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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Cummins issues engine recall over faulty emissions systems

ummins has instituted a voluntary recall of roughly 500,000 model-year 201015 engines because of faulty emissions systems components that could cause the engines to fall out of compliance with federal emissions regulations. The engines under the voluntary recall have seen degradation of their selective catalytic reduction systems, according to financial reports issued by Cummins. SCR systems are the exhaust The Cummins enaftertreatment components gines under the volthat use diesel exhaust fluid untary recall have seen degradation of to curb emissions of nitrotheir SCR systems, gen oxides and greenhouse according to finangases. All manufacturers of cial reports issued engines for Class 8 trucks by the company. use SCR and DEF in their emissions-control systems. Engine makers adopted the technology in 2010 to meet that year’s emissions limits. In financial reports issued for the 2017 fiscal year and for the first quarter of 2018, Cummins notes that the U.S. Environmental Protection Agency and the California Air Resources Board had pulled “certain pre-2013 model-year engine systems for additional emissions testing” and that “some of these engines failed … tests as a result of degradation of an aftertreatment component.” An EPA announcement in late July says that Cummins will contact owners of its engines with information on how to have them repaired. Cummins says in its financial reports that it plans to institute a field campaign to address the issue. The engine maker says in its 2017 10-K filing that it has set aside nearly $200 million for the repair campaign. Cummins did not provide any insight into questions asked about the emissions-control systems or the field campaign. Cummins spokesperson Jon Mills in June said only that the company was working with EPA and CARB to address the issue. In the company’s 10-Q filing for the first quarter of 2018, Cummins says it “had not yet determined the impact to other model years or engine Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newssystems or the percentage of letters to sign up for the CCJ Daily Report, the engine system populations a daily e-mail newsletter filled with news, that could be affected.” analysis, blogs and market condition articles. – James Jaillet 10

commercial carrier journal

| september 2018

FMCSA seeks OK for HOS pre-rule

hough details were sparse at press time, the Federal Motor

Carrier Safety Administration is seeking approval from the White House to publish a pre-rule regarding hours-of-service regulations. The pre-rule likely wouldn’t have any substantive proposals for changes to the HOS regulations. Rather, it would be a solicitation for feedback from industry stakeholders – such as carriers and drivers – about potential changes. FMCSA Administrator Ray Martinez last month told CCJ that he hoped to kick off dialogue around HOS reforms this fall, noting the 30-minute break requirement and flexible split-sleeper berth options as potential areas to evaluate. FMCSA spokesperson Duane DeBruyne said the agency has received “petitions conveying widespread concerns on hours-ofservice regulations and requesting rulemaking,” which prompted the proposed pre-rule. To be published in the Federal Register, the pre-rule must be approved by the White House Office of Management and Budget. The agency also is waiting on OMB’s approval for a research plan intended to study the safety aspects of allowing drivers to split their 10-hour off-duty time into more segments other than a straight 10-hour break or an 8-2 split.

– James Jaillet

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JOURNAL NEWS

EPA backs down on glider policy change

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commercial carrier journal

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ixing a decision it issued just three weeks prior, the U.S. Environmental Protection Agency in late July said it would enforce the 300-truck annual limit placed on glider kit manufacturers by Phase 2 emissions regulations, meanEPA will enforce its 300-truck annual production cap on glider kit ing glider kit makers makers until the agency can finalize a rule to rescind the limit. will be handicapped in their production until the agency finalizes a rule to repeal the Obama-era regulations that took effect Jan. 1. EPA spokesperson Molly Block told CCJ that the agency is working to produce a rule to rescind the glider-specific regulations within Phase 2, which would lift the 300-truck cap and allow glider manufacturers such as Fitzgerald Glider Kits to resume normal operations. Block said EPA “will continue to work expeditiously to finalize a solution that provides regulatory relief and prevents any inadvertent economic harm to the glider industry while maintaining important air quality protections.” Former EPA Administrator Scott Pruitt issued a memo on July 6, his last day in office, stating that the agency would use “enforcement discretion” and not enforce the 300-truck cap through the end of 2019. The nonenforcement decision was meant to provide EPA time to finalize a rule to permanently rescind the restrictions placed on glider kit makers. The agency issued a proposed rule in November 2017 to roll back the regulations, but the rule has not been made final. EPA’s nonenforcement tact prompted a legal challenge from the Sierra Club, the Environmental Defense Fund and the Center for Biological Diversity, and a three-judge panel for the U.S. District Court in the D.C. Circuit issued an injunction requiring the agency to enforce the 300truck cap. EPA Acting Administrator Andrew Wheeler on July 27 issued a memo to agency staffers announcing the policy reversal that would enforce the production limit. Gliders are new truck bodies and chassis that are equipped with older remanufactured engines and transmissions. They traditionally have been exempt from emissions regulations, but EPA, in its sweeping Phase 2 truck and trailer emissions regulations, sought to stymie the segment’s decadelong growth that came in part due to more stringent emissions regulations placed on new trucks and engines. Gliders generally also are less expensive than new trucks. – James Jaillet JWT/Atlanta SHELL Rotella 1/3 Page VERT 1168545_A255_ CCJ_Third_Aug2018 “ROTELLA ROUNDUP”

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JOURNAL NEWS

Senate passes bill to extend livestockers’ ELD waiver

he Senate last month passed a bill that would exempt livestock haulers from compliance with the electronic logging device mandate for another year, allowing them to run on paper logs through September 2019. The measure still has hurdles to clear before becoming final, however. Though the House has taken up a similar yearlong extension of the livestock ELD waiver, it has not yet passed the U.S. Department of Transportation appropriations bill to which it is attached. The two chambers, once the House passes its bill, will need to confer to iron out differences between the two pieces of legislation and then pass the bills again. Also, President Trump must sign the legislation, but he has threatened to veto appropriations packages coming out of Congress if they don’t include funding for a wall along the U.S. southern border. Legislators have until the end of September to finalize 2019 appropriations packages to ward off a government shutdown. Livestockers currently are exempt from ELD compliance through September 2018. The Senate’s livestock ELD waiver was added via a July 31 amendment offered by Sen. Deb Fischer (R-Neb.). Also added was an amendment from Fischer to urge the Federal Motor Carrier Safety Administration to complete its ongoing study into adding split-sleeper berth flex-

The Senate’s livestock ELD waiver was added via a July 31 amendment offered by Sen. Deb Fischer (R-Neb.).

ibility to hours-of-service regulations, though the amendment does not stipulate a timeline. The House’s DOT appropriations bill also includes the Denham Amendment, which would block states from enforcing their own laws that require carriers to provide drivers meal breaks and paid rest breaks beyond what is required by federal HOS regulations. That bill is awaiting consideration on the House floor. It was passed by the House’s Appropriations Committee in late May. – James Jaillet

Coalition wants ELD mandate applied to intrastate haulers

he Trucking Alliance, a coalition of some of the country’s largest trucking companies, last month issued a policy statement calling for use of electronic logging devices to be required for truckers who drive exclusively intrastate. Federal regulations, following a congressional statute passed in 2012, require most truckers involved in interstate operations to use an ELD to track and record duty status. The mandate took effect in December of last year. However, it does not apply to drivers who do not cross state lines. The Alliance, which is made up of Knight, Swift, Schneider, J.B. Hunt, Maverick Transportation and others, hopes to see the ELD mandate extended to intrastate drivers via either a rule from the Federal Motor Carrier Safety Administration or laws from state legislatures. In its policy statement, the Alliance says it “encourages [FMCSA] to expand its statutory authority and require ELDs in all interstate commercial trucks, as Congress directed, and regardless of the commodity or length of haul.” 14

commercial carrier journal

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The Trucking Alliance hopes to see the ELD mandate extended to intrastate drivers via either a rule from FMCSA or laws from state legislatures.

The group also says it “urges” state legislatures to pass their own ELD mandates for intrastate drivers. Federal law requires states to review regulations and “achieve compatibility with the Federal Motor Carrier Safety Regulations,” providing states up to three years to harmonize their safety regulations with those from FMCSA. Texas has updated its regulations to require ELDs by December 2019, and Florida’s State Legislature also has been active on the issue. However, few other states have, at least publicly, announced their intentions for requiring ELDs for intrastate drivers. – James Jaillet

JOURNAL NEWS

ATRI: Reckless driving, failure to yield predict crash risk

ruck drivers cited with violations for reckless driving or failure to yield the right of way are the most likely to be involved in a crash, according to a report by the American Transportation Research Institute. In its first update to its Crash Predictor Model since 2011, ATRI says it analyzed data from over 439,000 drivers over a two-year period to determine factors that can raise crash risk by 50 percent. This is ATRI’s third Crash Predictor Model report; the first was issued in 2005. Reckless driving and failure to yield raise crash risk by 100 percent, ATRI says. Also, involvement in a prior crash boosts future crash risk by 74 percent, the research group notes. Across its three reports, ATRI says other “statistically significant predictors” of crash risk include lane-keeping violations and citations for negligent or inattentive driving. This was the first of ATRI’s Crash Predictor reports to include age and gender analysis. Age did not have a “significant relationship” to crash risk, the report says, though drivers younger than 40 and older than 85 were “most frequently associated with elevated risk for specific crashes.” Gender, however, did show a crash risk correlation. Female drivers were 20 percent less likely to be involved in a crash

ATRI says “statistically significant predictors” of crash risk also include lane-keeping violations and citations for negligent or inattentive driving.

than their male counterparts. However, only 2.45 percent of the drivers studied in the research (10,741) were women; the remaining 428,484 were men. ATRI also provided a list of “top tier” states with proven track records of maximizing their truck enforcement resources toward activities that target the institute’s crash predictor behaviors while minimizing their share of truck crashes. Indiana topped that list, followed by New Mexico, Washington, California and Maryland. To see the full report, go to atri-online.org. – James Jaillet

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commercial carrier journal

| september 2018 15

JOURNAL NEWS

INBRIEF 9/18 • The Missouri Department of Revenue is seeking an extension of a waiver that allows qualified current or former military veterans who participated in dedicated truck driving training in approved military programs to be exempt from the civilian commercial learner’s permit general knowledge test. The Federal Motor Carrier Safety Administration first granted the waiver in 2016 for two years, and Missouri DOR is requesting a two-year renewal. Comments can be viewed at Regulations. gov by searching Docket No. FMCSA2016-0130. • CRST Expedited (CCJ Top 250, No. 17) is requesting a five-year renewal of an exemption that allows a commercial learner’s permit holder who has passed the commercial driver’s license skills test to drive without a CDL holder physically in the front seat of a truck, effectively allowing the CLP holder to drive team until returning to his or her home state to receive a CDL. FMCSA first granted the exemption in 2016, and the agency says CRST reported zero accidents involving drivers operating under the exemption. • Daseke Inc. (No. 23), an Addison, Texas-based flatbed and specialized transportation provider, acquired Builders Transportation Co. (No. 246), a Memphis, Tenn.-based hauler of steel, aluminum and metal products, mostly in the eastern two-thirds of the United States, with more than 300 company trucks and nearly 500 spread-axle trailers. The $53.8 million purchase includes $3.4 million in Daseke stock. For the trailing 12-month period ended June, Builders posted $72.4 million in revenues and $9.7 million in EBITDA. • Pilot Freight Services, a Lima, Pa.-based provider of transportation and logistics services, acquired Manna Freight Systems, a Minneapolis/St. Paul-based final-mile logistics provider; terms were not announced. Pilot will leverage Manna’s expertise in heavy-and-hard-to-handle (H3D) final-mile delivery to supplement its own existing full-mile service for furniture and appliance delivery and installation. • Roy E. Garrison, who founded R.E. Garrison Trucking (No. 137) in 1958, passed away Aug. 8; he was 96. Wyles Griffith and Donovon Lovell, who purchased the Vinemont, Ala.-based fleet from Garrison in 1996, said they kept the company name because of its strong relationship with customers and drivers.

commercial carrier journal

Beverage hauler wants to extend short-haul exemption

llied Beverage Group is petitioning the Federal Motor Carrier Safety Administration to allow some of its drivers to extend their work days by two hours. The 200-truck New Jersey-based fleet is petitioning the agency to allow its drivers who use the short-haul Allied Beverage Group wants logbook exemption to be able to return to their work- its drivers using the shorthaul exemption to be able to reporting location within 14 hours instead of 12, as return to their work-reportrequired by hours-of-service regulations. ing location after 14 hours. Allied requests its beverage truck drivers be treated the same as ready-mix concrete drivers who are allowed to report back to their work-reporting location within 14 consecutive hours without losing their short-haul exemption. Allied says its drivers work on a four-day workweek and occasionally work past the 12th hour of duty. These drivers, Allied says, are in the same town doing multiple stops, often crossing town lines only to return to complete a stop that initially was not open or required a specific time delivery, making logging each event change “a difficult if not impossible task.” The drivers stop between 25 and 35 times per day with minimal driving time, the company adds. To view comments on Allied’s request, go to Regulations.gov and search Docket No. FMCSA_FRDOC_0001-2706. – Matt Cole

