HOS data to match drivers, equipment and loads. The North Little Rock, Ark.-based flatbed and specialized hauler began to prepare for ELDs in 2010 by matching the position history of its 1,550 trucks with driver logbooks. In mid-2011, Maverick began using an e-log application. Wayne Brown, vice president of information technology, says the company uses real-time visibility of drivers’ duty status to “manage and utilize equipment in an efficient and knowledgeable way.” Its Manhattan Associates software gives load planners optimal recommendations for driver-load matches and routes.

TMW Systems’ TripAlert integrates with dispatch software to generate the most efficient route for a load, using ALK’s PC Miler application.

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When implementing ELDs, the routine checklist of tasks in the driver-load matching and route-planning process grows long and complex. While an e-log system shows available hours, load planners and dispatchers also need to determine what drivers realistically can accomplish. Timezone changes, driver home-time requests, customer appointments, mandatory breaks and more are part of the equation. P&S Transportation uses the Driver Feasibility planning tool in its LoadMaster TMS system from McLeod Software. Driver Feasibility provides an automated checklist for driver-load assignments based on drivers’ current HOS, location, load status and future availability. P&S requires all operations and dispatch personnel to use the tool when assigning loads to its flatbed and refrigerated drivers that run e-logs, says Tiffany Giekes, director of business process for the Birmingham, Ala.based 1,100-truck company. “We are making good business decisions before we talk to a driver about a load,” Giekes says. “It is a huge benefit to know if a driver is going to make it on time.” P&S driver managers use the tool to coach drivers who are relatively new to ELDs and give them advice on how to plan trips, such as where to take breaks and buy fuel and how to make deliveries safely and on time. The virtual log shows the driver’s location; how much time it will take to travel between points for loading, fueling and unloading; and where and when drivers will take required breaks. Driver Feasibility can bring in historical data from the LoadMaster database to project how long a driver will spend at a customer pickup or delivery location, says Robert Brothers, manager of product development for McLeod Software.

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COVER STORY: ELECTRONIC LOGGING DEVICES

Denver-based refrigerated carrier Navajo Express, which has 1,000 trucks and specializes in grocery-store deliveries, uses TMW Systems’ TripAlert to maximize driver-load assignments.

Real-time policing Many over-the-road carriers that have TMW Systems’ enterprise management software use the TripAlert feature to ensure that driver-load assignments are set up for success. TripAlert integrates with dispatch software to generate the most efficient route for a load, using ALK’s PC Miler application. Its algorithms bring in drivers’ current HOS and route travel times to predict where they will take breaks and stop for fuel, which can determine if they will meet appointment times. TripAlert sends an immediate alert if the chosen driver-load combination does not work. Once a truck is dispatched, it continuously monitors vehicle location, HOS and other real-time data to calculate an accurate estimated time of arrival for each planned stop. If the driver is at any time in jeopardy of exceeding the HOS requirements or missing the prescribed appointment times, the software sends an e-mail

alert to dispatchers, customer service representatives and other stakeholders, says Brian Larwig, vice president of optimization for TMW. The tool also detects out-of-route activity and provides recommendations for swapping loads with nearby drivers to make deliveries in jeopardy of being late. “It provides us with the visibility to make sure our drivers are always moving and allows our operations team to get creative when new routing solutions are needed due to road closures or weather delays,” says Don Digby Jr., president of Denver-based Navajo Express, a 1,000-truck refrigerated carrier that specializes in grocery-store deliveries.

Integrated navigation

Drivers already use mobile apps on their smartphones to locate truck stops and other points of interest along their routes to take mandatory breaks. When using ELDs, advanced trip planning tools for drivers become more valuable. Some routing and navigation systems come with built-in features that give fleets and drivers recommendations for where to stop on routes to maximize utilization within HOS limits. ALK’s HOS Manager is a planning application designed for manual entry ALK’s HOS Manager is a planning application designed for of driver hours during the manual entry of driver hours during the routing process. routing process. A dispatch56

