CCJ1014 by dwatson

october 2014

WHO'S UNDER THE HOOD?

Technician shortage looms for industry page 73

GATS GOODIES

Tires, treads, GPS units, aero add-ons and more page 83

DON'T JUST FILL 'ER UP

page 38

Fuel systems require routine maintenance

PRETRIP? NO PROBLEM

page 54

Electronic vehicle inspections speed things up BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

Redesigned aero roof deflector reduces costly turbulence.

At Volvo, fuel efficiency isn’t just a feature—it’s a philosophy that guides everything we do. That’s why we outfitted the 2016 model year VNL series with new aerodynamic enhancements and the latest evolution of our award-winning XE powertrain packages. Saving your fleet money. That’s innovation with purpose. Learn more: volvotrucks.us.com/VNL2016

The 2016 VNL:

Every difference makes a difference.

New flared chassis fairings effortlessly splits the wind.

XE innovation continues with more applications and more savings.

Redesigned aero bumper takes fuel efficiency to the next level.

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

OCTOBEr 2014 | vOL 171 | nO. 10

Riding the wave

of e-commeRce E-commerce is booming, and for the transportation industry, the biggest benefactors have been the parcel carriers. Now, less-thantruckload and truckload carriers that traditionally have steered clear of “final-mile” deliveries to residential areas are finding more opportunities to add new services, expand into niche markets and create more value for their customers by changing their business models and information systems.

Cover design by David Watson

features

The coming crunch

The trucking industry isn’t attracting enough new technicians to replace those that are retiring, creating a looming shortage that will become a source of major headaches, downtime and lost revenue for many fleets. The American Trucking Associations predicts a shortage of between 5,000 and 10,000 heavy-duty diesel technicians in the next five years. Experts say it all boils down to image and pay.

Great truck show, great new gadgets

Another Great American Trucking Show has come and gone, and by all accounts, this was one of the most successful yet. When there’s so many announcements, sometimes all at once, it’s easy for some things to get a little overlooked, so a few product rollouts and introductions definitely are worth reviewing.

Innovators: Paramount Freight Systems

Flexibility and incentives for its owner-operators are two big reasons why the Jeffersonville, Ohio-based company continues to be recognized as an awardwinning driver-friendly company.

journal LEADInG nEwS, TruCkInG MArkET COnDITIOnS AnD InDuSTry AnALySIS

News

Court says FedEx Ground drivers are employees, not contractors … Hub Group changes driver model in California … Household goods movers apply for HOS exemption … FMCSA testing auto-fail feature for new entrants … Agency study to evaluate pay-safety connection … DOT has only taken half of MAP-21 bridge safety measures … OOIDA suit against road use tax gets class action certification… Infrastructure firms to collaborate on ‘smart parking’… Court rules carrier can be liable for lessee actions … Judge orders Pilot, fleets to settle lawsuits … Crossborder program with Mexico under audit … Trucking work fatalities down 8% in 2013, DOL says … FMCSA sued over lack of driver training rule ... Bill would remove CSA scores from public view

10 InBrief

commercial carrier journal

| october 2014 3

DEPARTMENTS

ccjdigital.com

technology

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

Editorial

31 32 32

The return of the low-tech truck Eaton launches new dualclutch transmission Truck platooning system unveiled

34 InBrief 34 Volvo targets fuel savings enhancements for 2016

36 36

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

Mack revs up new powertrain options Carrier Transicold premieres remote panel for fleets

38 InFocus: Fuel systems 40 Test drive:

Western Star’s new 5700XE unites its past, future

editorial@ccjdigital.com

Design & Production

McLeod Software charts the course to a ‘connected enterprise’

46 InBrief 48 Omnitracs, McLeod Software deepen integration

50 52 52

PeopleNet showcases ‘connected fleet’ platform Omnitracs buying XRS for $178M Motorola adds Bluetooth barcode scanner

Mobile computing

ALSO IN THIS ISSUE

Upfront Meet the truck of the future

108

Brake drum, oil, fender, liftgate kit, more 4

COMMERCIAL CARRIER JOURNAL

| OCTOBER 2014

Preventable or Not? John Doe was driving in the center lane of a threelane one-way highway when his straight truck was struck by a fourwheeler merging from the left lane. Was this a preventable accident?

Products 107

production@ccjdigital.com

Trucking Media

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54 InFocus:

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

Ad Index

Corporate

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

3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@ halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by RandallReilly Publishing Co. LLC on the representation that the advertiser and/or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2014, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

upfront

Meet the truck of the future Daimler concept truck hits all the right notes, but will we ever see a truck like this in North America? BY JEff CrISSEY

oday’s truck designs are vastly different than those of 15 years ago. OEMs have introduced major advancements in aerodynamics, integrated safety systems and new engine and powertrain options that make the squared-off long-nose offerings of years past look like dinosaurs. But those design changes largely have been incremental over the years. Until now. In July, Daimler introduced its autonomous driving concept to journalists at its Highway Pilot global press event in Germany, but it wasn’t until the eve of the IAA 2014 trade show in Hanover last month that it peeled the wrapper off its Mercedes-Benz Future Truck 2025 concept truck to a contingent of 350 journalists from 30 countries to a wild round of applause. Certainly, the Future Truck 2025 isn’t your momma’s cabover design. This revolutionary tractor blends years of advancements in technology, aesthetics and design in a way that we haven’t seen in the past. The first thing you notice is the absence of headlights. Those are replaced with a panel of LED lights that shine through the grille’s paint. The grille itself is simply a single molded panel that encompasses nearly the entire front of the truck. The only discernable line on the truck’s front is the bumper panel. Also missing are side mirrors. Instead, Daimler opted for “mirror cameras” that display the tractor-trailer’s surroundings on 12-inch screens inside the cab. Daimler says these cameras are less susceptible to road grime and provide better visibility in inclement weather. All of these improvements claim to improve aerodynamics and fuel economy based on in-house wind tunnel tests. If all of this seems like a pipe dream for applications in the near future, consider that a company like Daimler doesn’t spend more than a billion dollars in research and development on a project like this just to prove it can do so; it’s betting that this type of truck will meet the challenges fleets will face sooner rather than later. “Our Future Truck 2025 provides compelling answers to the challenges that our customers will be facing in the future,” said Dr. Wolfgang Bernhard, Daimler

commercial carrier journal

| october 2014

Board Member for Trucks and Buses. “Our aim is to press forward with readying this technology for the market and to bring it to series-production standard. I am convinced that this will open up a whole new business perspective for Daimler Trucks.” Production challenges aside, the Future Truck 2025 and the entire concept of autonomous trucks still face a number of hurdles. In North America, these include regulatory and legislative headwinds as well as gaining the public’s acceptance of driving alongside trucks that literally drive themselves. Autonomous trucks are built to react more quickly than human drivers to mitigate or even eliminate accidents altogether. But what about scenarios where two or more obstacles present themselves, making a crash unavoidable? How does the onboard system decide which of the two options will cause the least amount of damage? And then there’s the matter of cost. If and when autonomous trucks are production-ready for the North American market in 10 years time, the price tag certainly will be well above that of a standard Class 8 truck. And with the idea of these trucks being able to take the place of seasoned drivers who already can get better fuel economy in conventional trucks, would you be willing to hand the keys to an autonomous truck over to a less-experienced driver? After all, it’s likely these trucks would require human control for the trip’s final stages. These are just a few of the questions and concerns that autonomous truck makers will have to answer in the coming years as the trucking industry worldwide will begin to look toward specific applications. But as Bernhard said during his speech, “We actively shaped the future.” That they did, and that future certainly will be exciting to watch – however long it takes to unfold. JEFF CRISSEY is Editor of Commercial Carrier Journal. E-mail jcrissey@ccjmagazine.com.

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Court says FedEx Ground drivers are employees, not contractors

U.S. Court of Appeals for the D.C. Circuit – federal appeals court last month ruled that certain FedEx upholding our contractual relationships with thousands of independent businesses,” said Ground drivers in California Cary Blancett, FedEx Ground’s senior vice between 2000 and 2007 were president and general counsel. “The operating classified incorrectly as independent conagreement on which these rulings are based tractors and should have been classified as has been significantly strengthened in recent employees of the company, making them years,” she said, referring to a new contracting eligible for such state-required benefits as model FedEx started using in 2011. overtime compensation, rest periods and The company has taken “a number of steps more. in recent years to enhance its operating agreeThe 9th Circuit Court of Appeal – the last ments with the independent businesses that stop before the Supreme Court – issued the ruling in the class-action suit that covers about contract with the company,” FedEx Ground said. 2,300 drivers that worked for the company in The 9th Circuit that time period, the court’s ruling stems plaintiffs’ attorneys from FedEx Ground’s said. control over the Circuit Judge W. drivers in question, Fletcher issued the according to court majority opinion in documents. the case, overturning The company a lower court’s ruling required a certain in FedEx Ground’s amount of on-duty favor, saying that the time each day, deterdrivers’ contractor mined their pay status did not stand The court ruled the drivers’ contractor status with relative to a per-stop up to California’s FedEx Ground did not stand up to California’s and per-day formula, “right-to-control” “right-to-control” test. required them to test, thereby makwear FedEx uniforms, required certain facial ing the plaintiffs employees of the company. hair configurations and required them to Judges Stephen Trott and Alfred Goodwin, drive FedEx-branded trucks. who heard the case with Fletcher, concurred. The drivers did have to provide the truck, FedEx Ground is seeking a review of the but it had to be white, be a certain type of decision. “We fundamentally disagree with these rulings, which run counter to more than truck, have certain dimensions and have a FedEx logo. 100 state and federal findings – including the The 9th Circuit ordered the case be sent back to a Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newslower court to determine the letters to sign up for the CCJ Daily Report, a amount to award the plaindaily e-mail newsletter filled with news, analytiffs and the class. sis, blogs and market condition articles. – James Jaillet

Hub Group changes driver model in California

acing a pair of lawsuits over worker misclassification, inter-

modal giant Hub Group Inc. will be converting its drayage drivers in California from independent contractors to employees, the $3.4 billion company reported. In an investor filing with the U.S. Securities and Exchange Commission, the Oak Brook, Ill.-based company stated that its California contract drivers were classified properly. Nonetheless, noting that lawsuits are “expensive, time-consuming and could interrupt our business operations,” the company also reported it has made offers to settle lawsuits against subsidiary Comtrak Logistics, now known as Hub Group Trucking. Hub Group estimates the settlement offer, if every driver accepts, will come to $9.5 million, with another $1 million for associated legal and transition costs. In another California case, A federal court in the state ruled last month that a lawsuit brought by drivers against Wal-Mart Transportation may proceed as a class-action lawsuit. The plaintiffs claim that between 1993 and now, they did not receive the minimum wage required by state law, nor were they allowed to take their state-required meal and rest breaks.

commercial carrier journal

– Kevin Jones

| october 2014 9

JOURNAL NEWS

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INBRIEF 10/14 • A U.S. District judge in Ohio awarded Westerville, Ohio-based broker Exel $5.9 million in its case against Southern Refrigerated Transport over a stolen 2008 pharmaceutical shipment. Exel filed a claim with Texarkana, Ark.-based SRT on behalf of pharmaceutical maker Sandoz for $8.5 million, the value of the load. SRT argued that its liability was limited under the Carmack Amendment to the value on the bill of lading, $56,766.36.

drivers

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• A coalition of transportation groups called upon U.S. Transportation Secretary Anthony Foxx to remove carrier Compliance, Safety, Accountability scores from public view. The letter was signed by the Alliance for Safe, Efficient and Competitive Truck Transportation, National Association of Small Trucking Companies, California Construction Trucking Association, The Expedite Association of North America, Auto Haulers Association of America and others. The letter pointed to studies that demonstrate the scoring methodology is flawed.