Groendyke seeks brake-activated flashing trailer lamps

roendyke Transport (CCJ Top 250, No. 110) is petitioning the Federal Motor Carrier Safety Administration to allow it to use pulsating brake lamps in addition to steady burning brake lights. Groendyke Transport is petiIn its exemption application, the Enid, Okla.tioning FMCSA to allow it to based hazmat tanker fleet says it assessed “what it add brake-activated flashing could do to prevent other drivers from rear-ending amber lamps to its trailers. Groendyke trailers” and decided that increasing visibility by adding more lighting to its trailers would “be an efficient means.” The exemption would allow the company to install an amber brake-activated pulsating lamp to the upper center portion of its trailers. Groendyke’s exemption states that research shows that pulsating brake lamps in addition to steady burning red brake lights improves visibility and reduces accidents. The company also cites studies by the National Highway Traffic Safety Administration on rear-end crashes, which indicates, according to Groendyke, that drivers are alerted faster when a pulsating brake lamp draws their attention. In a study of its own in which the company added pulsating brake lamps to nearly half of its 1,440 trailers, Groendyke found that the frequency of rear-end collisions dropped by 33.7 percent on trailers with the lamps compared to those without. To view comments on Groendyke’s exemption request, go to Regulations.gov and search Docket No. FMCSA-2018-0223-0001. – Matt Cole

| september 2018

JOURNAL NEWS

Briefs support owner-operator’s case against arbitration clauses

ifteen state attorney generals have asked the Supreme Court to uphold a ruling that carrier arbitration agreements cannot prevent owner-operators from having their day in court. On July 25, they filed amicus briefs siding with trucker Dominic Oliveira against New Prime, along with the Owner-Operator Independent Drivers Association and several organizations representing legal scholars and attorneys. Last May, the high court had received friend-of-the court briefs from the American Trucking Associations and the U.S. Chamber of Congress supporting New Prime’s bid to overturn the lower court decision. Oliveira’s 2015 class action lawsuit alleged that the Springfield, Mo.-based for-hire carrier misclassified many drivers as independent contractors and

didn’t pay minimum wages. After completing its apprentice program, Oliveira was an independent contractor and then a company driver for Prime. He says the company’s paycheck deductions for lease payments, required tools and other items sometimes left him earning less than minimum wage or owing the company money. He had signed Prime’s independent contractor agreement that includes a clause stipulating disputes be settled through arbitration. A Boston federal court refused the company’s request to force Oliveira to use arbitration instead of the court system. The First Circuit Court of Appeals agreed his contract fell under the 1925 Federal Arbitration Act, which exempts transportation workers in foreign or interstate commerce from compelled arbitration.

Trucker Dominic Oliveira’s 2015 class action lawsuit alleged that New Prime misclassified many drivers as independent contractors.

On Oct. 3, the Supreme Court will consider whether the court or an arbitrator decides if the FAA applies and if the act’s exemption applies to independent contractors. OOIDA argued Congress’ mandate over motor carrier/ owner-operator leasing agreements illustrates how owner-operator agreements are exempt under the 1925 law. Previously, the Interstate Commerce Commission adjudicated disputes between carriers and owner-operators. When Congress terminated ICC, it granted owner-operators private rightof-action in federal courts to seek damages and relief. – Jill Dunn

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commercial carrier journal Date: 08/01/18

Client: CMA

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| september 2018 Job #: 2450

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BY JASON CANNON

Over before it started Uber’s ride in autonomous trucking was as puzzling as it was brief

utonomy is the future of trucking, but one of its early pioneers likely won’t be part of it. Uber closed the month of July in a surprising way— at least surprising to me. The ride-sharing giant and budding trucking industry revolutionary closed its autonomous trucking division, despite what I would categorize as a resounding early success. Uber deployed its system on a 120-mile test in October 2016, hauling a load of Budweiser from Fort Collins, Colo., through Denver to Colorado Springs on Interstate 25. That pre-dawn beer run is widely considered the first-ever fully autonomous delivery of consumer goods in the United States. That Budweiser was a partner is notable. The largest beer brewer in the world can afford to take a flier on emerging technologies. Earlier this year, Anheuser-Busch ordered up to 800 Nikola Motor Co. hydrogen-electric tractors and has 40 Tesla Semi trucks on order, even though both companies are at least a year from production. That they rolled the dice with Uber on a run that included commemorative cans means they see this technology as viable and the opportunity to be part of it as significant. Not loving LiDAR While it wasn’t all that visually appealing – like a SURPRISING SHUTDOWN: Uber closed its Otto autonomous trucking division.

BRAINS BEHIND THE BEER: Budweiser took a flier on an emerging technology.

RETROFIT’S FUTURE: Hopefully, Waymo sees the autonomous potential of all trucks.

commercial carrier journal

| september 2018

virtual reality helmet for your roof and bumper – I was a believer in the retrofit system Uber was pursuing, even though it was LiDAR-based. I was, and still am, skeptical of LiDAR as a long-term object detection system solution, but I’m in the minority. LiDAR is a critical component of almost every autonomous driving system on the market, with one notable holdout. Tesla boss Elon Musk and I don’t have much in common other than the belief that cameras are the path to autonomy. The perception quality of LiDAR is lower-resolution and more limited in range than higher-end camera systems, and the LiDAR sensor itself is expensive and fragile. Camera-pixel resolution gets better every day, and the technology itself is fairly disposable. If you break one, replacements often are better than the original and fairly inexpensive. However, they have a long way to go, and while their potential is high, even the most sophisticated camera system will need radar to assist with low-visibility conditions. Still, that is a low-cost supplement.

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.

Autonomy for everyone Unless the cost of LiDAR drastically plummets, I see it as cost-prohibitive to most fleets. I’m not sure anyone other than a handful of the country’s largest carriers can afford to just run out and buy a truck that drives itself. I found Uber’s retrofit intriguing because it seemingly unlocked the autonomous potential of every truck already on the road. I also felt that Uber had the upper hand, with potential to integrate its Uber Freight platform with its autonomous technology. Imagine a world where a fleet manager could accept a load from his office and simultaneously beam the freight’s pickup location and destination to a truck’s onboard computer. Those technologies already exist, and Uber seemed a likely conduit to merge them. Otto successfully deployed its self-driving retrofit kit in October 2016, hauling a load of Earlier this year, Uber Budweiser 120 miles on I-25 in Colorado. settled a lawsuit with Google’s self-driving program, Waymo, over allegations the former was using proprietary technology stolen from the latter by Anthony Levandowski, a founder of self-driving startup company Otto and former Waymo engineer. Levandowski sold Otto to Uber two years ago. As part of the February settlement, Uber agreed not to use any Waymo intellectual property in its own self-driving technology. Five months later, the entire program has been shelved. My hope is that Waymo, which has its own autonomous truck shuttling freight to Google data centers around Atlanta, will pick up where Otto and Uber left off — with a strategy that realizes the autonomous potential of all trucks on the road, and not just the ones rolling off the assembly line. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Jacobs enhances engine efficiency

acobs Vehicle Systems, a manufacturer of heavy-duty diesel engine retarding systems and valve actuation mechaJacobs said nisms, launched its 2-Step its 2-Step VVA is a Variable Valve Actuaprogression tion system designed to from its enhance performance fully-flexible and efficiency across an VVA intake and exhaust engine’s operating range. system. The company said the technology will help engine manufacturers further improve fuel consumption and reduce tailpipe emissions, as well as deliver a range of other benefits. Jacobs said the 2-Step VVA is engineered to allow for optimized valve timing at two operating points instead of a single-timing option. – Jason Cannon

Stertil-Koni debuts inground lift adapters

tertil-Koni, a provider of heavy-duty vehicle lifts, introduced two adapter kits tailored for its inground scissor and piston lifts, each engineered to facilitate more efficient lifting by engaging the front and rear lifting points on trucks and buses. One adapter kit is flatter and broader for transit buses, while the other is wider and taller and is Stertil-Koni’s adapters for suitable for its inground lifts are enboth trucks and gineered to embrace the axles, frame or suspension school buses. on the vehicle securely. Each adapter pair has a capacity of up to 35,000 pounds depending on the type of lift with which it is used. The adapters also can be used with older vehicles. – Jason Cannon

commercial carrier journal

september 2018

INBRIEF • Daimler AG announced it is splitting the company into three legally independent entities: Daimler Truck AG will serve as the commercial truck and bus segment, Mercedes-Benz AG will be the company’s car and van division, and Daimler Mobility AG will focus on financial and mobility services. “The new structure positions Daimler to tackle the rapid pace of change in the mobility sector and the corresponding strategic challenges,” said Manfred Bischoff, chairman of the supervisory board for Daimler AG, the umbrella for the three divisions. • Volvo Trucks North America added Cummins’ ISX12N natural gas engine as an option for its VNL 300 daycab tractor suited for local pickup-and-delivery and regional-haul applications. With available ratings of 350-400 hp with 1,450 lb.-ft. of torque, the ISX12N is approved for gross combination weights up to 80,000 pounds. • Kenworth’s T270 and T370 medium-duty trucks now are standard with Dana Spicer S140 single-reduction single-drive axles. The T270 features the S17-140 rated at 16,000 pounds, while the T370 is spec’d with the S21-140 rated at 21,000 pounds. • ZF’s TraXon modular transmission system will be equipped with an optional predictive maintenance function starting in 2019, allowing fleets to monitor the condition of individual components such as transmission oil or clutch disks via the cloud for proactive maintenance planning to help shorten vehicle downtime and extend service life. • Cummins Inc. announced the production of its two millionth engine. The milestone powerplant was built at the company’s Jamestown Engine Plant in Jamestown, N.Y., and was spec’d in an International LT Series truck for Penske Truck Leasing. • Wabco opened its first North America Customer Care Center. The Auburn Hills, Mich.-based facility combines the technical service teams of Wabco and the companies it has acquired – Sheppard, Mico and Laydon Composites – and also includes a dedicated aftermarket sales desk for parts order processing. Customers with questions can call 855-228-3203 or email wnacustomercare@wabco-auto. com for technical service questions or wabconaorders@wabco-auto.com for service parts ordering support.

commercial carrier journal

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• Wabco announced a supply agreement with India’s Tata Motors, a provider of hydraulic power-steering systems. Wabco said its M110 heavy-duty hydraulic power-steering gears and assemblies meet Tata’s power-steering performance and reliability requirements for its development of systems geared toward autonomous driving technologies. • Jacobs Vehicle Systems, a manufacturer of diesel and natural gas engine retarding systems and valve actuation mechanisms, signed a long-term supply agreement with Hino Motors that will last through 2025. The companies plan to expand their working relationship and bring new technologies to the market. • Mack Trucks and Volvo Trucks North America are partnering with three colleges to train trucking technicians to work on Mack and Volvo trucks through the companies’ 500-hour Diesel Advanced Technology Education program. The curriculum will be taught by dedicated Mack- and Volvo-certified instructors at Jones Technical Institute in Jacksonville, Fla.; the University of Northwestern Ohio in Lima, Ohio; and Western Technical College in El Paso, Texas. • Workhorse announced that its N-Gen all-electric zero-emissions cargo vans – deployed in San Francisco through a partnership with Ryder – are demonstrating a fuel-efficiency equivalent of 40 MPGe in their 450-cubic-foot van configuration and 75 MPGe in their smaller 200-cubic-foot version. • Strick Trailers added InfoScan quick-response codes to all its new dry van trailer VIN tags to help identify specific trailers, speed service response times and increase customer uptime. • Mitchell 1 will offer its Manager SE shop management software workshop through a series of free online webinars designed to make the training more accessible and convenient for more users to attend. Course titles, dates and other details are available at ManagerForum.net. • Ryder System now uses Uber Central as a part of its Uber for Business offering to enhance its customers' experience and operations. Uber Central can be accessed by Ryder rental, service and maintenance managers in the United States and Canada to transport drivers and technicians more easily to and from both Ryder and customer locations to help facilitate less downtime.