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er can see if a driver is at risk of violating HOS regulations based on distance and travel times, and the software shows locations where drivers can take required breaks, says Bill Maddox, vice president of PC Miler. ALK’s in-cab CoPilot navigation software receives trip data, including planned breaks, from PC Miler via the back office by integrating with onboard computing systems, Maddox says. Telogis offers a suite of integrated applications that consider HOS for route planning and navigation. Telogis Route creates optimal route plans that help reduce miles and costs and are dispatched to drivers through the Telogis Fleet mobile platform, which includes e-logs. The cloud-based Telogis Navigation app runs on mobile devices to give drivers turn-by-turn guidance and relay when and where to take breaks, with recommended POIs such as truck stops that are based on feedback from a user community of drivers. “This is an opportunity to not only operationally be efficient, but take into account the driver experience,” says Kelly Frey, Telogis’ senior vice president of marketing. The integrated package can deliver real-time ETAs that consider mandatory driver breaks, Frey says. As more of the industry adopts ELDs and tools to make the most of their HOS data, experts believe the productivity benefits will outweigh the costs. One possibility is that the collective data and experiences of fleets and drivers running ELDs will shed new light on problems that largely have been ignored because of paper logs, such as delays at shipping and receiving docks. “Everyone has to be on the same data set to show an accurate picture of the industry,” says James McCarthy, business development specialist for ELD technology provider VDO RoadLog, a division of Continental. “Lobbyists are going to have data to bring to Washington.”

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Smaller carriers are feeling the heat of hours enforcement in select states, even as violations declined nationally in 2015 BY TODD DILLS

Visit CCJDigital.com/CSA for the new comprehensive update of state rankings in a variety of inspection and violation categories, available in interactive maps and a fullreport download. Unless otherwise noted, the source of all data in this report is RigDig Business Intelligence (rigdig.com/bi, 866237-7788) data from calendar year 2015. Data excludes inspections conducted in Alaska, Hawaii and the District of Columbia.

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COMMERCIAL CARRIER JOURNAL

harsh reality for smaller fleets has emerged when it comes to hours-ofservice enforcement, based on new analysis of Compliance Safety Accountability data by CCJ sister company RigDig Business Intelligence. As more large carriers turn to electronic logging devices, fleets of fewer than 20 trucks, a group more likely to use paper logs, are being exposed to far more risk when it comes to inspections. As shown in the chart on page 60, carriers with fewer than 20 trucks received a largely disproportion-

ate share of the 2015 hours violations. At the other end of the scale, the largest carriers have the lowest violation rates. It’s widely assumed that ELDs play a key role in compliance because the systems leave no obvious way other than back-office manipulation to cheat drive time. Likewise, watchers have noted that when a carrier implements electronic logs, its hours violation rate drops as form and manner violations, the most common type of log violation, virtually disappear. Among drivers using e-logs, many have seen a certain “wave-through”

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BUSINESS: STOKING THE LOG FIRES

Smaller carriers, bigger violators

Shares of all hours-of-service violations issued in 2015, by carrier size. 5-9 trucks 17%

1-4 trucks 28%

10-19 trucks 15% 500 and more trucks 5% 250-499 trucks 2%

100-249 trucks 7%

50-99 trucks 9%

20-49 trucks 17%

Source: RigDig Business Intelligence

TOUGHEST STATES FOR MOVING VIOLATIONS FOUND AT ROADSIDE Delaware Speeding Indiana Speeding Illinois Speeding Oklahoma Speeding West Virginia Speeding Michigan Speeding Idaho Speeding North Dakota Speeding Tennessee Speeding New Mexico Speeding

% is share of all violations

25.4% 16.3% 22.1% 15.3% 16.6% 10.6% 14.1% 11.1% 12.9% 8.1% 12.8% 8.2% 12.1% 7.4% 10.9% 5.1% 10.9% 6.8% 10.4% 6.8%

Moving violations totals have been falling the last two years in the federal system, according to CCJ’s most recent analysis. However, with a decline in overall violations, the national average of moving violations as a share of all violations, 4.6 percent, held steady between 2014 and 2015. As shown here, speeding accounts for the majority of moving violations in all the most intense states for traffic enforcement but for North Dakota, where speeding violations are less than half of the total.