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10 Untitled-22 1

COMMERCIAL CARRIER JOURNAL

• The U.S. Department of Transportation announced $584.1 million for 72 transportation projects in 46 states and the District of Columbia from its TIGER (Transportation Investment Generating Economic Recovery) 2014 program. Road projects will receive 38 percent of the funding, while 27 percent will go to transit.

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journal news

Household goods movers apply for HOS exemption

he American Moving & Storage Association last Drivers still would be required to be off duty for a full 10 month asked the Federal Motor Carrier Safety hours before returning to work, AMSA said, and drivers Administration to exempt its members from the 14-hour would have to notify their carriers each time an extension cap placed on drivers’ daily hours-of-service limits. is used. The trade group that represents household goods movHousehold goods movers are unique, AMSA contended, ers asked the agency to allow drivers for its 3,700-member in that its drivers work in private homes and that loads are companies to drive at most another not palletized, making loading and 75 miles or 90 minutes beyond the unloading more time-consuming. 14th hour to leave residential areas Customer needs also dictate after deliveries and drive “to the that loading and unloading start nearest place offering safety and between 8 and 9 a.m., AMSA said, security.” but times can be shifted, causing FMCSA was accepting public delays for drivers. comment on the request until Impractical alternatives, accordOct. 9. AMSA said that household ing to AMSA, either are stopping a goods movers, when facing delays, moving crew from finishing loadcan be stuck on residential streets ing or unloading the shipment or when their clocks run out, creating to finish and leave the truck parked safety concerns for drivers, security on an unsecured residential street AMSA said that household goods movers, when problems for their cargo and hazfor 10 hours. facing delays, can be stuck on residential streets when their clocks run out. ards on local streets. – James Jaillet

FMCSA testing auto-fail feature for new entrants

Agency study to evaluate pay-safety connection

he Federal Motor Carrier Safety Administration will test a new automatic failure feature for new entrant audits and extend its testing of offsite new entrant audits until December. FMCSA said the auto-fail functionality will be implemented via an update to its technical systems and will fail carriers automatically during a new entrant safety audit if an automatic failure violation is discovered in documents submitted for the audit. The offsite new entrant audit program began last July and was slated to last 12 months, but the agency said it is being pushed through the end of December to allow it to collect more data on which to base any conclusions. FMCSA is required by law to conduct an onsite new entrant audit within 12 months of a carrier’s receipt of U.S. Department of Transportation operating authority, but the agency feels the onsite audits have grown too expensive and inefficient. Performing the reviews offsite may be a better use of resources and allow the agency to better target higher-risk carriers, it said. – James Jaillet

he Federal Motor Carrier Safety Administration is accepting public comment through October on its planned study to analyze the safety consequences of the method in which drivers are paid, but not necessarily the amount. “Should the study show that there is a relationship between the methods drivers are paid and the methods’ effect on safe driving performance, a potential benefit of the study will … help [carriers] make more informed decisions about safe operations,” according to a Federal Register notice published in late August. The study will be conducted through an online survey and will try to determine if a connection exists between how drivers are paid and their driving behavior. The agency randomly will select participating carriers that will be notified with a letter. An email that contains a link to the questionnaire will be sent to the participants. To comment, go to www.regulations.gov and search Docket No. FMCSA-2014-0325. The results will be released sometime next year, FMCSA said. – James Jaillet

commercial carrier journal

| october 2014

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journal news

DOT only taken half of MAP-21 bridge safety measures

OOIDA suit against road use tax gets class action certification

nly 12 of the 24 bridge safety actions required by the current MAP-21 highway funding law have been implemented by the Federal Highway Administration, according to a report by the U.S. Department of Transportation’s Office of the Inspector General. The agency also hasn’t fully addressed 16 other recommendations made by OIG in recent years, according to the report. MAP-21’s required bridge safety actions include producing guidance on safety and funding provisions, as well as issuing rules on funding and safety and reporting back to Congress. Of OIG’s 16 recommendations, FHWA has worked on only four, the report said, and though the agency is making progress on the other 12 MAP-21 bridge safety actions, “critical performance and accountability requirements are behind schedule,” OIG said. According to FHWA’s schedule, however, the remaining 12 MAP-21 bridge safety actions all will see action or completion by the end of 2016. – James Jaillet 7mmWinches_7x5.pdf

2/25/14

11:02 AM

ew York has granted class action certification to the Owner-Operator Independent Drivers Association’s lawsuit against the state requiring registration and decal fees for out-of-state trucks. The state charges $15 registration for each vehicle subject to highway use taxes unless operating on the tolled portions of the New York Thruway. Last year, it began requiring an accompanying decal for an additional $4, and failure to display it became classified as a traffic infraction. Last October, OOIDA filed suit in New York’s Supreme Court, arguing that trucks owned and/or operated outside of New York log fewer miles in the state than trucks owned and/or operated in New York. Consequently, out-of-state truck owners are subject to a higher per-mile-tax rate, which violates the federal Commerce Clause, OOIDA argued. Acting Justice Thomas McNamara granted OOIDA’s motion for class action status Sept. 2. The association seeks injunctive relief, refunds and other appropriate relief on behalf of the plaintiffs. – James Jaillet

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Untitled-30 1

| october 2014

Text INFO to 205-289-3554 or visit www.ccjdigital.com/info 3/19/14 1:04 PM

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journal news

Infrastructure firms to collaborate on ‘smart parking’

The system uses digital cameras and sensors to track parking availability and display realtime information on road signs.

16 Untitled-7 1

system that will use road signs, smartphone apps, websites and in-cab messaging to allow drivers to view real-time parking availability took a step toward nationwide deployment last month, infrastructure firm HNTB announced. The group has partnered with Truck Smart Parking Services Inc. to expand a system it recently deployed in Michigan. The Truck Parking Information and Management System is designed to use digital cameras and sensors to collect data at both public and private facilities to track real-time parking availability. HNTB, which also has agreements with truck stops to allow them to collect onsite data via cameras and sensors, said it and TSPS have deployed the system along a 129mile stretch of I-94 in Michigan, a corridor with about 10,000 trucks using the stretch of highway daily but with only 158 parking spaces. The system is in a preliminary phase through December and is acting as a test to an expanded rollout, HNTB said. No information about the timing of the nationwide expansion was offered, but HNTB project manager Eric Morris said the system is scalable and can be deployed “quickly and efficiently” at both public and private facilities. “Our ultimate vision is a ubiquitous, multistate corridor-focused network that covers a truckers’ route from origin to destination,” Morris said. – James Jaillet

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commercial carrier journal

| october 2014

9/10/14 12:53 PM

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journal news

Court rules carrier can be liable for lessee actions

federal appeals court ruled that a New York-based truck leasing company is not protected by the Graves Amendment and can be held liable for the actions of the leased vehicle’s operator. Judge Richard Arcara in the Western District of New York made the ruling in a case brought by Michael Stratton, whose wife was killed in a crash in 2009 involving a truck owned by Great River Leasing and leased to driver Thomas Wallace. Stratton sued Wallace, his employer Millis Transfer and Great River Leasing. He also sued Midwest Holding Group, owner of both Great River and Millis. Great River and Midwest had argued they were protected from liability by the Graves Amendment, a federal statute that protects vehicle owners from the actions of those who lease their vehicles. Arcara, however, ruled the Graves Amendment does not hold up in the Stratton case, as the companies involved are affiliates of one another. The Graves Amendment, Arcara wrote, is designed to protect companies whose only connection to lessees is the simple lease agreement. Great River, Millis and Midwest are connected by more than that, Arcara said, thus voiding Graves’ applicability. Further, the court did not rule on the merits or claims of either the plaintiff or the defendant, but solely answered the legal question involving the Graves Amendment. Arcara returned the case to a lower court for trial. The plaintiff’s attorneys labeled the case a “landmark decision,” but that may be a bit of a stretch, said Prasad Sharma, American Trucking Associations’ senior vice president and general counsel. But the group is delving further into the legal implications of the case, Sharma said. His “first blush” impression is that the ruling likely will not have a large impact on most motor carrier operations. Essentially, few carriers are structured

around the liability protections of the Graves Amendment, which is designed for leasing operations such as Penske and Ryder. Typically,HowesCCJW14_HalfPageIsland.pdf an owner-operator leased to a carrier operates under the carrier’s

authority and already is considered to be an affiliate. “It’s hard to envision situations where this is going to be a big issue for trucking companies,” Sharma said. 8/7/14 9:45 AM – James Jaillet and Kevin Jones

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Text INFO to 205-289-3554 or visit www.ccjdigital.com/info commercial carrier journal Untitled-9 1

| october 2014 19 8/11/14 4:04 PM

Seven trucking companies opted out of an $85 million class-action settlement with Pilot Flying J to pursue their own litigation.

journal News

Judge orders Pilot, fleets to settle lawsuits

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ilot Flying J and the seven trucking companies that opted out of a 2013 class-action settlement with the truck stop chain to sue it separately will meet Nov. 19 to negotiate a settlement. Magistrate Judge Gregory Wehrman of the U.S. District Court in the Eastern District of Kentucky ordered the parties to “negotiate and approve a settlement in this matter.” The cases were ordered to mediation July 30 by U.S. District Judge Amul Thapar, who referred the case to Wehrman. Pilot Flying J finalized an $85 million class-action settlement in November 2013 with 5,500 trucking companies. Seven trucking companies opted out of the settlement to pursue their own litigation: Shoreline Transportation, Osborn Transportation, Wright Transportation, National Retail Transportation, Mario’s Express Service, Triple D Supply and FST Express. A judge consolidated the cases in April and transferred them to Kentucky, which is also overseeing the cases’ criminal proceedings. In addition to the $85 million civil settlement, Pilot also reached a $92 million settlement with the U.S. Justice Department that absolved the company of any more criminal responsibility. It did not prevent prosecution of individuals, however. So far, 10 Pilot employees have pleaded guilty to fraud and conspiracy charges stemming from the allegations against the company. – James Jaillet

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Cross-border program with Mexico under audit

he U.S. Department of Transportation Office of the Inspector General has started its final audit of the cross-border

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trucking pilot program with Mexico. This month, the Federal Motor Carrier Safety Administration will conclude its three-year program granting long-haul authority to Mexican carriers. A 2007 law requires OIG to audit the program and submit a final audit to Congress six months after the program ends. The office announced July 30 it would begin work immediately to determine: • Whether FMCSA has established sufficient mechanisms to determine if the pilot program adversely affected motor carrier safety; • If federal and state monitoring and enforcement activities sufficiently ensure that program participants comply with all regulations; and • That the program consists of a representative and adequate sample of Mexican carriers likely to engage in cross-border operations beyond the U.S.-Mexico border zone. The auditors issued their initial report shortly before the program began and an interim report in its 11th month when four carriers had authority under the program. At that time, auditors concluded it lacked sufficient data and participation to draw safety conclusions, saying the program requires at least 4,100 inspections of 46 carriers over three years to make statistically valid analysis and projections regarding safety. Currently, 13 carriers participate in the program, and a total of 5,312 inspections have been conducted since the program began. – Jill Dunn

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| october 2014

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Transportation ranks second to construction among industries with the highest number of fatalities, according to DOL.