Toyota updates hydrogen-powered Class 8 e-truck

UPS to help develop, test Thor’s Class 6 e-delivery truck

oyota last month unveiled the second iteration of its hydrogen fuel-cell electric Class 8 truck during the Center for Automotive Research’s management briefing seminars in Northern Michigan. Toyota said the new truck, known internally as Beta, expands on its first Project Portal test vehicle by increasing its estimated range to more than 300 miles per fill. Toyota also has added a sleeper cab-fuel cabinet combination that further increases cab space without increasing the wheelbase. The truck is based on a Kenworth Toyota’s second Project Portal truck, tractor, though Beta, adds a sleeper Kenworth is not cab-fuel cabinet cominvolved in the bination that further project. increases cab space without increasing Toyota’s first the wheelbase. Project Portal truck, Alpha, has logged nearly 10,000 miles of testing in real-world drayage operations in and around the ports of Long Beach and Los Angeles while emitting only water vapor. The new Beta vehicle will begin drayage operations in the fall, increasing the ports’ zero-emissions trucking capacity and helping to further reduce the environmental impact of drayage operations. The Alpha truck has a gross combined weight capacity of 80,000 pounds and a driving range of more than 200 miles per fill. The 670-plus-horsepower Alpha produces 1,325 lb.-ft. of torque from two Mirai fuel cell stacks and a 12kWh battery. Toyota said Beta maintains those torque and horsepower numbers while also extending the vehicle’s range and pushing forward on other key performance metrics. – Jason Cannon 24

commercial carrier journal

lectric truck manufacturer Thor Trucks is about a year away from debuting its Class 8 ET-One tractor, but its efforts UPS will test Thor Trucks’ Class 6 medium-duty electric delivery truck toward developing lighter GVWRs recently as part of its fleet for six months. got a major shot in the arm. Shipping giant UPS (CCJ Top 250, No. 1) announced a collaboration with the California-based truck maker to develop and test a fully electric Class 6 delivery truck in Los Angeles later this year. Carlton Rose, UPS president of global fleet maintenance and engineering, said his company will test Thor’s medium-duty electric delivery truck as part of its fleet for six months. Testing will include offroad evaluation to address durability, battery capacity, technical integration, engineering and any items found during on-road testing. Depending on the success of the deployment, UPS may make additional purchases of the ET-One, Rose said. UPS already uses electric vehicles and works with a wide array of manufacturers such as Arrival, Daimler, Tesla, Workhorse and others. UPS deploys about 9,300 low-emissions vehicles overall, including all-electric, hybrid-electric, hydraulic-hybrid, ethanol, compressed natural gas, liquefied natural gas and propane. – Jason Cannon

Swedish OEM Einride introduces electric autonomous logging truck

he race to vehicle electrification and autonomy has a new application in the clubhouse: the logging industry. Last month at the Goodwood Festival of Speed, Swedish technology company Einride revealed its T-log autonomous all-electric logging truck. Powered by the Nvidia Drive Powered by the Nvidia Drive self-driving self-driving platform, Einride’s platform, the T-log is designed for Level 4 autonT-log is designed for Level 4 autonomous driving and omous driving. Equipped with cameras – both remote operation. LiDAR and radar – the truck has 360-degree awareness of its surroundings with no blind spots or dead angles, according to the company. While the truck doesn’t have a driver’s cab, it can be remote-controlled from hundreds of miles away using Phantom Auto teleoperation safety technology. Robert Falck, Einride’s chief executive officer, said removing the cab enables the company to make the truck smaller, increasing loading capacity, adding flexibility, optimizing energy consumption and lowering production and operating costs. “The driver’s cab is what makes trucks expensive to produce, and having a driver in the cabin is what makes them expensive to operate,” he said. “Remove the cabin and replace the driver with an operator who can monitor and remote-control several vehicles at once, and costs can be reduced significantly.” – Jason Cannon

| september 2018

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TEST DRIVE: PETERBILT MODEL 567

Easily maneuvering through the mines Peterbilt’s aerodynamic Model 567 rarely breaks a sweat BY JASON CANNON

ast year, Peterbilt seized a company record 20 percent of the vocational market, a gain driven largely by its Model 567. The work truck staple of Peterbilt’s order book for about five model years, the 567 was designed with excellent forward visibility and aerodynamic enhancements. The concept of an aerodynamic advantage when grossed out with aggregate may sound like a misnomer, but the trade cycle for a vocational truck is more than twice the three-to-five-year first-servicelife of many long-haul trucks. Over the course of a decade, limited on-highway miles add up. A Metton resin hood features a steep slope, improving both aerodynamics and visibility around congested worksites. There’s enough underhood space to accommodate a 1,438-square-inch radiator for engines up to 600 horsepower. The hood itself is lightweight, and the use of molded resin is a design feature intended to stand up to the kind of impact that would crack a conventional fiberglass hood. Plenty of powertrains Under the hood, you’ll find one of seven engine options, including two natural gas-fired ones. I piloted three engines – Paccar’s MX 11 and MX 13, and a Cummins 15-liter – in test drives last month along the sandy, dirt canyon trails of Gateway, Colo. Paccar’s in-house-built MX engine was spec’d in 43 percent of more than 41,000 trucks the company built last year. The rugged terrain shared by Baja trucks and ATVs and the 90-plus-degree heat that came with it provided an aggressive two-mile course not unlike that 26

commercial carrier journal

The work truck staple of Peterbilt’s order book for about five model years, the Model 567 features excellent forward visibility and aerodynamic enhancements.

found on a construction site. Regardless of your engine choice, you’ll find no shortage of power and torque. The MX 11, spec’d in a 115-inch BBC dump truck, featured 430 horsepower and 1,600 lb.-ft. of torque. Stepping up to a larger dump with the MX 13, I picked up an additional 80 horsepower and another 250 lb.-ft. of torque. The Cummins 15-liter was the heavy hauler of the bunch, spec’d in a 121-inch BBC truck with 600 horses and 2,050 lb.-ft. of torque. The 567 can be matched to one of three transmissions: a Fuller manual, an Eaton

I piloted three Model 567s with three different engines – Paccar’s MX 11 and MX 13, and a Cummins 15-liter –along the sandy, dirt canyon trails of Gateway, Colo.

| september 2018

UltraShift automated manual and an Allison Rugged Duty Series automatic. Tony Sablar, Peterbilt’s vocational marketing manager, said there’s been a notable shift away from manuals off-highway over the past decade — to the tune of a sub-40percent build rate across the company’s vocational segment. Allison’s RDS does a good job of getting the truck up to speed quickly, allowing crews to move more loads per day. It delivers smooth, seamless full-power shifts with consistent acceleration and easy startability. The Eaton UltraShift offers plenty of top-end muscle for heavy loads. It uses an electronic clutch actuator for faster shifting and smoother clutch engagement. At idle, it fully engages the clutch, giving the driver improved finesse control, and its smart shift selection software calculates changes in grade, weight and throttle to determine the most efficient and effective shift points. Two UltraShift features, Urge to Move

it also has clean frame rails that make the installation of various bodies, auxiliary axles and hydraulic tanks easier. Available with a 115- or 121-inch BBC, and as a day cab or with a selection of discrete sleeper configurations, the 567 is a versatile customizable tool that easily can be configured for the job at hand.

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All about the driver Peterbilt’s work truck workhorse doesn’t concede comfort for power. The interior features a sound-dampened 2.1-meter-wide cab and a modern dash layout borrowed from the 567’s long-haul cousins. The all-aluminum cab is enhanced with strategically positioned steel reinforcements – such as upper A-pillars and rear-corner bolsters – for extra strength and cab stability. Sablar said safety increasingly has become a point of interest among vocational operators. In response, when ushering in the 567 in 2012, Peterbilt introduced several baked-in safety enhancements. Side visibility is improved over previous-generation models by pulling the side mirrors closer to the driver, while a single-piece windshield gives the driver a commanding panoramic view. An axle-forward configuration repositions the front axle 17.5 inches forward for a better center of gravity and payload balance for mixers or trucks working on bridge jobsites. The company also has made a more concerted push to put more and highly detailed information in front of the driver via a screen mounted in the center of the instrument cluster. The display’s level of detail helps the driver make an informed decision on the best course of action during a certain event. In a mixer application, that level of detail could lead to keeping a load of concrete from spoiling because of a noncritical maintenance issue, Sablar said. A multifunctional steering wheel features convenient access to cruise and audio controls and allows plenty of leg room under the dash, giving drivers the space to work and move. Switches are backlit for better visibility at night. Drivability is improved with a steering

gear that is angled about 8 degrees, allowing the steering arm to swing in closer to the frame for a deeper wheel cut and improved turning radius. Pod-mounted headlamps are durable, corrosion-resistant and cost-effective to replace. While the 567 is a popular dump truck,

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commercial carrier journal

september 2018

in focus: LOW-VISCOSITY OILS

Through thick and thin Know which oil flows, works best for what engine BY JASON CANNON

hen new fuel emissions standards came into play in 2014, engine OEMs more closely embraced lower-viscosity oils for several reasons. However, some fleets remain reluctant to embrace a thinner grade of fluid whose original purpose was to prevent hot metal engine parts from seizing up. Lower-viscosity oils help reduce viscous drag since their thinner nature flows faster and more smoothly through the oil pump. This development also leads to a fuel efficiency increase of up to 2 percent. The thinner oils have passed the same tests as their thicker counterparts and, with the obvious exception being their viscosity grades, are mostly identical, experts agree. “All additive levels are the same,” says Paul Cigala, ExxonMobil’s CVL applications engineer. “The only difference is the amount of base stock oil.” Can it handle the oil? The first step for a fleet evaluating a potential change in viscosity grades is knowing if its equipment can handle it. Cigala says that’s an answer best found by contacting the engine manufacturer. Mark Betner, heavy-duty lubricants manager for Citgo, says about 70 percent of on-highway trucks still operate on 15W40 engine oil, a figure he calls “a pretty big number” and one he doesn’t expect to change measurably in the near term. Experts agree that lowering engine oil viscosity in older engines is not approved because that actually can increase wear, decrease overall efficiency and lead to premature component failure. Thinner oil also affects the engine’s oil pressure, but Dan Arcy, Shell Lubricants’ global OEM technical adviser, says the change is negligible and that “you only really see that difference at idle.” “A lot of owner-operators think the more oil pressure, the better,” Cigala adds. “Oil pressure seems to be a gauge for performance,” Betner adds. “When pressure drops, there’s people that think the oil isn’t doing its job.” The improvement in flow is what drives the overall efficiency gain, Arcy says. “The faster flow of the thinner oil aids in [engine] startability,” he says. “There’s less energy needed to start an engine, especially in colder climates.” In some instances, lower-viscosity oils running in cold cli28

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| september 2018

Lower-viscosity oils help reduce viscous drag and improve fuel economy since their thinner nature flows faster and more smoothly through the oil pump.

mates can eliminate the need for a block heater, Cigala says. Since the engine isn’t struggling to turn over, it doesn’t put as much stress on the batteries and the starter. In some older models, a drop in oil pressure could mean the engine control module needs to be reflashed, and trucks may see an increase in oil consumption. “That usually lasts about one oil change as the rings reseat,” Cigala says. Making the switch Newer engines – usually anything model-year 2013 and later – should be able to handle the switch without a dealer visit for reprogramming, says James Booth, commercial sector manager for Chevron Lubricants. Stephen Swords, president of parts and service solutions for Pilot Flying J, says an oil sampling program should be part of any transition to a lower-viscosity oil. “You’re looking for metals because, since it is a lower viscosity – it’s not as thick – you’re looking to see how your engine is wearing,” he says. Larger fleets with established maintenance programs have moved to lower-viscosity oils with their eyes on improved fuel economy. Swords says owner-operators have been slower to embrace the shift because of operating older equipment. “I think a lot of that is old habits — to continue to go with that legacy product that they’ve used for a number of years,” he says. “A thicker oil historically has provided a little better protection on older equipment.” Using a lower viscosity – specifically, to a synthetic versus a conventional – also likely will allow truck owners to extend the drain interval because of the added wear protection, Booth says. FA-4 oils are formulated to provide added fuel benefits and have a lower viscosity than CK-4 versions of the same grade and weight, Betner says. However, FA-4 currently is approved only for new model-year engines, including 2017 and newer International A26, 2017 and newer Cummins X15 and 2010 and newer Detroit DD13 and DD15 engines.