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commercial carrier journal

effect in which officers give only scant attention to their e-log during inspections. The phenomenon has been so prevalent that a participant at a 2012 American Truck Historical Society show in Tennessee was observed with a “powered by e-log” message painted on the driver-side door. But the operator was not using e-logs. In two states where hours enforcement is heaviest, Oregon truck-enforcement program manager David McKane and Major Jay Thompson of the Arkansas Highway Police both deny a selection bias affecting small carriers. They also believe sophistication of safety programs at larger carrier levels, with personnel dedicated to emphasizing compliance among drivers and other staff, might well be a more likely culprit for their lower violation rates. The enforcement disparity by fleet size is partly a result of evolving regulatory matters. It could hold greater importance as an intensifying dynamic plays out at the inter-

In 2015, carriers with fewer than 20 trucks, while accounting for fewer than 20 percent of all trucks on the road for-hire, received 60 percent of all hours-of-service violations. Use of electronic logging devices, which have proliferated among larger carriers, appears to play a key role in compliance.

section of hours recording and regs enforcement. Last December, Congress pulled from public view the CSA Safety Measurement System’s categorical percentiles and alert symbols, pending a review and possible revamp of the program. But the Federal Motor Carrier Safety Administration continues to move forward with its long-planned Safety Fitness Determination safety rating system. That system would lean in part on roadside inspection/violation data to make the ratings. The system would replace today’s Satisfactory, Conditional and Unsatisfactory ratings with a single Unfit determination. Any carrier not labeled Unfit would be presumed fit to operate. Most small fleets, meanwhile, are waiting out another rule. FMCSA’s electronic logging device mandate is set to require use of ELDs in December 2017. With the clock ticking, many mid-size and large fleets have made the ELD transition or at least started. Most small fleets are delaying, hoping that the Owner-Operator Independent Drivers Association’s legal challenge to the mandate will succeed. Oregon’s McKane estimates “that about 20 percent of the carriers we contact use some sort of electronic log. That in and of itself does not prevent logbook violations.” As evidence, McKane shared a photo/scan of a cell-phone message indicating an e-logging fleet’s backoffice manipulation of a driver’s

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Photo courtesy of Oregon DOT

BUSINESS: STOKING THE LOG FIRES

Oregon’s David McKane showed this image of a cell-phone message as evidence that his state’s truck safety enforcement program is uncovering hours violations even in electronic logging environments.

hours: “Bought you some time on hours,” the message reads, going on to at least verbally OK the driver for off-duty driving.

“E-logs won’t stop you from going over hours,” McKane says; they simply do a better job of recording hours. Oregon has been at or near the top of the hours-violation-intensity rankings for years, topping the list in 2013. The same intensity of hours violations was fairly uncommon at that time, with only four states showing hours violation rates above 20 percent of the total violations issued. By the end of 2015, however, seven states showed hours violation rates above 20 percent. Three rank above Oregon (22.1 percent) in the most recent analysis: Arkansas (35.6 percent), Wyoming (23 percent) and North Dakota (22.8 percent). Wyoming and North Dakota are very low-inspection-intensity states, meaning inspection there is unlikely for small fleets (see the chart on page 64 for more). However, Arkansas, with four inspections per lane-mile in 2015, ranked No. 23 in

INSPECTIONS PER LANE-MILE

MOST INTENSE ENFORCEMENT

Maryland 16.2 California 12.8 Texas 9.8 Arizona 8.7 Washington 8.1 New Mexico 7.8 Kentucky 6.6 Mississippi 6.3 Connecticut 5.8 New York 5.7

More than 60 percent of inspections conducted at a fixed location.

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Yes, by a freight partner (broker, shipper) 21% No 67%

Yes, by an insurance company 8% Yes, by another party 4%

OverdriveOnline.com poll

that metric among states. Thompson in 2015 explained his state’s continuing climb up the hours violation rankings as stemming in part from extensive re-training of inspectors on the particularities of the hours regulations. Arkansas’ move up the rankings dovetailed with new regulations that restricted use of the restart in mid2013 and through most of 2014, also

LEAST INTENSE ENFORCEMENT

1.4 Idaho 1.5 Massachusetts 1.7 North Dakota 1.8 Wyoming 2.2 Virginia 2.3 Oklahoma 2.4 Wisconsin 2.4 Minnesota 2.6 Alabama 2.7 Vermont

More than 60 percent of inspections conducted at roadside.