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Trucking work fatalities down 8% in 2013, DOL says

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he U.S. Department of Labor’s preliminary 2013 data indicates 461 fatalities among private-sector trucking jobs, down 8 percent from the previous year. DOL’s report released last month lists truck transportation as the largest subsector among privatesector service transportation and warehousing jobs. The department reported 687 fatal work injuries for the entire sector in 2013, a 7 percent decrease from 2012. Still, total number of fatalities for the entire category is expected to be higher when DOL releases updated 2013 data next spring. Significantly lower numbers of fatalities were reported among the other transportation subsectors. Last year’s fatalities, when compared to 2013, decreased for air transportation, but remained about level for water and rail fatalities. Transportation ranks second to construction among industries with the highest number of fatalities, according to DOL’s Census of Fatal Occupational Injuries. Among the goods-producing industries, the private construction sector had 796 fatal work injuries during 2013, about the same as the previous year. The total 4,405 fatal work injuries recorded for 2013 nationwide is a drop from 4,628 deaths for the previous year. The national fatal work injury rate was 3.2 per 100,000 full-time equivalent workers for 2013, down from 3.4 per 100,000 for 2012. – Jill Dunn

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| october 2014

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journal news

FMCSA sued over lack of driver training rule

coalition of highway safety and labor advocates have brought a federal lawsuit against the U.S. Department of Transportation and the Federal Motor Carrier Safety Administration for not heeding congressional requirements for an entry-level driver training rule. The suit was filed Sept. 18 in the U.S. Court of Appeals for the D.C. Circuit. The plaintiffs say the agency is more than 20 years late on producing the rule by the original 1993 deadline, as Congress ordered in a 1991 law, and now is a year late on the same requirement made by the 2012 MAP-21 highway funding act. FMCSA said it has been working on improving a rule it produced in 2004 regarding entry-level driver training. “FMCSA is working to improve upon the 2004 rule that is currently in place and implements entry-level driver training that includes behind-the-wheel instruction for operating large trucks and buses,” the agency said. “We have engaged the public in listening sessions and are bringing together stakeholders to collaborate on a new proposal that meets the requirements passed in the 2012 transportation bill and prepares drivers for the job.” Plaintiffs in the suit include the Teamsters, the Advocates for Highway and Auto Safety and Citizens for Reliable and Safe Highways. Public Citizen is representing the groups. “People are dying needlessly while the agency drags its feet,” said Henry Jasny, senior vice president and general counsel with Advocates. “New truck drivers need to be properly trained before they get behind the wheel. This is a dereliction of the agency’s duty.” The groups filed a suit in 2004 to get the agency to propose rulemaking on the minimum requirements for training that drivers should have prior to receiving their commercial driver’s license. The plaintiffs also take FMCSA to task for not only having not produced a final

rule by MAP-21’s October 2013 deadline, but not even having initiated the rulemaking process. The suit refers to an August notice from the agency in which FMCSA said it was exploring the option of producing the rule via a “negotiated

rulemaking” with industry stakeholders. The groups want the court to order DOT to produce a proposed rule within 60 days of a court ruling and to issue a final rule within 120 days afterward. – James Jaillet

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journal news

Bill would remove CSA scores from public view

bill introduced in the U.S. House last month rankings to make judgments about carriers. would require the Federal Motor Carrier Safety Barletta’s Safer Trucks and Buses Act would direct the Administration to remove from public view the caragency to remove the scores from public view and require rier rankings and scores the agency to submit to produced in the agency’s Congress a plan for improvCompliance Safety ing the three-year-old CSA Accountability program. program and a timeline for The legislation introimplementation. duced by Congressman After Congress stamps Lou Barletta (R-Pa.) was approval of FMCSA’s referred to the House’s changes, CSA rankings Transportation and could be pushed back into Infrastructure Committee. public view. A bevy of trucking “As a father of four groups in recent weeks daughters, I worry every have sent petitions to U.S. day about the safety of Transportation Secretary my girls, and I strongly Trucking companies across the country are being unfairly misrepresented by their safety scores, a U.S. congressman said last month. Anthony Foxx asking believe that unsafe vehihim to remove the scores cles should not be on the from public view, given their debated performance at road,” Barletta said. “Unfortunately, companies across measuring carriers’ crash risk and misconceptions by the country and in Pennsylvania are being unfairly misshippers, customers and other third parties who use the represented by their safety scores, causing economically

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TRUCK DATA

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journal news devastating impacts to these bus and truck companies, many of which are small businesses.” The American Trucking Associations, the OwnerOperator Independent Drivers Association and the National Association of Small Trucking Companies voiced support for the bill. “The current system of measurement is unreliable and needs substantial improvement,” said Dave Osiecki, ATA executive vice president and chief of national advocacy. “We appreciate Congressman Barletta’s support for the industry and recognition of the need to have a safety measurement system that is reliable, fair and accurate.” OOIDA Executive Vice President Todd Spencer said that not only are trucking companies affected by the “negative impacts” of “misleading information,” but that public safety also could be compromised. “OOIDA appreciates Representative Barletta’s lead-

ership toward setting clear standards for accuracy in CSA’s methodology and data, and we urge all supporters of small business truckers and highway safety to support his legislation,” Spencer said. David Owen, NASTC president, also applauded Barletta’s Safer Trucks and Buses Act and said that since CSA’s launch, the program repeatedly has been shown “to be detached from reality” because of its methodology and data. “Carriers often see their CSA scores change – U.S. Rep. Lou Barletta (R-Pa.) under its relativistic scheme without the carriers experiencing any new accidents or inspections – predominately because of constantly changing peer groupings and competing carriers’ inspections at any given time,” Owen said. “Carriers have little control over their CSA scores, and remedial steps taken today may have little bearing on their CSA ratings for months.” – James Jaillet

Companies across the country and in Pennsylvania are being unfairly misrepresented by their safety scores.

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product reviews, oeM & supplier news, and equipMent ManageMent trends by Jack roberts

Too much Tech?: Having computer-generated messages for endless items adds complexity and cost.

New cusTomers: suppliers want to offset losses to major truck makers due to vertical integration.

Free markeT: if the low-tech concept is a hit, major oeMs may offer their own stripped-down trucks.

The return of the low-tech truck Some fleets may not need all of today’s bells and whistles

about by the major OEMs’ efforts to add technology to their trucks and enhance vertical integration throughout their product lines. The OEM argument says that as complexity and technology on trucks increase, it is vital that their components are spec’d exclusively to ensure compatibility and maximum efficiency. But if you’re a Cummins, Meritor, Bendix or Wabco, it’s only natural that you’d like to offset any losses to the major truck makers due to vertical integration by supplying quality components to companies such as Rainier. Can this concept work in the U.S. Class 8 market? My sense is that it could find a niche in some vocational, pickup-and-delivery and regional applications. But as for line-haul and sleeper/reefer fleets, the need for driver retention and the growing acceptance of telematics – and, yes, technology in general – may limit its attractiveness. But who’s to say? If the low-tech truck concept is a hit, the major OEMs may counter with their own stripped-down and affordable trucks for certain applications. That’s the way the free market works.

ast month we saw an interesting ripple enter the North American truck market. A new medium-duty truck builder called Rainier Truck & Chassis Co. appeared on the scene. It was founded by Gary Jones to fill a niche created by fleet owners who don’t need technology-laden trucks. Jones said that on many of today’s new trucks, if the cab’s dome light goes out, a fault code is generated, and the driver gets a message telling him the dome light is out and needs to be replaced. On Rainier cabovers, Jones said, if the dome light goes out, the driver can look up, see the dome light is out and tell somebody it needs to be replaced. While Jones is exaggerating – but only slightly – he’s got a point that resonates with many: Having computer-generated messages for endless items on a truck adds multiple layers of complexity and cost to the vehicle. Jones is offering a new, fully emissions-compliant medium-duty truck that is simple, straightforward and tough, and he’s banking there are enough medium-sized fleets that will find this concept appealing. This scenario was predicted several years ago by Frost & Sullivan analyst Sandeep Kar at CCJ’s Commercial Vehicle Outlook Conference. Kar argued that as the complexity and price of new vehicles continued to rise, the free market would rush to exploit niches created by fleets that don’t want or need rolling computer systems. Taking it further, Kar tied the desire for lower-cost low-tech trucks to today’s globalization wave. The North American and European truck markets are dominated by OEMs offering increasingly sophisticated vehicles, but manufacturers elsewhere in the world are building tough, durable low-tech trucks designed to work – and survive – in places like Russia, India and Africa. They’d love to sell trucks – or at least various vehicle components and systems – to American manufacturers and builders. Jones is one of the first to try this concept in the United States, and it’s likely JACK ROBERTS is Executive Editor of Commercial Carrier Journal. others will follow. In some ways, this is a natural free-market evolution brought E-mail jroberts@ccjmagazine.com or call (205) 248-1358. commercial carrier journal

october 2014

Eaton launches new dual-clutch transmission

aton last month launched its Procision Line, a new dual-clutch automated transmission that initially will target Class 6 and 7 urban delivery markets, including pickup and delivery, beverage, school bus and recovery and towing. Eaton premiered the new transmission at its proving grounds and test track facility outside of Marshall, Mich., and allowed editors to test the unit under a wide array of driving and terrain conditions. The new transmission was designed to emphasize driver safety and fleet efficiency, said John Beering, senior vice president and general manager of commercial vehicle transmissions for Eaton. Features include “Hill Help” and forward/reverse creep modes, as well as a “back and forth” forward/ reverse function. A new “Tap Downshift” feature is designed to allow drivers to downshift gears quickly by pumping on the brake pedal for added safety and vehicle control in congested driving conditions.

Eaton’s Procision Line dual-clutch automated transmission initially will target Class 6 and 7 urban delivery markets.