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EQUIPMENT

Mack offers video telematics for waste haulers

uch of the freight that comes into and leaves from the ports of Los Angeles and Long Beach passes through warehouses and logistics facilities along Interstate 10 in a region east of the Los Angeles basin. San Bernardino County is the epicenter of trucking activity in that region, known as the Inland Empire. More heavy-duty trucks are registered there than anywhere in the United States. Many truck registrations there belong to waste and refuse haulers, since the greater Los Angeles area is the second-largest metropolitan center in the United States. Representatives from Mack Trucks in late July held a press event at a dealership in Fontana to announce a new connectivity option for the truck maker’s cab-over-engine and highway straight trucks. Three of the company’s models commonly used for waste and refuse applications – TerraPro, LR and Granite – now can be factory-prewired for easy installation of Lytx’s video telematics platform. The TerraPro and LR are COE trucks that can be upfitted by body builders with front- and side-loading refuse equipment. The Granite is a highway straight truck that can be upfitted with rear-loading containers and dump bodies. Ready for service Lytx has a large presence in the waste industry, with customers that include Waste Management, Waste Connections and Waste Industries. Having a large and ever-expanding database of risky driving events and behaviors helps Lytx continuously improve its machine vision technology and scoring of risky behaviors and events inside and outside the cab, said Kristin Costas, the company’s director of product management. To date, Lytx’s technology has captured 16.1 million risky behaviors and 6.9 million risky video event records. Costas said that identifying risky behaviors and recording the events on video “allows our customers to have meaningful conversations with drivers” by using the online platform’s coaching workflow. Following distance, not wearing seatbelts and cell phone use are the most common risky behaviors captured by the system. Video clips of the events are available for review online within 24 hours. The DriveCam program prioritizes video events so that safety managers and coaches see only what they need to see, said Costas, 30

commercial carrier journal | september 2018

Mack should maintain a strong position in the refuse industry as the top provider of COE and straight trucks, said John Randall, senior vice president of North American sales and marketing for Mack and Volvo.

who noted the average driver has two coachable events per month. Beyond safety Future development by Lytx will include machine vision applications that go beyond safety to identify operational exceptions such as overfilled waste bins, which could help refuse haulers collect more revenue, Costas said. When customers choose the optional Lytx Video Services configuration, the company’s in-cab devices retain a continuous recording of the road-facing camera view, Costas said. Users can select any timeframe they want to view during the last 100 hours of recorded video. Waste and refuse haulers could use LVS to find the time of day a driver passed by a certain house to prove that its residents did not have their waste bin out by the street as they might have claimed, Costas said. With LVS, a fleet also can view a live feed of the roadfacing camera, which could help fleet managers identify exceptions such as a driver being detained at a customer’s location when loading or unloading, she said. The prewire kit also supports Lytx Hub, an optional

To date, Lytx’s technology has captured 16.1 million risky behaviors and 6.9 million risky video event records.

EQUIPMENT configuration that allows fleets to connect up to four auxiliary cameras around the vehicle. An expanding market Earlier this year, Mack rolled out its latest over-the-road tractor model, the Anthem, with 70-inch and 48-inch sleeper options. With the Anthem, Mack is in a great position to continue climbing in the over-the-road market while still maintaining a strong position as the refuse industry’s top provider of COE and straight trucks, said John Randall, senior vice president of North American sales and marketing for Mack and Volvo. The truck market is “about as strong as we’ve ever seen in the last few decades,” said Randall, who forecasted that new truck builds will hit 300,000 this year and be equally as robust in 2019. “We are gearing up for that and are looking forward to taking advantage of that,” he said.

By choosing the optional Lytx Video Services configuration, the company’s in-cab devices retain a continuous recording of the road-facing camera view.

The Mack press event was held at TEC Equipment of Fontana, one of the nation’s largest Mack and Volvo dealerships. The Fontana facility is one of 26 TEC Equipment dealerships in five Western states. – Aaron Huff

Severe-service drive-axle tire

Michelin’s X Works Grip D drive-axle tire is designed specifically for energy-sector and logging fleets operating in extreme on- and off-road conditions. Traction is facilitated by staggered shoulder blocks that help provide lateral grip to better handle slippery conditions; sawtooth lugs with more than 800 serrated edges to maximize grip on ice and snow-packed surfaces; an extra-wide tread; and an optimized rubber-to-void ratio. Casing durability is enhanced through stone protection due to ejectors around the center block that help fight stone retention and drilling; shock, impact and roadhazard protection through four steel belts at the crown of the tire; sidewall protection facilitated by extra-thick sidewalls that help protect the tire from chipping and scaling in extreme conditions; and the company’s Co-Ex Technology for a cool-running tread rubber that helps reduce temperatures in the crown area and preserves the casing for retreading. To maximize uptime, the tread’s housing design and the positioning of the shoulder blocks both have been optimized for quicker snow-chain installation and removal. The tire is available in size 11R24.5 size, load range H. Michelin Americas Truck Tires, MichelinTruck.com, 888-622-2306

Waste-haul tires, retread

Bridgestone Americas showcased two new all-position radial tires and a retread at WasteExpo 2018 in Las Vegas. The Bridgestone M870 features a design that provides longer wear performance in highscrub short-haul applications and casing enhancements such as cooling fin technology and stone rejection platforms that help increase durability and maximize retreadability. The Firestone FS860 offers a longlasting tread and added retreadability and features angled grooves for added traction in wet environments and a wide belt package to facilitate enhanced casing durability. The Bandag BRM3 retread is designed for use in all wheel positions and features an advanced tread design and an scrub-resistant compound engineered for long service life. Bridgestone Americas, https://commercial. bridgestone.com, 877-201-2373 commercial commercial carrier carrier journal journal | september | april 2012 2018

EQUIPMENT EQUIPMENT NEWS

Lightweight tipper trailer

East’s Lightweight Tipper Trailer is designed to maximize payload for daily refuse hauls in harsh conditions. The trailer removes 1,200 pounds from the fifth-wheel plate area, suspension subframe and body sides, and an aluminum bumper assembly replaces the standard steel assembly. Double-wall 2-inch-thick extruded aluminum panels are used on the easy-to-clean aerodynamic East Genesis smooth-sided design with a floor-to-wall attachment that secures the welded union of crossmembers, floor plates and sidewalls; the crossmembers and floor plates interlock into the bottom rub rail, forming a pocket to accept the sidewall panels. The outboard Genesis design has panels that are robotically welded vertically, and the landing gear features extra-wide wing brackets, reversedmount legs and diagonal support braces with C-channel crossmembers. Tailgate options include side-swing, over-slung, center-split, airflow and leak-resistant. The trailer also features East’s Elite wheel-end parts and a stainless-steel banded fifth-wheel assembly. East Manufacturing, EastMfg.com, 888-405-3278

Grain trailer

Stoughton’s Platinum Series Grain Trailer is available in 34-, 40- and 42-foot lengths in eight models. The trailers have a 34-degree hopper slope, while the Platinum Plus two-stage door is constructed of corrosion-resistant materials and is engineered for easy opening. A removable liner helps make service easier, and a handrail on the front and rear has been moved further up and away from the trailer to allow easier platform access and to improve safety. The front wall is made of composite panels with stainless-steel front corners as standard, the top divider rail is thicker, and hot-dipped galvanized steel supports connect the corrosion-resistant aluminum subframe to the crossmembers. LED lights are standard; the lights on the upper rear header also function as brake lights and turn signals. Optional features include stainless-steel rear panels and electric tarps. Stoughton Trailers, StoughtonTrailers.com, 608-873-2500

Trailer flip extension

XL Specialized Trailers’ BladeMate Flip Extension is designed for hauling longer wind turbine blades. The 27-foot-long extension can be added to the rear of XL’s BladeMate trailer or any blade-hauling trailer; with the addition, XL’s BladeMate reaches a length of 211 feet. When moving the empty trailer, a driver can flip the extension up, retract the trailer and have a 53-foot-long return trip. By moving the lever at the front of the trailer, 6-inch hydraulic cylinders flip the extension up or down within minutes. The cylinder linkage can be unpinned and lowered flat to allow for more loading space on the top of the trailer. The rear bolster, at the end of the Flip Extension, offers a 20,000-pound capacity, making it suitable as the rear-loading platform for a two-point load setup. The Flip Extension is secured with a lug-and-pin system, allowing the tail to be removed when it is not needed. XL Specialized Trailers, www.xlspecializedtrailer.com, 877-857-7976

commercial carrier journal | september 2018

INBRIEF • Navistar made Bendix’s ADB22X air disc brakes standard on its International HV Series and HX Series models. The HV507, HV513, HV607 and HV613 models and HX515, HX520, HX615 and HX620 models now feature the lightweight air disc brake designed for increased payload, reduced stopping distance and extended brake system life. • Volvo Trucks North America announced that LED headlights will be offered as standard equipment on its vocational VHD 300 daycab and VHD 400 regional sleeper models. The headlights are designed to provide an estimated 10,000 operating hours, 10 times greater than incandescents. • Marmon-Herrington will supply its MT-22 front-drive steer axle for Kenworth’s T880 AWD 6x6 and 8x8 configurations. The MT-22 further complements the T880’s severe-duty capabilities with a high-torque high-speed planetary front-drive steer axle and a 22,000-pound gross axle weight rating. • BYD, a provider of Class 8 battery-electric refuse trucks, announced that two of its 8R trucks fitted with New Way Viper Rear Loader refuse bodies will be delivered to Seattle-based Recology for use in residential solid waste pickup.

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

Capacity crunch

Fleets using trailer technology to move more freight

he rate pendulum has been on the side of motor carriers for the last year and likely will stay put for a while. The DAT North American Freight Index, a monthly measure of spot market demand, showed that rates peaked in June at 18 percent, year over year, but dipped slightly in July due to seasonal factors. While the market has been ripe to expand fleet capacity, driver shortages and other constraints have made it necessary to do this by means other than buying equipment. Trailer management technology is one lever that fleets are pulling to maximize capacity from their available resources. Making status count Tiger Cool Express, founded in 2013, buys transportation from carriers as a freight broker and contracts with railroads for its intermodal shipping. The Overland Park, Kan.-based company began with 200 reefer intermodal containers in 2013 and today owns 750 with plans to reach EXPANDING CAPACITY: Driver shortages and other constraints have made this difficult for fleets.

MANAGING TRAILERS: Fleets can use technology to maximize capacity from their available resources.

TRACKING ASSETS: Fleets can set up geofences to oversee arrivals, departures and turnaround times.

commercial carrier journal

2,500 in the next three years. Tiger Cool uses Coretex’s fleet management system that provides near-real-time status updates of its containers to help plan and execute ontime pickups and deliveries. Coretex’s IBright system can identify if containers at pickup Tiger Cool Express uses a tracking system to monitor its locations are backed up to reefer containers for on-time arrivals at rail ramps. docks, if their doors are open or closed and if their refrigeration units are on or off. With this and other status information, users can determine which containers are loaded and available for pickup, said Ted Prince, Tiger Cool’s chief operating officer. Using the IBright web portal, Tiger Cool’s office staff can set Chattanooga, Tenn.-based U.S. Xpress equips its temperatures remotely and trailer fleet with SkyBitz’s tracking system embedded with cargo sensors to predict when trailers will be turn container reefer units unloaded and ready for pickup. on and off. The system also is integrated with Tiger Cool’s transportation management software system to automatically update container locations and other status details every 15 minutes. Through the TMS integration, users are notified of any shipments that have exceptions in transit, such as a reefer unit that is running low on fuel or not performing correctly, Prince said. With accurate status information, Tiger Cool is able to set realistic delivery appointments to keep its assets moving. Many of its customer facilities are “packed,” Prince said. “If you miss a delivery appointment, the container may be sitting there with the reefer running for a day or two before it is unloaded,” he said. Being on time with loads at rail ramps is just as essential to avoid downtime. Railroads have cutoff times, and the tracking information helps with planning for loaded containers to arrive at the ramps on schedule. Tracking arrivals at the destination rail ramps also is useful. A railroad may notify Tiger Cool that a container unit will be available for pickup at midnight. The IBright

september 2018

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system may show that at midnight, the unit is still a quarter-mile away from the unloading spot. “We are very carefully watching how it is unloaded” to determine when containers actually are available for pickup to set realistic delivery appointments, Prince said. “Our job as an intermodal provider is to make sure a great number of little things happen on time and correctly.” Predicting trailer capacity When making deliveries, drivers often lose productive time unloading or searching for empty trailers to take to their next load appointments. If no empty trailers are available onsite, office personnel may begin cold-calling customers in the area to locate empty trailers. U.S. Xpress (CCJ Top 250, No. 16) equips its trailer fleet with SkyBitz’s tracking system embedded with cargo sensors. One of the nation’s largest truckload carriers, the Chattanooga, Tenn.-based company uses the information it receives to predict when trailers will be unloaded and ready for pickup, said Aaron Wood, the company’s manager of trailer management. The SkyBitz system is integrated with U.S. Xpress’ custom transportation management system and with ESRI’s mapping software that Wood uses to set up geofences for tracking arrivals, departures, turnaround times and trailer inventories by customer location and geographical planning regions. “The big thing that bites us and any carrier is when we have loaded trailers going into markets where we do not have loaded freight out,” he said. U.S. Xpress is managing trailer counts in each planning region to maintain the balance of capacity across its freight network. The company also uses secondary carriers and railroads to reposition its trailers in its network. In the three years U.S. Xpress has been using the SkyBitz trailer tracking system, its trailer count has gone from 17,000 to about 14,000 by increasing efficiency and managing the available capacity in its network, Wood said. With SkyBitz, U.S. Xpress also can identify trailers at locations that have not moved for an extended period. These events could signal possible mechanical defects on trailers that are causing drivers to not hook up. U.S. Xpress also increases trailer capacity by monitoring their use by third-party carriers and shippers through interchange agreements. “We know when one of our trailers starts moving,” Wood said. The system tracks where trailers are picked up and dropped and how many miles they moved so the company can bill carriers for the authorized or nonauthorized use of its trailers. AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