Since CSA percentiles were pulled last December, have you been required to supply your private scores?

Total inspections in 2015 across the nation reversed a downward trend noted with last year’s CSA’s Data Trail series by rising slightly less than a percentage point to 3,093,835. At the state level, however, more variation was evident. To see each state’s violation priorities and inspection intensity rankings, among other metrics, view the interactive map at CCJDigital.com/csa. There you also can download a report ranking all 48 continental states by intensity of focus on various violation categories, violations per inspection, clean inspections and more.

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BUSINESS: STOKING THE LOG FIRES

HOURS-OF-SERVICE VIOLATION LEADERS 2011-’12:

2013:

500,046 annual violations**

515,460 annual violations

Montana 23.5% Oregon 22.4% Wyoming 20.4% 20% Utah 18.5% South Dakota 17.4% New Mexico 17.3%

Oregon 24.6% Wyoming 23.7% Arkansas 21.7% Georgia 20.9% Montana 18.2% Arizona 17.1% Iowa 17.1%

2014: Arkansas 29% North Dakota 24.4% Wyoming 24.3% Oregon 23.1% Kansas 22.6% Indiana 18.7% Iowa 18.2% South Dakota 17.8%

**Average annual nationwide hours-of-service violations over the first two years of the CSA program. Percentages indicate the share of hours-of-service violations within each state’s total issued violations. While annual violation totals rose in each of the first three analyzed periods, reaching an apex in 2014 (a full year in which the hours-of-service changes to the restart and the 30-minute break were in effect), they declined in the most recent

adding the 30-minute-break requirement. In 2015, 30-minute-break violations accounted for around 20 percent of total hours violations written in that state. That share was a decline, but Arkansas increased its hours violations elsewhere, climbing far above the next closest state. Thompson says his state program’s emphasis on hours might best be viewed in the context of an FMCSA request to all states in the Motor Carrier Safety Assistance Program.

Have you received an hours violation in the past two years? Not sure 3% Yes, a ‘form and manner’ violation 12% Yes, a violation other than ‘form and manner’ 5% Yes, both of the above 15%

No 65%

OverdriveOnline.com poll

About a third of CCJ readers reported receiving some kind of hours violation over the two years prior to this poll, conducted last month, whether a minor ‘form and manner’ violation or a more serious infraction.

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commercial carrier journal

2015:

534,926 annual violations

485,232 annual violations Arkansas 35.6% Wyoming 23% North Dakota 22.8% Oregon 22.1% Colorado 21.9% Indiana 21.1% Kansas 20.7% Iowa 17.8% South Dakota 17.5% Nevada 15.8%

year. However, the number of states rapidly increasing their focus on hours in driver inspections is apparent and did not abate in 2015. Since CCJ’s CSA’s Data Trail series began with analysis of the 2011-12 period in 2013, there have never been as many states where hours violations account for more than 20 percent of all violations.

Most states participate in MCSAP, meaning they accept grant funding from the federal government, but with certain strings attached. In recent years, FMCSA asked those states to do at least a third of their inspections on the driver only, which is Level 3 in the Commercial Vehicle Safety Alliance’s standard inspection levels. Thompson, CVSA president, says that FMCSA “saw contributing factors [in crashes] were often driver error.” Oregon has not participated in MCSAP for the past two years, but McKane echoes such thoughts in the context of more states jumping up the hours rankings. Such states are “realizing that when a truck causes a crash, it is usually the driver that fails, not the equipment,” he says. Thompson adds, “I think you’re going to see that decrease [in violations] with ELDs. … Once we get to the point where every commercial vehicle is equipped with an ELD, I don’t see how the violations won’t decrease.” For a small fleet concerned about

hours violations, ELDs might be the best short-term tool toward eliminating problems, given the dynamic Thompson notes. McKane, however, stresses that Oregon’s “most common hours violation is falsification of records of duty status. Some of these are drivers who simply don’t fill out a log book well. Others are drivers who are trying to squeeze in a few extra hours.” His advice for carriers both large and small: “Ensure drivers understand how to complete a record of duty status, either paper or electronic.” And most importantly, he adds: “Be honest. It is very difficult to cheat with your log book today and not get caught. A good inspector has a readily available supply of data points to use to verify the validity of a log book.” McKane’s state records time and location of every truck weighing there. “That is just one data point used by Oregon and any other state that requests the data.”