The double-clutch design allows for a smooth continuous power curve without clutch lag or any jerking effects. One clutch is fully engaged when the Procision is in gear; at the same time, the transmission’s sophisticated electronic control modules preselect the next gear shift based on multiple data inputs. When the time for a gear shift arrives, the first clutch disengages while the other engages, eliminating clutch lag and providing smooth

shift points throughout the power curve. The ECM also allows highly efficient operation at low speeds; high torque output of 660 foot-pounds means the transmission can hold and accelerate a truck on steep grades more efficiently. During a test drive, Eaton demonstrated this by launching a Freightliner M2 from a dead stop on a 20 percent grade: Vehicle rollback was minimal, and the truck accelerated smoothly with only 50 percent throttle input. On a 15 percent grade, the transmission held the truck firm with no rollback until throttle was applied. Even though many medium-duty applications are not as weight-conscious as those found in Class 8 fleets, Eaton designed the Procision with highly compacted packing in an aluminum housing. The unit weighs 364 pounds and has been designed to be scaled down for Class 4 and 5 applications, and Eaton indicated a scaled-up Class 8 version of the Procision also was likely. – Jack Roberts

Truck platooning system unveiled

eritor Wabco, Peloton and Denso last month unveiled a system that allows multiple trucks to platoon. The system – showcased at the World Congress for Intelligent Transportation Systems in Detroit – is based on adaptive cruise control systems and autonomous braking and is touted as one that can save fuel and increase fleet efficiency. The Peloton system uses DSRC radio technology from Denso and Meritor Wabco’s collision mitigation and safety control systems. Radio transmissions control the platooning software, said Chuck Rice, Peloton’s vice president of cloud services. Rice said that when two trucks are traveling on an open highway and want to platoon, Peloton’s system will identify the location of the trucks, which truck should be routed in front and which one in back, and the distance that will be kept between 32

commercial carrier journal

the two units. When the trucks reach a reasonable distance from each other, the two drivers engage switches in the cab that start the program, and the trucks are pulled together to the predetermined distance from one another. The drivers still are needed to steer, but once engaged, the trucks’ speed and braking are controlled by the platoon system. While drivers still can override the system manually to brake in emergencies, the technology is designed to use collision mitigation systems on each tractor to sense when danger is close and slow the trucks. “When the front [truck] intends to brake, the system sees that and engages the brakes on the back [truck] as well,” Rice said. The system is set to be available for new trucks and as a retrofit product with an installation time of about three hours. Customers will purchase the system hardware

| october 2014

The truck platooning system is based on adaptive cruise control systems and autonomous braking and is touted as one that can save fuel and increase fleet efficiency.

during installation, then pay a per-mile usage fee when implementing the platooning software on the road. Customers also will be able to access driver performance and fuel efficiency data on all equipped trucks. Rice said the system has more than 70,000 hours of on-highway testing and that Peloton hopes to release it in late 2015. “We already have fleets ready” for the product, he said. – Lucas Deal

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InBrief •

Tango Transport (CCJ Top 250, No. 124) became the latest trucking company to sue Navistar-International over the truck and engine maker’s exhaust gas recirculation-only MaxxForce engines built between 2008 and 2012. In its suit filed Aug. 28, the Shreveport, La.-based carrier said it bought or leased 455 trucks with defective engines from Navistar and that the OEM knew the engines were defective but concealed that information.

•

Double Coin and CMA last month notified the National Highway Transportation Safety Administration of noncompliant sidewall markings on certain Double Coin-branded TBR tires produced by Double Coin Holdings. CMA said that after a full audit in June, it notified NHTSA that about 1.75 million Double Coin tires manufactured with DOT dates of 2611 to 2514 had omitted the Load Range symbol.

•

Navistar is offering Allison Transmission’s FuelSense fuel-efficiency package on its medium-duty and vocational International trucks, and Kenworth is offering the package on its new Class 8 and medium-duty models. FuelSense – available in Allison’s 1000, 2000, 3000 and 4000 Highway Series and Rugged Series transmissions – is engineered to adapt shift schedules and torque automatically, maximizing transmission efficiency based on load, grade and duty cycle.

•

Kenworth Truck Co.’s vocational T880 daycab and 52-inch midroof sleeper configurations now can be specified with the factory-installed Cummins Westport ISX12 G 400-hp natural gas engine with 1,450 lb.-ft. of torque. The ISX12 G can run on either compressed natural gas or liquefied natural gas and is available with manual, automatic and Eaton UltraShift Plus transmission options, including 10-speed LAS and 13-speed MHP series.

•

Cummins received certification for its 6.7L Turbo Diesel from the Continued on page 36

commercial carrier journal

Volvo targets fuel savings enhancements for 2016

er, ultimately improving the total aerodynamolvo said its model year 2016 VN ic performance of the complete vehicle.” series highway tractors will deliver even greater fuel savings compared with Powertrain enhancements previous models through an assortment Building on the success of its XE – eXceptionof aerodynamic and powertrain enhanceal Efficiency – powertrain packages, Volvo ments. Further sculpting of airflow around will offer an XE-Adaptive Gearing package the exterior and underneath the hood will designed to further boost fuel efficiency for improve fuel efficiency by up to 3.5 percent, dry van trailers and for operations that go out the company said, and its new XE-Adaptive loaded and return empty or lightly loaded, Gearing and Torque Management options such as bulk haulers, liquid tankers and can provide fuel efficiency improvements of flatbed carriers. more than 2.5 percent. The system is both a direct and overdrive “With Volvo’s model year 2016 vehicles driveline depending on rear axle load, which come an even greater value of ownership the system senses in real time. When loaded, as we continue to refine the aerodynamic the transmission locks out the 12th gear and profile of our VN series tractors and redefine provides the performance and fuel efficiency traditional expectations of powertrain perbenefits of direct drive; formance through our during unloaded or integrated Volvo engines lightly loaded trips, the and I-Shift transmisdriveline operates in sion,” said Göran Nyoverdrive to facilitate berg, president of Volvo added fuel efficiency and Trucks North America driver comfort. sales and marketing. Customers can “Our latest enhanceVolvo said its model year 2016 VN series customize road speed ments provide a strong highway tractors will deliver added fuel complement to the fuel savings through an assortment of aerody- limits for loaded and unloaded portions of efficiency improvenamic and powertrain enhancements. the trip to fit operating ments of up to 3 percent needs. XE-Adaptive Gearing engine ratings provided through last year’s introduction of will be available initially for Volvo’s D11 and greenhouse gas 2014-certified engines.” D13 engines paired with an I-Shift automated Aerodynamic enhancements manual transmission. Enhancements to the bumper, chassis and Volvo Trucks also is offering three new roof fairings are intended to reduce air turbu- torque control features designed to increase lence around the vehicle exterior and improve fuel efficiency and tire life and decrease driveline stress. The expanded offerings use airflow under the truck, around tires and around the trailer gap. Volvo’s multitorque engine profiles designed “In real-world operations, an aerodynamic to provide ideal Torque Management in multiple operating environments. tractor doesn’t guarantee optimal aerody“XE-Adaptive Gearing and Torque Mannamics for the tractor-trailer combination,” said Jason Spence, Volvo Trucks product mar- agement powertrain options provide unprecketing manager. “Through our holistic design edented customization for customers looking for an optimized solution to fit their specific approach, we’ve made further enhancements needs,” said John Moore, Volvo Trucks prodat key exterior and interior locations of our model year 2016 vehicles to greatly improve uct marketing manager – powertrain. – Jack Roberts the transfer of air from the tractor to the trail-

| october 2014

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INBrief Continued from page 34 California Air Resources Board, meeting the Low-Emission Vehicle III standards for vehicles with a gross vehicle weight rating of less than 14,000 pounds. •

Wabash National announced plans to invest more than $2 million to expand production operations for its Wabash Composites business with a new facility in Frankfort, Ind. The company expects to create more than 100 jobs over the next five years.

•

Bendix Commercial Vehicle Systems expanded its remanufacturing capabilities and capacity with a $3.2 million capital investment in equipment and facility upgrades at its brake shoe remanufacturing center in Huntington, Ind.

•

Pacific Truck, an Edmonton, Alberta-based division of Crane Carrier (Canada) Ltd., joined Eaton’s Authorized Rebuilder Program, providing a local option for Canadian fleets and independent drivers to purchase rebuilt transmissions.

•

Volvo’s New River Valley assembly plant in Dublin, Va., opened its 1.1-mile Customer Experience Track that features a paved road course and an off-highway area to enable the company to showcase its range of Class 8 vehicles during customer tours and special events at the plant. Utility Trailer Manufacturing Co. presented longtime customer Marten Transport (CCJ Top 250, No. 46) with a special commemorative Utility 3000R refrigerated trailer to recognize the Mondovi, Wis.-based fleet’s 10,000th trailer.

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Scan the barcode to sign up for the CCJ Equipment Weekly e-mail newsletter or go to www.goo.gl/Ph9JK. 36

commercial carrier journal

Mack revs up new powertrain options

ack last month announced two new powertrain offerings. The integrated fuel-efficient MP7 405 Super Econodyne features all-Mack proprietary components for a complete Mack Pedigree Powertrain: the MP7 engine, mDrive automated manual transmission, proprietary drive axles and custom software. The lightweight MP7, available in Mack Pinnacle models, is available with 405 hp and 1,560 lb.-ft. of torque and is designed to maximize the truck’s power-to-weight ratio, which also helps maximize payloads in regional and bulkhaul applications up to 80,000 pounds on predominantly flat terrain and up to 70,000 pounds on rolling hills. According to Mack, customers who spec the MP7 SE package with the overdrive AMT and the company’s C125/126 axles can experience up to a 4 percent fuel

Mack said its new MP8 505C+ engine is suited for long-haul applications, especially those in mountainous terrain.

efficiency improvement compared with the standard MP7 and AMT package. Mack also announced an MP8 dubbed the 505C+ built on the company’s already existing MP8 platform. The 505C+, which has 505 hp and 1,860 lb.-ft. of torque, is suited for long-haul applications, especially those in mountainous terrain, and now is available for order in the company’s Pinnacle Axle Forward and Axle Back models. – Jack Roberts

Carrier Transicold premieres remote panel for fleets

arrier Transicold’s new APX remote panels are designed for added convenience and efficiency in refrigerated transport operations by placing trailer refrigeration controls in locations more easily accessible to operators. The remote panels are available in two configurations: flushmount for mounting inside the trailer near the rear doors, and surface-mount for use on trailer exteriors. Flush-mount panels are suited for distribution centers where personnel can configure the refrigeration unit control by walking into the trailer from a loading dock. Surface-mount panels provide similar practicality and typically are mounted near the trailer’s front, opposite the main unit control located behind the driver, providing safer curbside access for the operator when the rig

| october 2014

Carrier Transicold’s APX remote panels provide the same control functionality as the main APX control display common to the company’s X4 and Vector series TRUs.

is parked along a traffic corridor. The APX remote panels provide the same control functionality as the main APX control display common to Carrier Transicold’s X4 and Vector series trailer refrigeration units. The remote panels include the same dashboard display – a large backlit screen flanked by labeled control buttons and menu keys – designed to make operation easy and intuitive. – Jack Roberts

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in focus: Fuel systems

GHG regulations on the way High-pressure technology can help new engines perform By Jack RoBeRTs

uel systems for heavy-duty diesel engines have come a long way since the advent of federally mandated exhaust emissions standards. Their evolution will continue over the next several years as new greenhouse gas regulations come into play. GHG emissions regulations also will be de facto fuel economy standards for heavy-duty trucks, and OEMs will rely heavily on computer-controlled fuel injection. While fuel systems will continue to play an increasing role in emissions control and overall vehicle fuel economy, the next generation of these engine components doesn’t face major redesigns or significant changes. At the same time, minor tweaks made by OEMs to these systems hold great promise in yielding increased fuel economy benefits. “While fuel system changes are not a requirement to meet the next generation of GHG diesel engine regulations, we are pursuing opportunities to improve fuel system efficiencies and further optimize engine performance,” says Roy Horton, director of product marketing for Mack Trucks. Fuel systems will have improved control characteristics designed to enable precise combustion timing, which will help achieve emissions requirements and improved fuel economy, Horton says. They “will be a cornerstone of future engine design,” he says.