Obstacle detection system for big trucks

ear View Safety debuted its RVS-125 Sensestat Wireless Obstacle Detection System designed to warn truck Rear View Safety’s RVSdrivers of potential 125 Sensestat Wireless Obstacle Detection obstacles behind System is designed their vehicle with for easy installation a detection range on heavy-duty trucks, of up to 8 feet. The with no need to install excess cabling. system is engineered to provide the driver both audible and visual warning indicators to avoid backing accidents. The wireless ECU is engineered to be waterproof and includes multiple antenna installation options. A user can connect to a Sensestat-equipped trailer by pressing the monitor’s sync button. – Aaron Huff

In-motion scale weighs each axle

lliance Scale debuted a truck scale engineered to weigh each axle and print a receipt without requiring a driver to stop. The Alliance AxleWeigh In The Alliance Motion Truck Scale is AxleWeigh In built to weigh individuMotion Truck al axles by driving over Scale is preconthe scale at 3 mph refigured for easy installation and gardless of truck length can be installed or configuration. on a gravel Designed for easy driveway, eliminating the need use, a driver stops at for ramps. the controller and enters his truck’s I.D. number, and the controller will calculate the gross, tare and net values. The scale features factory-calibrated load cells and a preprogrammed indicator. – Aaron Huff

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september 2018

technology

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Medical marijuana and the CDL driver

s of today, 30 states have legalized the use of marijuana for medical purposes. One frequently asked question is, “What is the impact on commercial drivers?” Quite simply, it doesn’t change anything. CMV drivers must adhere to the federal regulations regarding the use of marijuana regardless of any state law to the contrary. In other words, federal law supersedes state law in this matter. The federal government lists marijuana as a Schedule I drug. This means that it is determined to have no medical value and a high chance for abuse. While this may eventually change, I don’t see it happening anytime soon. For a drug to be removed from Schedule I status, testing must show the drug has proven medical benefits. This is generally done through large-scale clinical trials. Medical marijuana finds itself in a Catch-22 scenario. Scientists can’t conduct clinical trials because the drug is so heavily regulated and funding is scarce, but without trials it is difficult to show medical benefit. What research has been conducted shows that marijuana use slows reaction times and the learning process, impacts concentration and short-term memory, changes perception of time and the ability to judge distance and diminishes eye-hand-foot coordination. Because of these findings, I find it highly unlikely that medical marijuana use by CMV drivers will ever be allowed. The risk to the motoring public is simply too great. In conclusion, it does not matter what state law says regarding medical marijuana. The federal government continues to identify marijuana as an illegal controlled substance with a negative impact on driving ability. I think we are very long way away from medical marijuana use being allowed for CDL drivers.

commercial carrier journal

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Study: Mobile workers are earning more business miles

obile workforces are growing, and more companies are reimbursing employees for use of their personal vehicles, according to a report by Motus on vehicle reimbursement programs and best practices. The vehicle management and reimbursement provider’s Workforce Mobility Benchmark Report includes data from more than 2,000 companies spanning multiple industries, including food and beverage, manufacturing, retail, business and Motus’ mobile app and professional services. cloud-based technolBased on the survey results, the top ogy enables employchallenges facing businesses with moers to reimburse their business drivers fairly bile workers include cost control (26 and accurately based percent) and risk and liability exposure on actual costs related (23 percent). The report also found to the business usage of their personal that vehicle reimbursement programs vehicles. are 32 percent less expensive than company-provided vehicles. Other findings in the report: • In 2017, organizations reported the highest average business mileage by mobile workers of the past five years. • 70 percent of organizations report requiring minimum levels of auto insurance for vehicle reimbursement programs, but only 55 percent collect documentation to confirm that mobile workers have up-to-date insurance coverage. • Only 39 percent of companies use defensive driving courses for employees with multiple traffic violations, and 15 percent report no consequences. • Fleet vehicles cost nearly 11 percent more than the average vehicle program spend per mobile worker. • Organizations report a 9 percent year-over-year increase in the use of automated GPS-verified mileage tracking. • Companies have limited visibility into field sales activities, with only 22 percent able to quantify field work habits. • More than one-third of organizations that have vehicle allowances have not reviewed their vehicle allowance amounts within the past six years. In addition to its app and cloud-based technology, Motus offers Driver Safety Solutions, a suite of driver safety assessments, motor vehicle record checks, employee insurance verification and individualized web-based safety training and employee risk profiling. The company said the suite has enabled employers to reduce collision rates by 35 percent on average. – Aaron Huff

september 2018 8/16/18 10:34 AM

technology

INBRIEF • EBE Technologies, a provider of transportation-specific workflow and business process management applications, enhanced its Connect Mobile Capture fleet mobility system that allows drivers to capture and submit documents and photos via their smartphone or tablet. An Image Optimization feature helps drivers submit high-quality images the first time and minimizes data consumption by reducing file sizes to 50-60 kilobytes, while a border recognition feature provides automated cropping prior to sending documents. The cloud-based CMC system also has integration capabilities for dispatch, training partners’ mobile applications and payroll. • Project44 announced Any Parcel, a parcel tracking and address service designed to provide retailers, suppliers and logistics providers with real-time multimodal end-to-end visibility of lessthan-truckload, volume LTL, full truckload and rail shipments. Any Parcel provides API-based integrations with more than 115 domestic and international major-market and regional parcel capacity providers, including FedEx, UPS, USPS, DHL, Royal Mail, Hermes and Deutsche Post. • Fleet management software provider Omnitracs and transportation researchers at Frost and Sullivan joined forces to create the FleetScience Technology Index to provide fleets additional insight into how their technology measures up against that of others. The index uses third-party data and survey responses from participants to capture adoption rates of various fleet technologies. Participants can visit FleetScience.com to take a survey, identify which applications they currently are using and generate a customized benchmarking report. • 3Gtms, a provider of transportation management software, announced a partnership with HubTran, which provides a back-office automation platform. The partnership is intended to help 3Gtms customers streamline payables, document management and customer invoicing. Customers will have access to HubTran’s optical character recognition and artificial intelligence platform that reads, audits and organizes transportation documents, automating many back-office processing tasks. • eCapital, a provider of payment options for transportation and third-party logistics providers, announced its eCapital Visibility tool powered by its partnership with freight tracking provider 10-4 Systems. The Visibility tool is designed to help small fleets and owner-operators provide real-time tracking and status information through their smartphones and eliminate check calls by customers wanting to know the location of trucks and shipments.

commercial carrier journal

september 2018

PeopleNet debuts new Display.5 Android-powered in-cab device

eopleNet, a provider of fleet mobility technology, debuted its PeopleNet Display.5, an Android-powered fixed-mount device designed to enable users to comply with the electronic logging device mandate while leveraging other applications such as navigation and in-cab scanning. Fleets can use PeopleNet’s PD.5 “The introduction of the PeopleNet DisAndroid-powered fixed-mount play.5 provides customers with additional device to manage both business choices and flexibility when selecting an and third-party apps running on the display. in-cab display,” said Bryan Coyne, general manager for Trimble’s Transportation Mobility Division, which includes PeopleNet. “The PD.5, much like our Androidbased tablets, lays the foundation for the next generation of fleet mobility and helps our customers transform their drivers’ experience.” Through PeopleNet’s Managed Mobility service, fleets can use the PD.5 to provide drivers with remote assistance during support cases and while troubleshooting other mobile applications, Coyne said. The Android platform allows fleets to future-proof their investment in the PD.5 and maximize productivity and visibility, he said. The PD.5 is designed to pair with multiple in-vehicle gateways for a fully customizable solution that leverages 4G LTE connectivity to help increase driver and fleet performance. – Aaron Huff

Panasonic adds rugged handhelds Panasonic’s to Toughbook line Toughbook T1

anasonic added a new pair of slimmer, sleeker has an integrated barcode reader handheld devices to its rugged Toughbook and high-speed line: The Toughbook T1 and L1. connectivity. Toughbook T1 has a 5-inch screen and runs Android 8.1 and Oreo. Familiar to workers who rely on smartphones, the T1 has an integrated barcode reader and high-speed connectivity for integrating with resource management systems and databases. It is available in two models – one with Wi-Fi connectivity only and another offering voice Panasonic’s Toughbook L1 has and data connection on the AT&T and Verizon an integrated barcode reader that is field-configurable for networks, as well as data connectivity through landscape or portrait modes. P.180, Panasonic’s network. Toughbook L1 is a 7-inch rugged tablet that can be mounted in a vehicle or held in the hand. The L1 runs Android 8.1 and Oreo and has an integrated barcode reader that is field-configurable for landscape or portrait modes. It will be released in a Wi-Fi-only model and one that supports data service on Verizon, AT&T and Panasonic’s P. 180. – Aaron Huff

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technology

INBRIEF • PCS Software, a provider of transportation management and accounting software, released TruckerHosting.Com, a product that allows trucking and logistics companies to create their own dynamic and sophisticated websites with advanced built-in transportation-specific features. PCS Software said the websites include modern, responsive high-quality designs that are easily customizable by the customer, including a load board, a truck board, online driver applications, carrier onboarding, rate quote requests and freight pickup requests. • Rear View Safety – a provider of backup camera systems, backup sensor systems, driver fatigue systems, mobile DVRs and dash cameras – announced a collaboration with Mobile Awareness, enabling Rear View Safety to offer Mobile Awareness products that can be shipped from its warehouses. • Fairbanks Scales, a provider of weighing equipment, announced that its FB2558 Scale now is integrated with Perten’s AM 5200-A Grain Moisture Tester, allowing users to obtain both weight data from the scale and test information from the tester and place both on the same ticket. • Netradyne, a provider of artificial intelligence technology focused on driver and fleet safety, announced that Superior, Wis.-based Halvor Lines (CCJ Top 250, No. 201) selected its DriverI vision-based driver recognition safety program to strengthen its safety, health and green initiatives fleetwide. DriverI is designed to analyze and share events in real time and provide specific safety metrics and analysis in a driver-friendly environment. • SmartDrive Systems, a provider of video-based safety analytics, announced that Superior Paving, an East Coast-based asphalt paver, selected SmartDrive’s Transportation Intelligence Platform and SR4 hardware for installation throughout its fleet. Superior Paving will use the video-based platform to evaluate driver performance, assess its fleetwide safety performance and measure it against its industry peers. • FourKites announced that PetSmart selected its proprietary network of telematics device partnerships to track the real-time location of shipments moving across the country and to update arrival time predictions for each shipment to manage store associate time through real-time shipment alerts automatically delivered to store leaders. The retailer also will use FourKites Insights, an advanced analytics product, to identify insights on key operational metrics – including dwell times at delivery locations, as well as customer, carrier and lane analytics – and drive continuous improvement.

commercial carrier journal

september 2018

Lanetix offers trucking-specific CRM software

anetix announced a new customer relationship management suite developed exclusively for asset-based trucking companies and freight brokerages with as few as five employees. The LxRoadFreight suite is designed to enable transportation providers Lanetix’s LxRoadFreight suite is to compete against “big disrupters” in the indesigned to enable transpordustry such as Uber Freight, said John Golob, tation providers to compete against “big disrupters” in the president of Lanetix. LxRoadFreight has carrier management tools industry such as Uber Freight. for freight brokerages that include early credit checks and processes for onboarding and account maintenance. The software’s CRM functionality also includes shipper accounts, trucks, drivers, dispatchers, requests for pricing, operational processes for a shipper’s first 90 days, damage awareness workflows, exception management, driver retention and carrier onboarding and offboarding. The software is designed to help fleets increase utilization, prioritize and win the most profitable RFPs, retain drivers and hold shippers accountable to committed volumes. A data model manages both spot quotes and contract rates, and users also can track and forecast volume, revenue and profitability. A mobile app is included for drivers to log incidents in the truck and on the dock to help reduce exceptions and accelerate the claims process. Other functions in the app are used by sales personnel. – Aaron Huff