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Tire balancing, often considered unnecessary by fleets, is getting a closer look

Driver fatigue often comes from the shaking delivered by imbalance in drive tire positions, which directly transfers to the cab of a truck.

BY JASON CANNON

ecause tires are a leading cause of Compliance Safety Accountability maintenance violations nationwide and a Top 3 annual expense for virtually every truck on the road, they command a lot of attention and dollars. While proper inflation is the single most important factor to maximize safe tire wear, balancing – a far more uncommon practice – can set a truck up for savings and increased efficiency before a new set of tires ever touches the highway. Methods of commercial tire balancing vary, as do the opinions of whether or not it’s actually necessary and on which axles it is most effective. But one thing is certain: The idea that it is time-consuming is a deciding factor in why many fleets opt to omit balancing from their maintenance routines. “The main reason that tire balancing isn’t common in heavy trucks is 66

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the perception of time required,” says Derek Forney, associate product manager for IMI Products. “With the added factor of recommended rebalancing every 20,000 miles, using wheel weights isn’t practically feasible for balancing some or all wheel positions.” Forney says spin balancing upwards of 18 tires with wheel weights can add 10 to 15 minutes per tire during installation. Ken Eggen, fleet services manager for Lone Star Truck Group, has seen data that supports tire balancing and believes in the practice. However, the intensive man-hour investment was exactly what kept him from mandating the balancing of anything other than steer tires. “When I run 1,000 trucks in a fleet, it’s just tough to take the time,” he says. Steering toward balancing Like Eggen, many fleet managers have saved time by honing their balancing

efforts on steer tires, where steering wheel vibration can wear on drivers. “However,” Forney adds, “the greater fatigue often comes from the shaking delivered by imbalance in drive tire positions, which directly transfers to the cab of a truck.” Cal-Maine Foods Inc., the largest U.S. egg distributor, is outfitting its Lake Worth, Fla.-based fleet with Centramatic’s line of onboard balancing systems for tires and wheels, mounted behind the wheel and designed to operate automatically and adjust instantly for changing conditions. Woody Weltzbarker, maintenance manager of Cal-Maine’s Florida fleet, says ride improvement has been just one of the benefits of balancing all of the axles on the truck and trailer. “The ride is a lot smoother,” Weltzbarker says. “The other major benefit of balancing is that it identifies other problems on the truck and the trailer,

| september 2016

8/22/16 10:05 AM

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EQUIPMENT: TIRE BALANCING

Many fleets have saved time by honing balancing efforts on steer tires, where vibration in the steering wheel can wear on drivers.

such as U-joints going bad. The driver is able to identify other problems when it’s not ‘driving like a truck.’ ” Mike Manges, manager of Goodyear’s commercial and off-highway tire communications, says imbalances also can contribute to suboptimal steer tire performance. All of the truck’s rotating parts except for the tire and wheel assemblies are factory-balanced to prevent damage, Forney says. Left unchecked, fleets are not reaping the residual maintenance benefits that balancing can provide. “Balancing wheel assemblies reduces the damage that vibration causes on lights, bearings, U-joints and other suspension parts, resulting in reduced downtime and lower maintenance costs,” he says. Bob Jessee, regional account manager for Centramatic, agrees. “When you eliminate controllable vibrations all day every day, all parts that are vulnerable to vibrations – including but not limited to bearings, tie rod ends, ball joints, kingpins, onboard computers and electronics and gauges – will last longer,” Jessee says. Balancing myth and reality While balancing a tire and wheel is a common and expected practice for passenger and light truck tires, the process for fleets is not the same for commercial truck tires. Delvin Webb, U.S. customer engineer68