OEMs will rely heavily on computer-controlled fuel injection to meet new GHG standards.

Brad Williamson, marketing communications manager for Daimler’s Detroit powertrain brand, says the next generation of fuel systems will not necessarily be more complex than today’s systems. “We can expect that fuel pressures will continue to go up to allow for better control of fuel delivery,” Williamson says. Both common-rail fuel systems and – in Daimler’s case – amplified common-rail systems will be the fuel economy solutions for diesel engines for the foreseeable future. “In many cases, Daimler and Detroit will continue to communize our platforms to ensure better quality and lower cost of ownership,” Williamson says. Daimler’s current DD15 increased fuel pressure from 32,000 to 38,000 psi, which allowed for better fuel economy and complete fuel atomization. “This results in a more complete combustion of the fuel being burned while also resulting in fewer exhaust emissions,” he says. The higher the fuel pressures being used, the more precisely fuel is delivered to the engine’s combustion cham-

They will be a cornerstone of future engine design.

– Roy Horton, director of product marketing, Mack Trucks

commercial carrier journal

| october 2014

ber. “It’s all about increasing control,” Williamson says. More control leads to more complete combustion, which results in better fuel economy and lower emissions – the name of the game with GHG – because of less “unused” fuel in the combustion process. “There are additional measures planned for GHG regulations, but they mostly are extensions of this basic principle,” he says. John Moore, Volvo Trucks powertrain product market manager, says 2017 GHG fuel systems will be less complex than existing fuel systems while offering a greater focus on reliability. “We have optimized fuel pressure on our current fuel systems and do not plan to deviate very much from current pressures,” Moore says. Computer-controlled fuel injection events will be fine-tuned to allow less fuel mist to reach the cylinder walls during a combustion event, which adversely could create excess soot. This would have to be filtered and converted to carbon dioxide to be purged from the system, raising GHG emissions, Moore says. “This balance between cylinder efficiency and soot production allows us to increase combustion efficiency, which in turn will increase fuel efficiency and therefore lower CO2 output,” he says.

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ccj test drive:

Western star 5700Xe

AerodynAmic heAvy hAuler Western Star’s new 5700XE unites its past, future By jack roBerts

orget what you think you know about Western Star. Last month, the proud niche player that made its name with tough longnosed conventional designs introduced its new aerodynamic 5700XE highway tractor at a Las Vegas press launch. The new truck features a sculpted and sleek design that retains the bold styling and robust stance of years past while delivering fuel economy numbers that place the truck firmly in today’s most aggressive greenhouse gas emissions regulation category. According to Western Star design engineers, the new truck already is earning the company U.S. Environmental Protection Agency emissions credits with its fuel efficiency performance – a feat unprecedented in the company’s 47year history. XE – which stands for extreme efficiency – summarizes exactly what

Western Star wants the new truck to be about, said Michael Jackson, the company’s general manager. “By blending legendary Western Star ruggedness with aerodynamic innovations and the most fuel-efficient powertrain available, we have built a powerful solution that is the best of both worlds – and unlike anything else on the road today,” Jackson said. The Class 8 on-highway truck is suited for owner-operators and smallto medium-sized fleets in truckload, less-than-truckload, bulk, refrigerated, long-haul and manufacturing applications. The 5700XE features a 126-inch BBC with a set-back axle; a daycab version also is available. Sleeper configurations include 34-, 40-, 54-, 68- and 82-inch heights in low-roof, high-roof Stratosphere and ultra-high-roof Stratosphere. Wheelbases up to 250 inches are standard, with longer wheelbases available.

commercial carrier journal | october 2014

“Some people say we’re late to the aerodynamic trend in trucking, but we think our timing is perfect,” Jackson said. “We’re now seeing smaller fleets and owner-operators starting to get back into the industry now that the economy is improving, and the 5700XE is perfectly positioned to help them make money while owning a distinctive truck that fits their image and sets them apart from the competition.” Many features In developing the 5700XE, Western Star opted to leverage the full technological resources of Daimler Trucks North America, Jackson said. The truck will be produced at Daimler’s plant in Cleveland, N.C.; Western Star is based in Fort Mill, S.C. Dealers will start accepting orders later this year. Ann Demitruk, director of marketing for Western Star, highlighted a multitude of design features that

jack roBerts

A multitude of features define the new truck, including an aerodynamic hood, roof, chassis and cab fairings designed to reduce drag and increase efficiency.

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The 5700XE features a 126-inch BBC with a set-back axle and offers a range of spacious and lightweight sleeper configurations; a daycab version also is available.

define the new truck: • A sweptback four-piece bumper with an under-bumper valance designed to add to aerodynamic efficiency; • Halogen headlights optimized for aerodynamic performance and excellent visibility; • A visor engineered to work with the slope in the aerodynamic hood’s rear air ramp to direct airflow over the cab; • Roof and cab fairings that sweep back to facilitate a tighter trailer gap and help direct airflow over and around the trailer; • Optional chassis side fairings designed to reduce drag by up to 6 percent while still providing easy access to batteries and the diesel exhaust fluid tank; and • The Western Star Twin Force dual air intake that feeds a centrally mounted air filter to help improve efficiency. The 5700XE also includes the proprietary Detroit Virtual Technician remote diagnostics service, which is part of the Detroit Connect suite of integrated telematics solutions. Detroit Connect also offers optional Visibility fleet software and the forthcoming On-Board Tablet. 42

Putting it to the test During a test drive the day after the press launch, I was pleased to find the 5700XE to be one of the quietest tractors I’ve ever driven. A lot of credit has to go to the integrated Detroit drivetrain powering me down the road. Another contributing factor is Western Star’s proprietary all-steel cab; while technically this is a “not-new” feature on an “all-new” truck, it’s hard to argue with the logic: Western Star cabs were designed to survive in grueling West Coast logging operations and are built to extremely tight tolerances. It’s a concept that also works well in less-severe over-the-road operations and a major factor in keeping in-cab ambient noise levels at a minimum. To power the 5700XE, Western Star is offering only Detroit engines for one of its trucks for the first time. While an Eaton manual gearbox is an option, all other drivetrain packages are spec’d with Detroit’s DT12 automated manual transmission. My blue test truck featured a 400-horsepower DD15 under its hood coupled with the slick DT12 AMT. Even fully loaded, the engine provided plenty of low-end grunt to get the 5700XE moving. I’d driven an

commercial carrier journal | october 2014

Eaton-equipped 5700XE the previous day and found it to be the smoothest-shifting truck I’d driven in a long time. But it’s hard to argue with the simplicity and ease of use offered by an AMT while working through Sin City’s crowded interstates. On the open road, I found the truck to be a bit of a speed demon. Even on steep grades in the mountains outside Las Vegas, the truck accelerated quickly with plenty of reserve power remaining. Steering was tight, and the truck proved to be nimble when changing lanes. Helping me out were a host of optional Meritor Wabco safety systems – including OnGuard Lane Departure Warning, OnGuard Collision Mitigation and OnGuard Adaptive Cruise Control – as well as electronic stability and roll stability control systems. Western Star trucks are all about small fleets and owner-operators, and nowhere is this more apparent than in the cab and sleeper of the new 5700XE. Plush two-tone leather seats with the Western Star logo immediately set the tone upon climbing into the cab, and large well-defined old-style gauges and instrumentation feature colorful modern lighting accents that make at-a-glance checks a breeze in bright sunlight or in the darkest night. Real wood cabinets, drawers and a retractable work desk give an added layer of luxury to the large well-appointed sleeper berth that includes a refrigerator, ample storage and space for a flat-screen television. Twin tinted side windows and an overhead skylight further enhance the sleeper’s lighting fixtures. All in all, it’s hard to argue with the final product: The 5700XE is an elegant blend of luxury and individualism that ought to do well for fleets and owners uninterested in “cookie-cutter” trucks.

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MAINTENANCE MATTERS

Q&A WITH MIKE TAYLOR, DIRECTOR OF MAINTENANCE FOR DAVIS TRANSFER COMPANY

ike Taylor, director of maintenance for Davis Transfer Company, located in Carnesville, Ga., supervises the company’s maintenance program for more than 240 trucks, 1,000 trailers and more than 220 company drivers. Davis Transfer is a 50-year-old, family owned, trucking company servicing the dry truckload market of the trucking industry. Taylor, who has 40 years experience in the industry and 16 years with Davis Transfer, says he depends on the Shell Rotella family of products to support his maintenance efforts and appreciates the technical support and customer service he receives from Shell. “The company has invested in cutting edge-technology to operate safely with optimal fuel efficiency. Our strategic partnerships are vital toward providing customer satisfaction,” he says. What strategy do you use to maximize equipment efficiency? We operate heavy loads and manage to earn an average of 7.25 mpg. In order to achieve our goals, we focus on using efficient and aerodynamic options on our equipment such as faring skirts, echo mud flaps and super single tires with aluminum wheels. How do you utilize technology? Both our tractors as well as our trailers are equipped with satellite tracking equipment that provides the exact location of every load in transit. In addition we are fully equipped with all transportation EDI transaction sets that allow us to communicate this information electronically if requested. We use QUALCOMM and are

transport partners with SmartWay and use electronic on-board recorders. How do you influence driver behavior? We have the speed set to 64 mph on all of our trucks. The trucks will only idle for two minutes before they shut down. We can monitor our equipment and our drivers remotely. By keeping a cap on speed and idling time we increase their safety and see improvements in overall fuel efficiency. In addition, we provide all of our drivers with APUs for their comfort. The fuel cost savings from the idling limit are significant as well as the reduced wear and tear on the engine. How do you manage to attract drivers in this tight market?

We provide top-of-the-line equipment such as new model Freightliner Cascadias, competitive pay and benefit packages. It’s always a challenge but the nice equipment shows how much we value our drivers. How does Shell Rotella help you run an efficient maintenance program? We use a wide range of Shell Rotella products including: Rotella T5 10W30 Semi Synthetic; and Rotella ELC (Extended Life Coolant); Spirax75W90 AXRME; Spirax GME 50; Gadus Grease.. We depend on the durability and reliability of Shell Rotella and the training offered to operate our fleet in the most cost-effective, fuel-efficient way possible. We have used the Shell Rotella T5 10W30 Semi Synthetic for four years and have seen significant fuel savings.