French-language vehicle inspection course available from CarriersEdge

arriersEdge, a provider of training for the trucking industry, introduced a French-language version of its course on Canadian vehicle-inspection regulations. The company also added French and English versions of a new course specific to rules for CarriersEdge’s FrenchQuebec-plated vehicles. language vehicle inspecCarriersEdge said the courses add to its library tion courses are available for both tractor-trailers of training modules available in French and other and straight trucks. languages and enhance the effectiveness of the training by offering it in languages and formats in which drivers are most comfortable learning. The vehicle inspection courses are available for both tractor-trailers and straight trucks. CarriersEdge said that by completing the course, drivers will understand the proper procedures for effective, safe and consistent pretrip inspections of their own vehicles and how to spot problems that could lead to breakdowns or being flagged for a violation in a roadside check. The Quebec-specific course is tailored to help drivers understand the rules and forms in effect in the province. – Aaron Huff

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technology

in focus: TOLL MANAGEMENT

Unburdened by booths Third-party toll management services help streamline payments, fight fraud BY AARON HUFF

oll roads may not be as certain as death and taxes, but for many commercial and private fleets, they can be unavoidable depending on customers and routing. “You can’t avoid (tolls), but what you can do is take steps to minimize your exposure,” says Drew Anderson, director of carrier relations for PrePass. PrePass is known for weigh station bypass and is one of two companies that offer toll management and nationwide toll coverage using a single transponder. Bestpass, owned by the Trucking Association of New York, has seen use of its transponder and toll management services grow quickly. It now has 5,212 fleet customers that operate a combined 1.1 million vehicles, says John Andrews, chief executive. A simpler process Toll management services help remove the administrative burden for carriers that otherwise may be doing business with up to 40 different toll agencies nationwide, such as E-Z Pass in the Northeast and SunPass in Florida. Fleets can turn over the administrative work of registering vehicles with toll agencies, Andrews says. Fleets also use Bestpass for reporting that reconciles toll usage with key geographic information on drivers, vehicles and other fleet operations data. The Cost Centers report in the Bestpass web portal is used by fleets to segregate vehicles by location and into groups of vehicles to allocate toll costs, Andrews says. 42

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Bestpass also offers toll discounts to smaller carriers that otherwise would not be able to qualify on their own for the pricing that toll agencies offer to large fleets. Fleets also use toll management services to streamline the process for disputing violations. Toll agencies occasionally miss a transponder signal at an entry or exit point, and they may charge the maximum toll for the full distance of the road. Another common dispute is a fee for a “plate read.” Some agencies charge an extra fee when they miss a transponder signal and have to identify the vehicle from a license plate photo. Consolidated reporting PrePass’ Information & Reports Manager business intelligence system for motor carriers has dynamic mapping and visual tools for customers to determine where, when and why their Inspection Selection System scores might fluctuate. PrePass added Inform Tolling as a value-added service for carriers that use its PrePass Plus service. With a single transponder in vehicles, carriers can bypass weigh stations and roll through toll booths. With Inform Tolling, users have central reporting of their toll activities to use for pricing, billing and other back-office functions. “Whoever manages tolling in a fleet always get questions from people who pay the bills,” Anderson says. “Users can provide answers and data to back it up.”

september 2018

Highway Patrol representatives from California’s Donner Pass Inspection Station in Truckee last month looked over this Tesla Semi, the all-electric Class 8 tractor from the electric car company.

Inform Tolling identifies maximum toll incidents and trucks that are getting plate-read fees. Carriers can enter these and other disputes into Inform, and PrePass will process and manage the disputes with toll agencies. The system also identifies when agencies misclassify vehicles and charge incorrect tolls, Anderson says. Identifying fraud Both companies are working on ways to resolve toll disputes and detect transponder fraud and abuse more quickly. Bestpass is developing new reporting and fraud detection capabilities that will use GPS locations from fleets to match transponders with vehicles and validate if toll agencies charged their vehicles appropriately for the distance traveled, Andrews says.

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TECHNOLOGY: REACHING MILLENNIALS Redmond, Ore.-based Central Oregon Truck Co. has found that younger drivers adapt more quickly to new technologies such as electronic logging devices, video event recorders and route planning applications.

Using technology to attract, retain a younger workforce BY AARON HUFF

bout 25 percent of Central Oregon Truck Co.’s drivers are Millennials, the generation that came of age since 2000. Over the next decade, COTC leaders want to see Millennials become 60 to 70 percent of the Redmond, Ore.based fleet’s driving team members, says Brad Aimone, director of safety and driver services. Aimone says younger drivers adapt more quickly to new technologies – such as electronic logging devices, video event recorders and route planning applications – that may alienate some Generation X and Baby Boomer drivers. Some older-generation drivers want to work “off the grid” and still may remember using payphones to check in with dispatch, says Jessica Frey, COTC controller. By contrast, younger drivers embrace technology and “want to see everything and know everything right now,” she says. COTC also is recruiting younger drivers to keep up with labor demands. Millennials are the largest generation in the workforce, and their share will continue to grow, says Ken Gronbach, a demographer and futurist. Gronbach estimates that 86 million people in the United States are Millennials compared to 69 million babies born during Gen X’s span from 1965 to 1984. 52

commercial carrier journal

| september 2018

The American Trucking Associations estimates the industry will need to hire 890,000 new drivers over the next decade – an average of 89,000 per year – to replace retirees and keep up with freight growth. To succeed at recruiting and retaining younger drivers, motor carriers use technology to improve their training, pay structures and feedback mechanisms to create a more positive and rewarding work experience.

Early turnover As with previous generations, Millennials tend to change jobs frequently as they gain experience. To counter this trend, carriers use strategies to help young drivers advance their careers in the industry more quickly. As a flatbed carrier, COTC has a minimum hiring requirement of two years’ over-the-road Class 8 commercial driver’s license experience. It also will hire drivers that have at least one year of consecutive experience at the same company and have clean safety records. What the company does not require is previous flatbed experience, says Aimone. COTC’s orientation training lasts four days. A point of emphasis during training is why the company uses various safety

TECHNOLOGY: REACHING MILLENNIALS technologies such as speed alarms, forward collision mitigation, roll stability and lane departure warning. The orientation also explains why the company has policies such as forced dispatch and uses applications that optimize routes and fuel purchases. COTC’s flatbed load securement training continues after orientation. The fleet requires every new hire to send a photo of each load they secure and tarp during the first 30 days. It shares some of the photos on social media. “That is not to be a Big Brother, but to build and establish their self-confidence and for us to provide them with feedback,” Aimone says. “It’s been a huge success.” COTC has training content in a learning management system from Vertical Alliance. Aimone recently asked drivers to submit photos of loading and unloading activities to create a new training module. Nearly all the submissions came from the fleet’s younger drivers. “We have more pictures than we could hope for,” he says. About 40 percent of the drivers hired by Superior, Wis.-based Halvor Lines (CCJ Top 250, No. 201) have no previous CDL experience. During orientation training, the younger drivers seem to ask a lot of questions about why the company does things in certain ways, says Adam Lang, chief risk officer for the 475-truck carrier. During orientation training, Halvor’s president spends about 30 minutes with drivers in an open forum to explain why it has certain technologies and policies. The president invites drivers to share any questions or concerns they might have, Lang says. “We’ve gotten excellent ideas from our drivers,” he says. “Most of the time, those ideas are from brand new drivers who happen to be younger. Many times, inefficiencies can be rooted out.” During orientation, Halvor drivers go through a pre-employment agility test to determine which division they will work for — van, reefer or flatbed. Drivers also spend a full day in the classroom and on the road learning defensive driving skills using the Smith System. For ongoing training, the company uses the online CarriersEdge platform to assign lessons to individuals and groups. Drivers also use a CarriersEdge mobile app on their tablets in vehicles to complete their training, Lang says.

Stabilizing pay Another strategy to improve the work experience for the next generation of drivers is to simplify and stabilize their pay. For most of this year, COTC has been asking employee drivers and recruits what they want. The most frequent response is to have stable take-home net pay, Frey says. “We were constantly told ‘I do not know how much I will make until I see it in my bank account,’ ” Frey says. “That is an industry problem. Drivers don’t get paid until the paperwork comes in.”

For ongoing training, Superior, Wis.-based Halvor Lines uses the online CarriersEdge platform to assign lessons to individuals and groups. Drivers also use a CarriersEdge mobile app on their tablets in vehicles to complete their training.

COTC recently introduced a new plan that combines mileage-based pay and incentives into a multitier compensation structure that pays a guaranteed weekly amount based on drivers’ productiviEBE Technologies added a driver ty and performance. relationship management system as “Drivers love it an option for its Ships driver lifecycle since it is far simpler,” platform that has different modules designed to automate workflow in Aimone says. “My gut driver recruiting, safety, compliance, says it will be a huge payroll, scorecards and more. Fleets sell with the younger can set up automated communication plans for various “touch points” with demographic. Getting drivers during the onboarding period. instant rewards is important to a large part of that generation.” Drivers can use the fleet’s mobile app to know how much they need to work to make certain amounts each week and to track their progress. “Our guys have been able to understand it and are encouraged to work harder.” Aimone says. “They are reaching for the next tier.” On average, drivers will make between $65,000 and $68,000 this year, and top performers will reach $80,000, he says.

Virtual coaching New technologies make it possible to have a virtual trainer in the cab. These and other developments are welcome by the younger generation. TruFuel by Vnomics gives instant audible feedback on fuel-efficient behaviors for speeding, engine speed control and idling. Drivers get a fuel efficiency score at the end of every trip when commercial carrier journal

september 2018

TECHNOLOGY: REACHING MILLENNIALS they turn the key off. The score shows how close the driver came to the potential mpg for that trip. Younger drivers tend to embrace such in-cab coaching, while older drivers view it as a Maven Machines’ SmartSense fleet way to prove their management platform includes preprofessionalism, says dictive models for driver turnover. Drivers use the SmartSense mobile Ed McCarthy, vice app to input home time requests, and president of operaalgorithms help dispatchers optimaltions and customer ly schedule loads to meet home time commitments. The platform also is success for Vnomics. able to leverage data points such as The TruFuel score detention time, driver pay informais normalized so that tion and equipment quality through inspection data to predict which drivers in disparate drivers are at risk of leaving. operations such as linehaul or local runs can compare scores and compete. Fleets can set a goal, such as 99 percent fuel efficiency, and reward drivers who achieve the score during a measurement period, McCarthy says. TruFuel’s mobile driver app shows drivers their status toward attaining the fleet’s monthly objective, with data visualizations that show trip-by-trip summaries of performance and the behaviors drivers need to improve. Halvor recently implemented Netradyne’s vision-based driver safety system to accelerate driver safety training and protect itself from accident liability. The DriverI technology offers high-definition video from inward-, forward- and side-facing cameras. Halvor’s management decided to not use the driver-facing camera and not record in-cab audio to respect drivers’ privacy. “We want to make sure we are doing that with driver retention in mind,” Lang says. The fleet’s projected voluntary turnover for this year is about 35 percent, but Halvor is receiving positive response about DriverI from both younger and veteran drivers. “As you get up to Baby Boomers, you see a little pushback just because some do not understand the technology,” he says. “We are in tune to what their needs are. We don’t want anyone to be afraid of new programs.”