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ing support manager for Michelin Truck Tires, says the materials and compounds that make up commercial truck tires and the engineering behind their designs have come a long way over the years, as has the use of aluminum wheels, which has changed the dynamic of the tire and wheel assembly. “In most instances, commercial truck tires do not need to be balanced,” he says. “With tighter uniformity standards in manufacturing, tires, wheels, hubs and drums do not need routine balancing.” While it is customary to check the balance of the tire and wheel assembly if a driver makes a ride complaint, he usually experiences vibrations through the steering column or the seat, often making it difficult to determine where the actual issue originates. “Michelin recommends that before removing the tire and wheel assembly from the vehicle, the radial and lateral runout be checked by a professional technician,” Webb says. “Bent wheels, improper mounting or flat-spotting can cause excessive runout. If balance is still required, a simple static balance with bubble balancer or a wall-mounted axle bearing and hub-type gravity balancer should be sufficient.” Jessee calls the idea of not balancing commercial truck tires a myth handed down from previous generations when

most trucks had Dayton or spoke-style wheels outfitted with bias ply tires. “Back then, it was believed to be a waste of time and resources to balance truck tires,” he says. “This is the generation that started the phrase ‘It rides like a truck.’ By the time the Budd wheel evolved, and then when radial tires for trucks became most common, the myth and the phrase had stuck.” Jessee says “visible and controllable forces” that cause premature tire wear include misalignment, worn suspension parts, worn or incorrectly torqued bearings, incorrectly mounted tires and incorrect air pressure. Imbalance, he says, is an “invisible and also controllable force that is consequently ignored by many. “If a fleet owner neutralizes all of the visible forces and ignores the invisible force – imbalance – he will be wearing out his tires prematurely at least 25 percent faster,” Jessee says, noting the opposite is also true. “If a fleet owner neutralizes the imbalance and ignores the visible forces, he will also be wearing out his tires prematurely. All the forces, visible and invisible, must be neutralized to get maximum life out of tires.” Balancing the tire budget The perception of balancing is changing as goals for lower operating costs take center stage, and Forney says more fleets are looking at tire balancing to not only improve tire life but also improve fuel efficiency by up to 2 percent. “To do so, they are finding more timeefficient methods or are spin-balancing despite the time factor,” he says. Before Equal Flexx was introduced 25 years ago, spin-balancing with wheel weights was the only option, he says. Weltzbarker says he’s already seeing a tire life improvement of about 30 percent from balancing alone. “Before, we were getting about 50,000 to 55,000 miles,” he says. “With balancing, we’re up to about 80,000 to 85,000.” With the increased usage of lowrolling-resistance tires, fleets have seen a

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EQUIPMENT: TIRE BALANCING reduction in tire mileage, but Forney says balancing can not only optimize the fuel efficiency of these less-durable tires but also maintain normally expected tire life. “When there aren’t perceived problems, fleets aren’t maximizing the value of the tires or fuel,” he says. “By increasing tire mileage by 25 percent or more and increasing fuel economy by 2 percent, fleets can save $5,500 per truck per year.” By not balancing a wheel end, a fleet can lose upwards of 20 to 25 percent of potential tire life, Forney says. “Tires are often pulled prematurely due to irregular tread wear,” he says. Forney says fleets typically see a 20 to 40 percent increase in tire mileage from balancing, citing a 2012 tire life study conducted by a large fleet that documented 20 million miles and showed a 25 percent increase in tire mileage from balancing with Equal Flexx, a soft internal compound designed to maximize vibration dampening for the tire’s life without

damaging the casing, wheel or tire pressure monitoring system. “The steer position typically generates 18 percent of a truck’s tire-related rolling resistance, while drive tires produce an additional 40 percent, and the trailers make up the remaining resistance,” he says. “Not only are there significantly more tires that can benefit from improved wear behind the steer axle, but they also generate the great majority of the fuel-savings opportunity.” Based on current tire and fuel costs, the steer axle can provide $1,000 in savings, while the drive and trailer axles offer $4,500 in savings, Forney says. Balancing information Both Manges and Gary Schroeder, director of commercial vehicle and global OEM sales for Cooper Tire & Rubber Co., assigned to the Roadmaster brand, say that the Technology and Maintenance Council’s Recommended Practices