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technology

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

Follow the streams

McLeod Software charts the course to a ‘connected enterprise’

he record 850 attendees at McLeod Software’s annual user conference probably expected that company president Tom McLeod would talk about new products and trends in the transportation industry, but he took a slightly different approach. To open the conference, McLeod gave attendees a framework to help guide their understanding while at the event, held Sept. 15-17 at the Gaylord Convention Center in National Harbor, Md., on the banks of the Potomac River. The company has channeled all of its product development into five technology streams that lead to what McLeod calls the “frictionless information era.” In some ways, the Potomac River might not have been the ideal backdrop to talk about “frictionless” movement. The Potomac once divided the Union from the Confederacy and today flows through the nation’s divided and gridlocked capital. Meaningful data: connections Further downaren’t worth much unless the right stream, however, it information is moved. empties into a large Reducing fRiction: the right body of water, the information gets to the right person Chesapeake Bay, and faster. one of the nation’s technology stReaMs: Mobility largest ports in and big insight seem to be the most Baltimore. McLeod addicting. Software has been taking its customers on a journey the past few years, McLeod said. “Where we are taking your company is a little something I like to call the connected enterprise – specifically the connected transportation enterprise,” McLeod said. McLeod Software provides enterprise management software systems for asset and nonasset transportation companies. Its products span the full range of what people refer to as “back-office” systems for order entry, planning, visibility and decision support. The Internet and wireless technologies have connected people and businesses to information sources around the world, but “connections don’t mean a lot unless you are moving the right information,” McLeod said. “We are not about connections for connections’ sake. We want to move information.” McLeod said the company has products that reduce the amount

At McLeod Software’s annual user conference, company president Tom McLeod described the five technology streams of a connected enterprise with “frictionless information.”

of friction involved in moving information to the right people at the right time to make a decision. He described the five technology streams of a connected enterprise with “frictionless information.” • Proactive. To yield positive results, information has to go to the right person at the right time with zero effort. • Big insight. Enterprise systems need to provide information to people in a clear summarized fashion. Idaho Falls, Idaho-based Doug Andrus Trucking uses McLeod’s LoadMaster enterprise software with Vital Signs, a business intelligence dashboard designed to show company president Clay Murdock and other operations personnel for the 280-truck fleet where to focus their attention to reach daily goals. “It consumes you because you really want to know where you are at right now,” Murdock says. “It’s been a great asset.” • Mobile. McLeod Software said it plans to take advantage of everything mobile and has developed a robust suite of applications for fleet managers and executives. • Workflow beyond boundaries. To facilitate the movement of information inside and outside of the enterprise, McLeod Software created the Flow Logix workflow engine designed to allow users to configure decision trees to create an automated process for getting information where it needs to go. • Connectable architecture. A connected enterprise must have a service-oriented architecture that allows it to integrate easily with external systems and develop or add new applications rapidly, McLeod said. aaron huff is senior editor of Commercial Carrier Journal. e-mail ahuff@ccjmagazine.com or call 385-225-9472. commercial carrier journal | october 2014

technology

InBrIeF •

•

3Gtms by Trimble and a reseller agreement with TMW Systems, part of Trimble’s Transportation and Logistics Division. 3Gtms’ 3G-TM planning and shipment management software will be marketed by TMW Systems as part of its transportation solutions portfolio. Financial terms were not announced.

Vigillo announced new capabilities for its Athena big data platform: a customized Fuel Dashboard that displays the location, volume and total purchases of fuel; a Maintenance Dashboard that uses private CSA data combined with internal vehicle maintenance and breakdown information to help identify types of breakdowns and how this information compares to corresponding inspections, violations and CSA points; and a U.S. Legal Channel and Court Dispositions Dashboard that reveals the disposition of driver citations by state, county, violation type, CSA/MVR, fine reduction and time to disposition.

•

Aljex Software – a provider of hosted transportation management systems for brokers, carriers and other transportation providers – introduced Event Manager, a communications tool designed to enable brokers and dispatchers to resolve open questions and unsettled issues more quickly and efficiently.

•

Trimble formed a strategic alliance with 3Gtms Inc., a privately-held provider of transportation management systems, which includes an equity investment in

•

Shell added new offerings to its Shell Fleet Navigator Card: a 20 percent discount on most services at participating Jiffy Lube Service Centers, and access to the Shell Fuel Rewards Network program that provides added benefits at participating Shell stations. The card is designed to allow fleet managers to enforce company policies and tailor their fuel network to control when and where drivers fuel and what fuel sites they use. ALK Technologies, a provider of geologistical solutions and navigation software, announced that Schilli Transportation integrated ALK Maps into its Driver Daily Events driver management tool designed to provide driver managers with added visibility into the fleet’s activities. C.J. Driscoll & Associates, a supplier of market research and consulting services for the GPS and wireless communications

industries, released a China Commercial Telematics Market Study that said more than five million GPS fleet tracking and Beidou (BDS) tracking devices are used in China today to monitor fleet vehicles, heavy equipment and other assets, and that due to government regulations and other market forces, the number of units in service will grow to more than 12 million by 2018. •

Bestpass, a provider of bulk purchasing and streamlined toll management services for commercial fleets, announced that Niagara Falls Bridge Commission-managed international bridges – including the Rainbow, Whirlpool and Lewiston-Queenston bridges – now are part of the Bestpass toll service following NFBC’s implementation of the E-ZPass tolling program.

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

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commercial carrier journal | october 2014

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technology

Omnitracs, McLeod Software deepen integration

mnitracs and McLeod Software announced new integration capabilities. Fleets using McLeod Software’s LoadMaster Enterprise product and Omnitracs’ Mobile Computing Platforms now have additional integration points for Omnitracs’ Driver Workflow Application

and Optimized Fuel Stops. “Omnitracs is committed to delivering seamlessly integrated solutions that offer greater asset visibility and operational intelligence to address fleets’ most pressing safety, regulatory and productivity needs,” said Dan Speicher, chief technology officer

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COMMERCIAL CARRIER JOURNAL | OCTOBER 2014

at Omnitracs. “These new integrations with McLeod will enable our shared customers to leverage enhanced functionality to further streamline fleet operations.” • Omnitracs Driver Workflow Application to McLeod LoadMaster: This integration for Omnitracs’ MCP 50, 110 and 200 improves management of load assignments, the companies said. Fleets can deliver the right information to the right driver at the right time, which can reduce expenses, improve productivity and let drivers focus on safety and customer service. • Omnitracs Driver Workflow Application with Optimized Fuel Stops: This integration lets fleets using McLeod LoadMaster Enterprise integrated with ProMiles or IDSC Expert Fuel or IDSC Match Advice and the Omnitracs Driver Workflow application to provide optimized fuel stops within the provided route stops for a workflow trip plan. This provides more efficient information for the driver and maintains route consistency supporting fleets’ defined fuel programs and allowing “along route” fueling, the companies said. “McLeod Software and Omnitracs have collaborated for many years, offering our shared customer base cutting-edge functionality to improve the driver’s in-cab experience,” said Robert Brothers, manager of product development at McLeod Software. “The new enhancements will give our customers value-added capabilities when it comes to improving productivity, efficiency and load profitability through availability of detailed and accurate information.” McLeod Software also announced that ALK Technologies’ PC Miler 28 routing, mileage and mapping software has been tested successfully and approved for use with McLeod’s LoadMaster and PowerBroker products to provide up-to-date truck-specific routing and mileage data, including truck restrictions and truck-specific toll costs. – Aaron Huff

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technology

PeopleNet showcases ‘connected fleet’ platform

acro-level trends in connectivity and data have changed the transportation industry and how PeopleNet will deliver new products and services, company president Brian McLaughlin told attendees at PeopleNet’s 12th annual user conference in Hollywood, Fla. One of those trends is that devices with Internet connectivity have outnumbered the human population. By 2015, there will be 3.5 devices per person and seven devices per person by 2020. “We are seeing an explosion of things needing to talk to each other,” McLaughlin said. “We need to enable that.” McLaughlin and PeopleNet executives showcased a new “ConnectedFleet” platform they say will meet the challenges and opportunities ahead. The new platform consists of four parts, all of which are on schedule to be available by this time next year: • Mobile Software that will work on multiple operating systems, including Android, allowing fleets to make certain apps for personal use such as Netflix and Skype available to drivers. PeopleNet will require that fleets use separate billing accounts for data usage – one for corporate and one for drivers. • Mobile Gateway, a new onboard computer to enable what PeopleNet has termed the “Internet of Transportation Things.” The small compact device will connect a truck to PeopleNet’s data center and the Internet using 4G LTE cellular networks and Wi-Fi when available; it also will use 3G and 2G cellular networks as failover to maintain wide-area coverage, with satellite also an option. The Mobile Gateway will connect to PeopleNet displays and third-party devices in and around the vehicle using Wi-Fi and shortrange Bluetooth communications. • M2M Cloud, a new software “gateway” that will allow fleets to “publish” the data communications taking place aboard vehicles between various devices and systems. It also will allow fleets and their trusted 50

Brian McLaughlin, PeopleNet president, addresses attendees of the company’s 12th annual user conference in Hollywood, Fla.

vendors and devices to subscribe to the data they want to receive through a secure feed. Overall, the new cloud gateway will make it easier for fleets and their vendors to receive data from the vehicle by moving the data off PeopleNet’s data center and into a public cloud environment. • Surround Vision, a new video-based system that captures video around the vehicle. Small cameras are installed in various locations to feed video to a separate DVR to transmit to an online portal for fleet managers to review critical event data. The system connects to the Mobile Gateway to stream live video to PeopleNet’s in-cab driver displays. Drivers can see blind spots on the tractor’s left or right side when using the turn signal and behind the tractor or trailer when in reverse. Attendees had a chance to see the ConnectedFleet installed on a vehicle. PeopleNet brought a semi-truck and trailer equipped with the technology to the conference center, the Westin Diplomat Resort and Spa in Hollywood, Fla. Inside the truck, three PeopleNet driver displays are mounted to the dash – the Tablet, the PD4 and an Android tablet. Each of these display options is connected to the Mobile Gateway onboard computer.

commercial carrier journal | october 2014

MVT an early adapter Mike Kelley, director of information technology for Mesilla Valley Transportation, spoke with CCJ about ConnectedFleet. The Las Cruces, N.M.-based truckload carrier recently ordered PeopleNet’s color touchscreen PD4 device to replace the vendor’s Driver Terminal, an LCD-display that MVT has been using for the past 12 years. MVT will install PD4 on its new vehicles and when replacement units are needed for its 1,200-truck fleet. MVT plans to continue using its current onboard computer from PeopleNet, the G3 gateway, and will begin installing the Mobile Gateway as its G3 units reach their end of life, which could take a few more years. MVT plans to provide drivers the PD4’s turn-by-turn navigation and the graphical display to make it easier for drivers to use electronic logs, said Kelley, who is looking to leverage the Apple and Android devices that drivers already own. PeopleNet’s new platform will be useful, he said, because drivers will be able to use smartphones and tablet devices to receive dispatches outside the vehicle. PeopleNet is making various applications such as messaging available for any device, and it already has started moving this and other applications from its own data center to a public cloud. Continued on page 52

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Chain The Coulson Group Pilot Corp Sapp Brothers B.H.T. Investments Blane Brothers