A holistic approach Other strategies that carriers use to attract and retain younger drivers include health and wellness programs and entertainment. Luma, in partnership with Stay Metrics, offers a learning platform for drivers with online modules that cover orientation, onboarding and ongoing safety and health and wellness training. Carriers that use the Drive First platform can assign compa54

commercial carrier journal

| september 2018

ny-specific employment forms, training modules and assessments for drivers to complete before, during and after scheduled in-class orientation meetings. Fleets that use Stay Metrics’ web-based Driver Rewards platform can award points to drivers for training and many other activities. Drivers can accumulate and redeem their points toward items in an online catalog. Luma recently added a new Drive First module that focuses on communication in a multigenerational workforce. Like all the Drive First modules, fleets can assign training to individuals or groups and reward drivers with points upon completion. Rolling Strong is developing a new version of its health and wellness app for drivers that is “super-easy and intuitive to use,” says Steve Kane, president. For fleets, the service includes an online portal that managers can use to create competitions between driver groups and also include office staff. Drivers use the app to track their progress toward meeting their fitness goals and receiving points for various activities. They also can connect with health coaches through a 24/7 call center and text messages to receive instant advice and feedback, Kane says. More than 250 fleets subscribe to EpicVue’s in-cab satellite TV service. Younger drivers generally come with an expectation to be able to watch their favorite episodes when and where they want, says Kyle Hales, vice president of sales for EpicVue. The service is proving helpful for fleets hoping to entice drivers to stay out on the road longer without impacting their quality of life, Hales says.

Acting on feedback Fleets also use a number of products to gather feedback from drivers to inform management decisions on how to improve their work experience. Carriers can use WorkHound’s real-time driver feedback platform to send drivers automated text messages with a link to a mobile-friendly website. In about 90 seconds, drivers can submit anonymous comments to open-ended questions about their work experience. The cloud-based platform aggregates the feedback data and uses keyword analysis to deliver insights that help companies manage and retain drivers. WorkHound helps its

WorkHound offers a cloud-based application that automatically collects and aggregates driver feedback data anonymously. Text messages can be sent to drivers’ personal devices on a schedule, such as once per week. The message asks how they are feeling about their job and why.

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TECHNOLOGY: REACHING MILLENNIALS fleet customers craft a broadcast message to discuss the action items they are taking based on the feedback, says Max Farrell, the company’s co-founder. Stay Metrics has driver survey products that gather feedback from drivers for areas that impact job satisfaction and engagement during critical periods of the employment lifecycle. The company’s

data show that younger drivers are not as impulsive in making career decisions as one might believe. (See “Research sheds light on early driver turnover,” below.) A new feature in COTC’s driver mobile app will prompt drivers to score and give constructive feedback on its customers’ pickup and dropoff locations. By aggregating data, COTC plans to give its

sales and operations teams information to better manage its customer relationships to create driver-friendly experiences. Shippers “are a part of the problem and the solution” for driver retention, Aimone says. “We can’t do this without them.” A growing number of carriers are combating turnover by addressing the needs of the next generation.

Research sheds light on early driver turnover Stay Metrics, a provider of evidence-based driver feedback, engagement, training and retention products for the transportation industry, released a research report on the causes and solutions of early driver turnover. Stay Metrics said it has worked with more than 100 trucking companies to solve human resources issues and has collected data from over 62,000 drivers. Ongoing research by the company shows more than 70 percent of driver turnover occurs within the first year of employment, with 35 percent happening in the first three months. The authors of the report, led by Timothy Judge, chief science officer of Stay Metrics, reviewed an academic model of early turnover by drawing from research literature. The academic model was compared with empirical data obtained from Stay Metrics’ suite of driver survey products and driver turnover data provided by its clients. The academic model shows that employee dissatisfaction with jobs triggers an intent to quit within the first four months. Stay Metrics said its data reflect a more aggressive emergence of dissatisfaction and turnover intent, resulting in a pattern of early turnover in the trucking industry. The research examines the impact of driver demographic characteristics, industry tenure, attitudes and work experiences, among other factors, that influence early turnover. Among the report’s findings: 56

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• Age differences among drivers are insignificant for early leavers. Millennial drivers are no more likely to leave during the first year than Baby Boomers. • Experienced drivers (more than one year of industry tenure) have higher early-stage turnover. • Once drivers stay longer than a year with a carrier, they are more likely to remain compared to those with less experience. • Early-stage leavers have a surprisingly more positive attitude toward their employers than drivers who leave after one year. Judge noted this “honeymoon effect” of job change is consistent with academic research in other industries.

• Driver attitudes toward recruiters and dispatchers are a strong signal of early stage turnover. Drivers with high recruiter satisfaction have a 22 percent lower turnover rate in the first three months compared to those with low satisfaction. Likewise, high dispatcher satisfaction is associated with 16 percent lower early turnover. Stay Metrics administers surveys for motor carriers to assess driver attitudes shortly after hire, as well as a longer annual attitude survey. The research data used in this latest report comes from the company’s sevenand 45-day orientation surveys and in-depth annual driver survey. – Aaron Huff

Age differences among drivers are insignificant when determining which ones are more likely to leave early, according to research from Stay Metrics, a provider of driver feedback, engagement, training and retention products for the transportation industry. Millennial drivers are no more likely to leave during the first year than Baby Boomers, Stay Metrics’ research shows.

| september 2018

Technicians can use Noregon’s JPro fleet maintenance software to look at not only active fault codes but also inactive faults and their associated counts to determine how many times a particular fault has occurred.

Drivers, technicians must talk to keep trucks moving BY JASON CANNON

eeping a commercial truck running violation-free requires a multipronged approach that often involves communication among people that could be hundreds of miles apart. A generation ago, drivers wrote down their maintenance needs and passed a copy on to the shop floor. While that practice still is employed at some fleets today, it’s largely been replaced by electronic communications. Little Rock, Ark.-based Maverick Transportation (CCJ Top 250, No. 75) uses a Qualcomm system to help

coordinate correspondence between its drivers and repair shops, with information that includes the issue at hand and what time the driver wants to bring the truck in for service. “The maintenance coordinator will take it and go into our scheduling board, which we have for each shop location,” says Brent Hilton, Maverick’s director of maintenance. “They’ll find an open bay and schedule that equipment in that bay as close to that timeframe as they can.” Once the truck arrives, the driver checks in with the shift supervisor, who ushers the truck in for service. “At that

time, it’s on us to make sure we’re pulling our weight and getting them in and out on those times we told them we would,” Hilton says. If additional repairs are needed, Maverick uploads a change in plans into its driver portal, which pushes an updated status notification directly to the driver’s cellphone. Fleets such as Maverick that manage their own maintenance have the flexibility to move pieces around as they see fit. Leased operations have to consider the actual service provider, but Rick Tapp, maintenance manager for PacLease,

EDITOR’S NOTE: THE FOLLOWING STORY IS PART 3 OF A THREE-PART SERIES ON “MAINTENANCE VIOLATIONS.” JULY’S INSTALLMENT ADDRESSED TIRE PRESSURE MONITORING AND AUTOMATIC TIRE INFLATION SYSTEMS. AUGUST’S STORY FOCUSED ON TRAINING DRIVERS ON HOW TO CONDUCT PRE- AND POST-TRIP INSPECTIONS. 58

commercial carrier journal

| september 2018

EQUIPMENT: TEAMWORK PM PROGRAMS says that doesn’t make the service any less personal, and it doesn’t even have to be sophisticated. Tapp says most of his service shops have drivers’ cellphone numbers readily on hand. “We can text or call drivers while they’re on the road and tell them ‘Hey, we’ve got the part that we had ordered for your truck’ or ‘You’re coming due for service’ or ‘Hey, we need to do this on your truck because we’ve been notified there’s a campaign on it. When’s your next day off?’ ” Managing writeups Fleets that use both paper and electronic driver inspection reports are inviting miscommunication, says Taki Darakos, Transervice’s vice president of maintenance. Paper DVIRs usually produce three copies: one for the shop, another for the office and one that stays with the truck. Using both hard copies and e-methods, that’s three pieces of paper going three different places, piled on top of electronic notifications and emails — all saying the same thing and all requiring a response. “On the electric side, most of [the inspection information] is coming back to a portal, and maybe there’s an email that will come in that this unit has a problem,” Darakos says. “It’s up to the mechanic to access that portal, type in a response and

acknowledge that the repair has been done.” Glen McDonald, director of maintenance for Memphis, Tenn.-based Ozark Motor Lines (No. 129), says his shop tries to eliminate confusion by monitoring all e-DVIRs until they’re cleared from the system. “Every day, we do a search for messages that are DVIR,” McDonald says. “We watch it until it comes off that list.” Birmingham, Ala.-based carrier WTI Transport requires the driver to communicate repair needs with both the maintenance and safety departments. “We make sure that whatever that mechanical issue is at the time, that it is taken care of,” says Jem Blair, WTI’s vice president of safety. The safety department also requires copies of both the repair invoice and the DVIR before the end of the day, Blair says. Technology’s role in teamwork Onboard diagnostics have helped improve communications between Ozark’s shop and drivers while also giving office personnel visibility into what is happening to the truck, McDonald says. Carriers partnered with a leasing agency have an additional layer of built-in teamwork that places another seat at the maintenance table and another avenue for diagnostics information to flow.

Dossier’s fleet maintenance management system converts driver vehicle inspection reports into repair orders.

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| september 2018 59 4/27/18 1:32 PM

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EQUIPMENT: TEAMWORK PM PROGRAMS

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

Tapp says PacLease keeps all telematics data in-house for the customer’s convenience and communicates faults as needed with the fleet – and possibly the driver – depending on the fleet’s preference and code severity. “One of the [problems] with telematics systems is they can overburden you with data,” Tapp says. “But then we get other fault codes that say very specifically, ‘If you continue to do this and don’t do this within 10 hours, you’re going to go into a derate.’ Those are the ones we take action on.” While cumbersome at times, onboard diagnostics have helped streamline the flow of information between the driver and the repair bay while also adding a greater level of detail, Tapp says. “The driver interview can be pretty critical, because in some cases, where a driver writes something up and he turns in a DVIR to his fleet manager and the fleet manager translates that to us, it can be problematic,” he says. “The driver may just write up ‘brakes,’ and that’s all he puts on the writeup sheet, so that’s the complaint that comes to us.” That vagueness makes it difficult for PacLease to diagnose the problem, Tapp says. “It could be any number of things,” he says. “What the telematics piece has done, or what the fault code piece has done, has eliminated a lot of ‘stuff.’ Now you can dive into it and see the history on the engine, see the fault

codes that have developed and know what needs to be targeted.” Tapp says in cases of serious fault codes, all parties are contacted with a course of action. In cases where the driver ignores the fault indicator, a service team will work with the fleet in instances where the likelihood for serious damage to the truck is lowest. “We’re going to go to the customer and say, ‘Look, we know you’re having a problem. Your driver knows he’s having a problem, and if there’s a reason to choose to ignore this, what is it?’ ” Tapp says. “Quite frankly, it might be that it’s a hot load, and the driver is two hours from making his delivery. As soon as they get the load off, we can schedule the truck into a location. So we still got the load delivered without stopping before that.” Bringing all concerned parties into the decision-making process generally leads to the best possible outcomes, Darakos says. “When you gray the line between the shop and operations and bring them together to work hand in hand, it’s usually a more successful endeavor in terms of doing the right thing and being thorough,” he says. Communication hasn’t gotten any easier, Darakos says. “It’s harder and more complicated than it ever was,” he says. “It’s a very basic process that needs to happen, but it can have a really big impact on service and cost. If it’s working well, everyone is ahead of the problems and issues, and it improves the overall safety of the fleet. If it’s out of sync, it becomes a real mess.” Tapp says that for all the pains that elec-

TMW has a number of standard integrations between its office and maintenance software systems for fleetwide awareness of PM schedules.