Manual is a good resource for balancing tires, but notes it does not recommend a single approach. “The approach to balancing will vary based on the specific application the tires are being used for,” Schroeder says. “Balancing steer tires for a regional waste-haul truck will vary from balancing steer tires for a long-haul truck.” Schroeder and Manges both say TMC RP 214D (Tire/Wheel End Balance and Runout) and RP 648 (Troubleshooting Ride Complaints) are valuable tools in making tire-balancing decisions. Eggen says his preference to balance was based on his understanding that a truck that just rolled off the assembly line wasn’t perfectly balanced and road-ready. “When a tire is mounted on a wheel, and the wheel assembly is mounted on a truck, it now has an out-of-balance – known as the heavy spot – which is different than the heavy spot of just the tire or wheel alone,” Forney says.

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PRODUCTS

Combination lamp Truck-Lite’s Model 60 Stop/Turn/Tail & Back-up Combination Lamp, the latest addition to the company’s 60 Series line, is designed to perform the functions of two lamps in one unit. The Model 60 S/T/T & BU is available in flange, surface or grommet mounts and also features hardwired connector options for thin depth applications and a four-position LED Fit ’N Forget AMP connector engi-

neered to eliminate a connection point on the vehicle harness. The 6-inch lamp can be mounted either vertically or horizontally, even on vehicles over 80 inches wide, and can fit into standard 6-inch mounting holes. Its back-up feature is designed to provide a clear indication of the white reverse light and to not impair

the appearance of the stop/turn/tail lamp when both are illuminated. Truck-Lite Co., www.truck-lite.com, 800-562-5012

Camshaft, gasket kits AFA’s three camshaft bearing and gasket installation kits for Cummins’ ISX/ QSX engines are designed to help simplify installation. Each kit contains camshaft seals manufactured in one of the company’s plants. AFA Industries, www.afaindustries.com, 586-752-2900

Angled drain valve Global Sales Group’s 90-degree version of its EZ Drain Valve is designed to drain engine oil, gas/diesel fuel, transmission oil, coolant and water. The angled valve is engineered for cramped spaces and requires less than 40 millimeters of space to install. The drain’s direction can be adjusted, with a lock nut providing full adjustment of the valve’s final position. The angled valve features the same locking mechanism and ball valve design as its predecessor, as well as an O-ring design and nickel-plated exterior. Global Sales Group, www.ezoildrain.com, 425-999-1200 commercial carrier journal | september 2016

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PRODUCTS

Dual camera and monitor DVR system Pyle Audio’s Dual Camera & Monitor DVR System is designed to mount on the existing rearview mirror, allowing for positioning the two swivel rotating cameras for hi-resolution photo and full HD 1080p video and audio recording, with one camera aimed forward and the other aimed toward the rear windshield. The system features extra-wide 120-degree viewing-angle camera lenses, 4x digital zooming, continuous and loop video recording, night vision recording and the option to add a date and time stamp; also included is a built-in 3½-inch LCD display screen. The Picture in Picture ability is designed to allow drivers to record video simultaneously in both directions. A power outlet adapter and USB charging cable is included, and a micro SD card slot and micro HDMI connector port allow users to save and share road incident footage on both Mac and PC. Pyle Audio, www.pyleusa.com, 888-318-7953

Cooling system treatment additive Penray’s Pencool 4000 cooling system treatment additive is formulated for nitrite-free extended-life coolants used in over-the-road trucks and local delivery vehicles and is designed to be compatible with all ELCs. The blend has corrosion inhibitors to help enhance and maintain the coolant’s effectiveness and service life and extend radiator life. The formulation also helps protect all metals

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Portable satellite TV antenna King’s Dish Tailgater enclosed-style portable satellite TV antenna weighs 8 pounds and comes with a single-coax port and coax cable to help simplify setup by connecting the cable from the antenna to a Dish receiver, connecting the receiver to a TV and following the on-screen instructions. The Tailgater is designed to scan the southern sky quickly and automatically for the best HDTV signal. It works with Dish’s pay-as-you-go programming and also can be used with a home-based subscription. King, www.kingconnect.com, 952-922-6889

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