Score 64.95 75.40 94.43 84.62 75.68

technology PeopleNet | Continued from page 50 With the Mobile Gateway and M2M Cloud, drivers could receive inbound messages and change duty status on their logbooks while outside the vehicle from personal devices, among other possibilities. Kelley said MVT is in the process of enabling drivers to use personal devices to capture images of delivery documents and retrieve payroll information. “Since we are already providing this on our website, we can provide it quicker to an app that drivers can download on any of their devices,” he said. Overall, Kelley is satisfied with PeopleNet’s efforts to extend connectivity to more devices and have data reside in a public cloud “so that everyone pulls from that or views into that.” In the future when MVT is using the Mobile Gateway, drivers could use a mobile Wi-Fi hotspot for their personal devices. MVT could get Wi-Fi agreements from truckstops and other locations, and as soon as trucks are within range of WiFi, MVT could access company data from its vehicles, including video. Meanwhile, drivers only would have to set up a single Wi-Fi connection between their personal devices and the Mobile Gateway rather than try to connect to different hotspots, said Kelley, who also is interested in PeopleNet’s Android display when it becomes available. “Android devices are a lot cheaper than the PD4,” he said. “Now we can do signature capture and come out of the cab. It would also be awesome for drivers to hand their logs to a DOT officer outside the vehicle.” Kelley also mentioned having drivers use an Android tablet to take pictures during vehicle inspections. The major drawback, he said, is the possibility that drivers will break or lose devices outside the cab. For now, the fleet is going with the PD4 display and, at a later point, adding the Mobile Gateway. “We’ve got time to go,” he said. – Aaron Huff 52

Omnitracs buying XRS for $178M

mnitracs, a provider of fleet management systems for transportation and logistics companies, announced Sept. 2 that it agreed to acquire XRS Corp. Subject to the terms and conditions of the definitive agreement, Omnitracs will pay $5.60 per share of XRS, which equates to $178 million in In 2011, XRS started to migrate its platform equity value. to mobile devices for collecting and analyzThe merger agreement was approved ing compliance and management data. unanimously by the board of directors at XRS. Omnitracs expected to complete the acquisition in the fourth quarter of 2014. XRS provides mobile software systems designed to help trucking companies manage their fleets, comply with regulations and reduce operating costs. In 2011, XRS started to migrate its platform to mobile devices for collecting and analyzing compliance and management data. In November 2013, Vista Equity Partners acquired Omnitracs from Qualcomm. The next month, Omnitracs acquired Roadnet Technologies, a provider of fleet management software solutions for private fleets. Other previous acquisitions include Sylectus and FleetRisk Advisors, which is now Omnitracs Analytics. Omnitracs also announced that Central States Manufacturing, a provider and distributor of metal building products, will deploy Omnitracs’ Mobile Computing Platform 50 and key applications – including Hours of Service (HOS) and Vehicle Inspection Report (VIR) – across its 85-vehicle fleet to enable safe two-way information exchange between drivers and the back office, while also helping to improve regulatory compliance and overall fleet safety. – Staff reports

Motorola adds Bluetooth barcode scanner

obile workers often have to use consumer-grade cameras for scan-intensive enterprise-grade applications, resulting in lost productivity for the worker and organization. To address this issue, Motorola Solutions has introduced Motorola Solutions’ its Symbol CS4070 wireless handheld Bluetooth scanner Symbol CS4070 wireless designed to pair with a Bluetooth-enabled device to provide handheld Bluetooth scanner is designed enterprise-class 1D and 2D barcode scanning. The pocket-sized CS4070 scanner is suited for mobile point- to pair with a Bluetooth-enabled device. of-sale, merchandising, end-to-end track and trace, real-time ordering, route accounting, inventory management and repair service. The device is engineered to work with all of today’s Android, iOS and Windows tablets, laptops and smartphones, and is designed ergonomically to be worn on a lanyard around the neck or fit naturally in the hand for scanning. The CS4070’s omnidirectional scanning helps eliminate the need to align the scanner with the barcode. Green and red light indicators also can be mixed and matched with audio to provide scanning feedback in any environment. A field-replaceable battery holds enough power for a 12-hour shift, and an LED indicator lets workers know how much charge is left. – Aaron Huff

commercial carrier journal | october 2014

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technology

in focus: Mobile coMputing

Zonar’s 2020 tablet reads RFID tags placed in zones around the vehicle to verify that drivers complete a walk-around inspection.

Catching defects

Electronic driver inspections force accountability, accelerate repairs by aaron huff

rakes, lights and tires are the most common maintenance violations caught at roadside inspections and fixed locations. In theory, drivers should be reporting these and other defects to their fleets before U.S. Department of Transportation officers find them. Part of the problem may be that many drivers still are using paper forms to comply with post-trip (396.11) and pre-trip (396.13) vehicle inspections required by the Federal Motor Carrier Safety Administration. Are these written forms finding their way to the maintenance department in time to schedule repairs? Are drivers “pencil-whipping” their reports and not doing walk-around 54

inspections? When paper is involved, these questions are difficult to answer. Since the arrival of the Compliance

Safety Accountability program, electronic driver vehicle inspection reports have become popular. These simple applications are designed to make it easy and efficient for drivers to note defects and schedule repairs. The result is fewer violations. Electronic vehicle inspections can be deployed one of three ways.

Innovative Software Engineering offers an electronic DVIR application for Windows devices from Honeywell (below).

ISE plans an Android version of its electronic DVIR (right).

commercial carrier journal | october 2014

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technology

Bring your own device Some electronic DVIR applications are hardware-agnostic, meaning the software is cloud-based and compatible with a variety of devices. When using a connected device such as a smartphone, inspection data can be sent to the office instantly while drivers are walking around the vehicle. XRS has an electronic DVIR process in its all-mobile fleet management application. With XRS deployed on a driver’s personal smartphone or company-owned mobile device, drivers can complete a checklist of inspection items that meet the 396.11 requirement. If any defects are checked, XRS sends alerts to notify maintenance personnel of incoming vehicles with failed inspections. From the e-mail alert, maintenance personnel can click a link to the XRS Cloud software where they can view inspections and certify completed repairs. Innovative Software Engineering’s electronic DVIR application runs on Intermec and other Windows devices, and an Android version is planned. Several fleet management platforms also use the ISE application. Platform-dependent Most mobile fleet management platforms bundle electronic DVIR forms within a suite of applications that also includes electronic logs, messaging and tracking, making the inspection process part of the driver’s workflow. But an electronic inspection is only an improvement over paper forms if drivers get out of the cab to inspect the vehicle. Zonar’s 2020 rugged Android tablet – which serves as the display for its fleet management platform – has an integrated wireless RFID reader used to identify tags placed in differ56

PeopleNet’s eDVIR application is designed to integrate with fleet maintenance software systems to automate the repair scheduling process.

ent zones around the vehicle. Zonar’s Electronic Vehicle Inspection Report application uses these tags – roughly the size of a half-dollar – to verify that drivers actually inspect the vehicle’s components. With simple touches and swipes, drivers use the 2020 application to select the condition of vehicle components at each zone. They also can attach pictures using the 2020’s camera. Maintenance personnel can review the EVIR reports online and schedule repair work through Zonar’s Webbased Ground Traffic Control system. The reports can be set to direct to a fleet’s maintenance software system to automate the repair workflow. PeopleNet’s touchscreen mobile devices – either its Blu or Tablet platforms – have a daily workflow menu that includes an icon for drivers to initiate an inspection form. The form can be set to open automatically in the driver’s workflow when starting the day and when logging out, with completion required before drivers can go to the next screen.

PeopleNet’s eDVIR application is integrated with major third-party fleet maintenance systems to automate the repair scheduling process. Inspection forms with noted defects go directly to a repair queue for mechanics to review and initiate repair orders. Once repairs are complete, the maintenance software sends an acknowledgement to drivers via PeopleNet’s in-cab device. Service event management Electronic DVIRs aren’t the only avenue for gathering vehicle inspection data and initiating a repair. Decisiv’s cloud-based platform is designed for fleets to manage their maintenance service events both inside and outside their own facilities. Technicians can use any Web-enabled device to fill out a vehicle inspection form and initiate a “check-in” process. As part of this workflow, the Decisiv platform uses QR codes affixed to commercial assets, allowing technicians to use any computing device with a QR code reader to access cloud servers and obtain instant information about the vehicle, such as the VIN number and maintenance records, to speed data entry. The custom inspection forms are set up to automatically match each defect noted to a VMRS code to help simplify maintenance reporting. Using the platform, fleets can track repair progress from the initial estimate to completion and reimbursement for parts and labor covered by warranty, Decisiv said.

Electronic DVIRs are a popular way to improve CSA scores.

commercial carrier journal | october 2014

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INNOVATORS

Paramount’s benefits, communication with drivers garner attention BY TARA BULLOCK AND DEAN SMALLWOOD

lexibility and incentives for its drivers are two big reasons why Paramount Freight Systems continues to be recognized as an award-winning driver-friendly company. Last March, the Truckload Carriers Association and CarriersEdge announced Paramount as the overall winner of the annual Best Fleets to Drive For award in the owneroperator category at TCA’s annual convention in Grapevine, Texas. Best Fleets to Drive For, now accepting nominations for the seventh year, identifies North American for-hire trucking companies that provide the best workplace experiences for their drivers. Nominated carriers are evaluated on the range and depth of offered programs, the overall effectiveness of those programs across key metrics, and the responses of surveyed drivers. Factors include the fleet’s total compensation package, commitment to employee development, annual turnover rate and safety record. The top 20 finishers are identified as Best Fleets to Drive For, and the highest scoring fleet in both the owner-operator and company driver categories are named overall winners. Bison Transport of Winnipeg, Manitoba, was announced as the overall winner in the company driver category. It’s the third time in the last four years that the overall owner-operator award went to Paramount, which received the highest driver-satisfaction score in the program this year. “Being named in the Top 20 Best Fleets to Drive For list acknowledges the work we have done to build our organization, and being named the best overall for the third time gives us validation that our work is benefiting our owners and customers,” says Trent Dye, Paramount’s director. “We will continue to build upon these successes to strengthen our company for their benefit. We have a great team, and I can’t thank them enough for working together to achieve this honor.”

PARAMOUNT FREIGHT SYSTEMS Jeffersonville, Ohio Flexibility, safety key Paramount, launched in 2008, offers long-haul, dedicated, expedited and regional service. About 130 owner-operators haul dry freight in the United States and Canada. The company targets opportunities in high-service markets and strives to apply technology to meet customer requirements. Paramount stresses safety, topnotch customer service and honesty and integrity in its business activities. In-cab scanning allows drivers to send documents to the back office immediately to turn billing and payroll around quickly and accurately. Drivers receive their weekly settlements by Wednesdays at noon via email and know what will be deposited into their accounts on Friday, providing enough lead time to work with the company’s payroll department if they find any problems. Paramount’s innovative bonus program is designed to compensate for the fact that contractors do not receive holiday pay. The program also provides more than a week of training per year to contractors. Dye believes the company’s benefits also help make it stand out. Drivers receive about 10 to 30 cents off fuel at select national truck stop chains, and the company also offers a parts discount program, allowing drivers to purchase parts and tires at prices usually below what parts and tire distributors pay. “Since we’re 100 percent owner-

The owner-operator fleet implements a bonus program and provides more than a week of training per year.