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| september 2018 61 4/30/18 9:34 AM

EQUIPMENT: TEAMWORK PM PROGRAMS

DTNA sets 24-hour repair goal, aftermarket initiative Serving a market with ever-increasing demands for faster service and greater transparency, Daimler Trucks North America’s Aftermarket business has launched several new initiatives to elevate customer experience and dealer support with the ultimate goal of offering a 24-hour service turnaround. Aside from catastrophic failures, engine rebuilds or major accident repairs, about 56 percent of Freightliner dealerships consistently achieve a 24-hour service turnaround, and 80 percent of repairs throughout DTNA’s entire service network are done within 24 hours, said Stefan Kurschner, DTNA’s senior vice president of Aftermarket. “Our customers have diverse products and businesses, and we want to help them be successful by providing solutions that create efficiencies and value,” Kurschner said. “We believe [24-hour-or-less turnaround] is a feasible goal, but we need to make it nationwide,” he said, adding customer expectations of “Tell me more, tell me sooner, fix my truck faster” will require “communication, transparency and the right tools.” A key part of DTNA’s service strategy is its parts distribution network. The opening of its ninth parts distribution center in June in Des Moines, Iowa, allows DTNA to supply 80 percent of its dealer network with next-day parts delivery. Kurschner announced DTNA will open its 10th PDC next year in Phoenix, bringing next-day delivery coverage to 90 percent of its dealer network. The Phoenix facility will be the fourth new PDC in DTNA’s network in the last two years. “Having and delivering the right parts for our customers when and where they need them, as quickly as possible, is essential to uptime and achieving the 24-hour-or-less repair turnaround time,” Kurschner said. “Our expansive service network and strategi62

commercial carrier journal

Alliance Truck Parts is launching a new dealer-based and standalone retail concept.

cally located parts distribution centers are critical to that goal.” To help achieve its 24-hour turnaround promise and improve customer communications during a service event, DTNA debuted Service Tracker, the latest component in its uptime management software suite that also includes Express WriteUp, Uptime Pro and Uptime Performance. Rolling out this month, Service Tracker is a web-based mobile-friendly application that integrates with its fellow software components to provide transparency to the customer as to the status of a truck repair throughout the service process. Kurschner said 90 percent of all trucks in DTNA’s service network will be visible. The Service Tracker app automatically tracks the truck during the repair process and logs each status change with timestamps to measure dealer performance. From the landing page, fleet customers can customize text and email notifications for repair estimate quotes, pickup notices and various status changes throughout the repair process. A Work Notes section provides a

| september 2018

chat field for a dealer, technician and customer to communicate in real time, reducing inbound phone calls to the dealership by as much as 40 percent. “The flow of accurate and timely information throughout the repair process is essential, and our team wants to use digital tools and available data to cultivate communications,” Kurschner said. “Service Tracker provides customers real-time information so they can make the best decisions for their truck, driver and load.” On the aftermarket parts front, a year after announcing two retail parts stores for its Alliance Truck Parts brand, DTNA plans to expand the concept using a two-pronged strategy that will provide customers with a retail store experience inside dealer locations as well as standalone sites. Alliance Truck Parts currently has 52 product lines and plans to increase that to 80 in the next 18 to 24 months. “We are on a journey to substantially increase the Alliance Truck Parts portfolio,” Kurschner said. “Just this year, we have launched a total of 15 product lines and thousands of parts.” – Jeff Crissey

EQUIPMENT: TEAMWORK PM PROGRAMS

Intelligent predictive maintenance is what Bill Combs, director of connected fleets for Penske Truck Leasing, calls “the ultimate goal.”

tronic logging devices are charged with causing, they have become an important tool in better syncing service needs with mandated driver downtime. “We’re trying to anticipate how much more driving time does the driver really have,” he says. “What we used to do in the past was, ‘OK, your truck’s down, and you need a replacement truck.’ And by the time we delivered a truck and got him switched into another truck, it could be six or seven hours, only to find out by the time you get him the truck, the guy’s got to lay down and go to sleep. If we’d just asked two or three more questions earlier in the process, then we could have avoided a replacement truck, got his truck fixed and everything else.” Personal communication is key Darakos says not all communications can be – or should be – handled electronically. He suggests clearly spelling out the expectations of maintenance, and the communication flow between drivers and technicians, as part of the onboarding process. “We try to have regular participation with driver meetings with ‘This is how the vehicle condition reporting is going to work, here’s your contacts in the shop, and here’s the flow,’ ” he says. “I always relay it back to a symphony or a band. Everything’s got to be in sync and going off at the appropriate time so it all sounds good. If the drivers aren’t doing their piece or the shop isn’t doing their piece, it’s a problem.” Blair says making a game of mainte-

nance among drivers can make an impact without involving the service bay. “Drivers are very competitive, and if you take them out as a group and have them pre-trip commercial vehicles, they are quick to point out to their peers what they missed,” he says. Darakos says that to get the highest level of accountability across the board, actively participating in driver meetings can provide helpful feedback. “My guys hate it when I go into a [driver] meeting and say, ‘Is the shop taking care of you?’ because it is kind of opening Pandora’s box,” he says. “But to some extent, I think when there’s a little bit of smoke, there is fire there.” Tapp agrees. “If we start to see an issue with guys not checking their tires on pretrips, we’ll say ‘Hey, can we come to your next driver meeting? We want to review this topic with your guys,’ ” he says. Keeping a truck running can be a selffulfilling prophecy in that drivers who are happy with their equipment tend to take better care of it, Darakos says. “This is a rolling office,” he says. “[Drivers] are in it more time than they are with friends and family. It may not be a pressing need for that button to work, but we have to get to it, and it can’t be put off forever. You would want everything to work in your house or your car, and we need to take that same approach with the driver. A happy driver is someone who is going to be more engaged, and they’re going to take better care of that equipment.” commercial carrier journal Lite Check_CCJ0618_PG.indd 3

| september 2018 63 4/27/18 1:33 PM

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Goodyear’s Fuel Max SSD drive and SST trailer wide-base tires for long-haul fleets are SmartWay-verified and feature the company’s Fuel Max Technology that incorporates fuel-saving compounds with advanced tire constructions and tread designs for lower rolling resistance. Other features include an optimized tread design and tire footprint to facilitate even wear and long miles to removal; wide grooves with stone ejectors that resist stone drilling to promote casing durability; the company’s Tredlock Technology with interlocking microgrooves to help stabilize the tread for higher mileage; and an open shoulder design that promotes all-season traction. The tires also feature the company’s DuraSeal Technology that helps seal punctures of up to ¼-inch in diameter in the tread’s repairable area. Both are available in size 445/50R22.5. The Goodyear Tire & Rubber Co., www.goodyeartrucktires.com, 330-796-2121

Upgraded APUs

Carrier Transicold’s ComfortPro diesel-powered auxiliary power units have been upgraded to help improve reliability, reduce maintenance and double the length of the service interval. Enhancements include an automotive-style multi-V drive belt and a tensioner engineered to automatically adjust the belt to help maintain full voltage output of the generator when the APU is running, eliminating manual belt tensioning. The system also now uses high-performance CK-4 heavy-duty engine oil formulated to extend the maintenance interval from 1,000 to 2,000 hours. Carrier Transicold, www.carrier.com/comfortpro, 800-227-7437

Wilson’s weBoost Drive 4G-X Fleet cell signal booster is designed to boost 4G LTE and 3G signals for all cellular in-vehicle devices on all carriers simultaneously so fleet staff have the signal strength they need to effectively track vehicles, even in weak signal areas, and communicate and stay connected with remote workers. The booster is engineered to increase cellular range, enhance available data speeds, improve call quality and enable faster mobile payment processing. The kit includes a high-performance New Motorola exterior antenna that accesses all cellular voice and data signals and sends them to the booster, which receives the signal, amplifies it and serves as a touchpoint between the user’s phone and the nearest cell tower. Wilson Electronics, www.weboost.com/products/drive-4g-x-fleet, 866-294-1660

King pin kits

TRP’s No-Ream King Pin Kits are manufactured using high-quality steel and modern heat treatment and machine tool technology. The kits are available in multiple diameter lengths for many makes of trucks and buses and include spiral bushings engineered with deeper grease grooves to allow more grease in high wear areas. They also are designed to make repairing front-steering axles more efficient by eliminating the need to ream the king pin bushings after installing them in the steer knuckle. TRP Parts, www.trpparts.com, 425-254-4139 commercial carrier journal | september 2018

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Plug for dry van trailer assembly Strick’s DuoPlug is designed for the upper coupler assembly on the company’s dry van trailers. The proprietary HDPE material allows moisture to escape while keeping debris such as mud, road grime, salt, rocks, bees, birds and varmints out of the assembly’s internal cavities. The device also is built to optimize the hose/wire routing system to help eliminate the potential for damage. It is engineered for simple installation and removal while ensuring a long-lasting, secure and snug fit. Strick Trailers, www.stricktrailers.com, 888-552-3055

Automotive brushes

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Air line protection

Phillips’ Air-Defense Swinger System with Quick-Change Cartridge, part of the company’s inline air brake system filtration line, combines its Air-Defense system and a swinger gladhand for enhanced air line protection. The Air-Defense system features an anodized housing and a one-piece

screw-in filter with an easy-to see service indicator, and the Quick-Change Cartridge features a bypass mode that helps facilitate complete airflow even when the filter is full; a nonresettable red indicator on the bottom of the cartridge pops out as notification for replacement. The swinger gladhand swivels 180 degrees side-to-side, keeping air lines kink-free during use; when not in use, the swinger gladhand automatically returns to the seal to protect the air lines. The system is available with one of several gladhand options: straight service, straight emergency, the company’s Qwik-E or the swinger arm without a gladhand for customization. Phillips Industries, www.phillipsind.com, 800-423-4512

Stainless-steel in-frame storage box RoadWorks’ Stainless Steel In-frame Storage Box is built to combat harsh weather conditions while protecting accessories and personal items. The box is 24 inches long, 71/2 inches high and 25 inches wide and is designed for easy mounting between the cab and trailer on most makes and models. RoadWorks Manufacturing, www.roadworksmfg.com, 800-448-8741

Air door actuator line

Four Seasons’ line of air door actuators is engineered to maximize driving comfort and air ventilation. The actuators are made from premium materials, precision gears and high-quality soldered connections to help facilitate OE fit, form and function for more than 200 part numbers. Four Seasons, www.4s.com, 888-505-4567

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AD INDEX American Trucking Associations . . . . . . . . . . . . . . . . . . . . . . . . . . . . mce .trucking .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Bestpass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . getbestpass .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 Castrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . castrol .com/vectonusa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 CCJ Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjinnovators .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 CCJ Solutions Summit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjsolutionssummit .com/early . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Citgo Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . citgoproveit .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Detroit Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . demanddetroit .com/assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Direct Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . directequipmentsupply .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Double Coin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . doublecointires .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Drivers Legal Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . driverslegalplan .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 37 Etcom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . etcominc .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 EZ Oil Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ezoildrain .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Fleet Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetwheel .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 FleetPride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetpride .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Fleetworthy Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetworthy .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Hankook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hankooktire .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IBC Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . howeslube .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Imperial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . imperialsupplies .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Instructional Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . instructiontech .net/onboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . internationaltrucks .com/occ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 IPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ipatools .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . jjkeller .com/datasense . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Lite-Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verifierfleetsolutions .com . . . . . . . . . . . . . . . . . . . . . . . . . . . .59, 61, 63 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . minimizer .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Noregon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . noregon .com/jpro/ccj . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Oâ&#x20AC;&#x2122;Reilly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firstcallonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . peterbilt .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BC Prestolite Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . prestolite .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . promiles .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Pure Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . airdogdiesel .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shell .us/lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12, 13 TA Petro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ta-petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 TMFS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . driversfilesonline .com/AF=CCJ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Total Specialties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . totalspecialties .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Trimble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . trimbledimensions .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 VeeBoards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . veeboards .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Verizon Connect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verizonconnect .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Vipar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckforceservice .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wabco-na .com/brakesmarter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Wreaths Across America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . trucking .wreathsacrossamerica .org . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xtralease .com/25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 commercial carrier journal | september 2018

PREVENTABLE or NOT? Drum damages Doe’s trailer during pool supply delivery

uch to his relief, the palletized load of drums for Pooka’s Pool Supply was John Doe’s last scheduled delivery for the day. After backing his tractor-trailer to the loading dock, supervising the unloading process and completing the usual exchange of paperwork, Doe hurried over to the employee vending area to buy some heavy-duty coffee and semi-stale (but still tasty) chocolate doughnuts with sprinkles on top. Returning to his rig, Doe saw forklift operator Morty Furndock returning a 55-gallon drum to the trailer. It appeared that the drum was destined for Pooka’s secWhen another truck in ond store on the other side of town. So Doe front of John Doe’s rig stopped, he hit the brakes found some rope and secured the drum to a section of rub rail by the rear door. The hard, causing a drum in his trailer to damage rest of the trailer now was empty. the header. Was this a A few minutes later, Doe was cruising preventable accident? down the freeway at 55 mph in the wake of another truck. Suddenly, the trucker in front panic-stopped to avoid a deer, so Doe also hit the brakes hard, causing the drum to break free, slide down the length of the metal-floored trailer and smash into the header, damaging it severely. Since Doe contested the warning letter for a preventable accident from his safety director, the National Safety Council’s Accident Review Committee was asked to make a final ruling. NSC quickly ruled in Doe’s favor because he had been traveling at a safe speed for conditions, had been following the truck at a safe distance, had made a totally controlled stop and presumably could not have anticipated the heavy rope he had acquired from Pooka’s Pool Supply was faulty and, therefore, insufficient to restrain the drum during rapid deceleration.

commercial carrier journal | september 2018

ÂŠ2017 Hankook Tire America Corp.

TREAD B R A V E LY .

Hankook long haul tires are developed for dependability and fuel efficiency, delivering increased mileage and total lifecycle cost savings.

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