COMMERCIAL CARRIER JOURNAL | OCTOBER 2014

Paramount Freight Systems director Trent Dye accepts the Best Fleets to Drive For award in the owner-operator category at the Truckload Carriers Association’s annual convention in March in Grapevine, Texas.

Paramount owner-operator David Vandiver enjoys strong company discounts on parts since he does his own repairs on his Kenworth W900, which has nearly 2 million miles.

operator, it’s a little easier for us than a company who has both,” Dye says. Owner-operator David Vandiver of Lindberg, Ohio, says the program’s perfect for him since he does his own maintenance on his 1997 Kenworth W900, with nearly 2 million miles on it. Dye says the company also pays for mandatory quarterly inspections. “It helps the drivers keep their equipment up,” he says. Paramount gives drivers $150 for every clean inspection. The company’s “King of the Road” program also rewards drivers every month they don’t have an accident. For a driver’s first accident-free month, he or she receives a hat, and other gifts are given for every consecutive safe month. After 12 consecutive months, the driver receives a “King of the Road” letterman’s jacket, and then patches for it with more consecutive months of accident-free driving. “It’s a big pride thing,” Dye says. Paramount’s emphasis on safety is evident in the recognition it’s received from the Ohio Trucking Association, which has awarded the company both the Safe Fleet Award and the President’s Award for Overall Fleet Safety three years in a row from 2011 to 2013. 60

On the flip side, if a driver has an accident or gets a speeding ticket, he or she completes immediate safety training through an in-cab PC/scanner with a 7-inch screen that runs on Wi-Fi and also enables driver logs and paperwork scanning. Drivers watch the required safety video via the Paramount website in their truck instead of waiting until they’re at a computer at home. “It’s an immediate remedial training,” Dye says. Talking it out Communication with and among drivers also is key to overall satisfaction. Three years ago, Paramount started an owneroperator committee made up of four drivers. The committee meets quarterly, and it releases a newsletter following every meeting to update drivers on what was discussed. The committee members are voted on by all Paramount drivers and receive a one-year term. Every Paramount driver is assigned to a committee member for representation. Dye says the committee is so popular, there’s a waiting list to serve on it. The Jeffersonville, Ohio-based company also connects with its drivers through its monthly national conference call, where all drivers can call in and discuss their concerns. “I was a little hesitant to do it at first, but I’ve been completely shocked by how well it’s been received,” Dye says. Vandiver says the monthly call is a great way to “work things out.” Vandiver says his other favorite things

COMMERCIAL CARRIER JOURNAL | OCTOBER 2014

about driving for Paramount are direct deposit, the discounted fuel card, all miles being paid, the discounted parts program and its onboard communications. Paramount also offers financial and business classes for its owner-operators. Vandiver began working at a fuel station as a teenager and worked as a welder, firefighter, fuel transporter and machinist before landing in trucking in 1991 with Roadway Express. He became an owneroperator in 2002, and in 2008, the first driver to lease with Paramount. “I told Paramount what I needed, and I eventually got everything I needed,” Vandiver says. High on his list was a steady haul, and he now hauls auto parts in a dedicated line. “The flexibility we offer as a company is key,” Dye says. “It gives the guys a lot of freedom to run the way they want to run.” By staying with Paramount as it grew, Vandiver has been able to pass on jobs he doesn’t want because there are plenty of other accounts and enough drivers to cover them. “Anyone who leases on has a lot of choices,” he says. Paramount also can help an owneroperator “with nothing in their pocket” get back on track, Vandiver says, thanks to the fuel card and cash advances for food. “Our 100 percent owner-operator model is built upon bringing in the best possible owner-operators that we can find,” Dye says. “We take great pride in providing a safe and rewarding environment for owner-operators. New rules and regulations make it tougher each year for the owner-operator driver, and we strive to find and develop programs that allow them to excel in the organization.” CCJ INNOVATORS profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953.

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RIDING THE WAVE OF

E-COMMERCE CARRIERS, SUPPLY CHAINS FINDING MORE ONLINE OPPORTUNITIES BY AARON HUFF

-commerce is booming. This year, online sales will represent eight percent of total retail sales in the United States and are predicted to continue to grow at more than 10 percent a year, reaching $370 billion in 2017. Forrester Research attributes this growth to widespread use of smartphones and tablets. People are spending more time online researching and buying products, especially for larger items such as furniture, appliances and cars. To compete with the success of online-only retailers such as Amazon and eBay, many retailers are using “omni-channel” strategies that give buyers the freedom to decide when and where to 64

COMMERCIAL CARRIER JOURNAL

purchase goods, whether in the store or online, and where to receive delivery. Wal-Mart, the world’s largest retailer, began opening new Wal-Mart Express and Neighborhood Market stores. A fraction the size of its superstores, these new locations will double as pickup stations for shoppers to collect televisions, bicycles, groceries and other items purchased online. Supercenters will become the distribution points for these smaller convenience and neighborhood stores. With this strategy, Wal-Mart likely will be using new technology to use the limited dock space at its supercenters to manage the flow of inbound and outbound shipments and improve visibility of arrival

| OCTOBER 2014

times for inbound freight. Another change might be a new Wal-Mart fleet of light-duty vehicles to deliver goods from supercenters to smaller stores or directly to consumers at home. For the transportation industry, the biggest benefactors of e-commerce are the parcel carriers. While less-thantruckload and truckload carriers traditionally have steered clear of “final-mile” deliveries to residential areas, that model is changing as e-commerce now is more than just parcels and packages. Carriers and shippers are finding more opportunities to add new services, expand into niche markets and create more value for their customers

Lowell, Ark.-based J.B. Hunt’s Final Mile Services currently operates 650 trucks and a nationwide network of 90 cross-dock locations, and generates $200 million in annual revenue.

by changing their business models and information systems to ride the e-commerce wave. The business model In 1996, J.B. Hunt’s (CCJ Top 250, No. 6) Dedicated Contract Service began delivering bulk items, such as paver stones, for a major home improvement retailer to residential addresses. With this, the company’s Final Mile Services offering was born. In 2007, DCS started a pilot project with Whirlpool to deliver and install home appliances. Two years later, the Lowell, Ark.-based fleet won a bid to deliver appliances for the entire Whirlpool network. Final Mile Services also expanded to deliver other types of

bulky items such as furniture, mattresses and cabinets for merchants that sell items from brick-and-mortar stores and e-commerce sites. J.B. Hunt’s Final Mile Services currently operates 650 trucks and a nationwide network of 90 cross-dock locations, and generates $200 million in annual revenue. The technology it uses includes mobile handheld computers and software to track products and create electronic delivery receipts for customers. As technology continues to advance, J.B. Hunt is moving its software to a mobile app-based delivery system. “We do not want to be stuck with the same device when a lot of new things are coming out,” says Tom Lastovica, senior vice president of operations for Final Mile Services. The company also has invested a lot of time and money into routing and scheduling software systems. About three years ago, the corporate planning team at Southeastern Freight Lines (CCJ Top 250, No. 29) made a decision to expand the fleet’s capabilities for delivering to residential areas. At the time, less than 3.5 percent of its shipments were going to home addresses. The Lexington, S.C.-based less-thantruckload company took note of devel-

oping trends. Many home businesses had formed during the recession with garages becoming warehouses for pesticides, lubricants, cleaning products and other items for sale. “Over time, we have built our systems to support a new way of doing business,” says Braxton Vick, senior vice president of corporate planning. Pallet-size shipments to residential areas now make up 6.5 percent of the shipments in SEFL’s network. Most deliveries come from two large customers that sell home improvement products. These customers originally thought omni-channel strategies would increase parcel freight, not LTL freight, to residential areas, Vick says. “The thing that has been different, considerably different, is that people are ordering a lot of palletized freight delivered to their homes,” he says. RouTing sofTwaRe About 69 percent of SEFL’s home deliveries are in pallet-size quantities. To help support this line of business, the 2,900-truck company created a software program that automatically identifies pickups going to private residences. It helps that about 73 percent of SEFL’s orders arrive electronically, either through its website or electronic data interchange.

commercial carrier journal

october 2014

COVER STORY: E-COMMERCE optimize route planning. Once identified, the “Our talented staff and company’s planning systems operating software constantly create optimal delivery routes optimize delivery routes to that minimize mileage, meet accommodate growth and appointment schedules and seasonal changes in demand,” use the right equipment, such Ashurst says. “Our customers as trailers with liftgates. About prefer the predictability of 22 percent of SEFL’s total regular delivery times, and our deliveries have appointment drivers are very familiar with times, but for residential dethe customer’s location, which liveries, about 93 percent have increases our efficiency.” appointments – by design. Ashurst says Telogis’ route Without residential delivery Using Telogis’ Software-as-a-Service platform, fleets can calculate a dynamic planning software has reduced appointments, SEFL was real-time estimated time of arrival for each scheduled delivery on a route. Door to Door’s logistical bringing about half of the complexities and improved its cost profile to 17 percent of the total market by 2023. shipments back to its terminals because per delivery. Previously, the company’s Door to Door Organics – which provides the receivers weren’t at home when its logistics team would build routes from local, natural and organic food to customtrucks arrived. Now, residential deliverers in 11 markets and 30 cities – says it has scratch every day, and then manually ies automatically go to an appointment overhaul those routes until they were queue for customer service clerks to make experienced double-digit growth since 2006 and has made more than 1.7 million similar to previous routes and included all calls. new customers. deliveries to date. SEFL currently is experimenting with “Now our software eliminates the time “With this growth, we have managed a software system that uses “artificial inspent on manually manipulating delivery our delivery costs by creating market telligence” to automate the appointment routes, and we have the option of easily density by concentrating our available scheduling process. The software will call adding new customers,” Ashurst says. delivery days by area,” says Gary Ashurst, customers and have a “conversation” with “While we have encountered double-digit vice president of systems engineering. them to set delivery appointments and growth over last year at this time, our “Delivery is available in our metro areas verify shipping details. logistics specialist labor hours are now every day of operation, and we also offer During the delivery process, SEFL down by over 11 percent in the same our service to customers hundreds of provides its customers and consignees a period.” miles away and charge no delivery fee.” delivery time that is accurate to within an The Telogis system gathers GPS data diThe company, which projects having hour. The information can be sent to the rectly from Door to Door drivers’ phones interested parties through EDI, its website more than 35,000 active customers by to update location and route progresyearend, uses the Telogis platform to or email notification. sion, which helps the grocer plan routes A number of cloud-based technologies and provide consistent real-time data to can be added to help make fleet operacustomers. tions in many industries more flexible and nimble to capitalize on e-commerce opportunities. ElEctronic transactions Telogis’ Software-as-a-Service location In e-commerce, buyers expect to have intelligence platform has a number of instant information on shipping costs, integrated components, including strateorder status and delivery times. gic and dynamic route planning, mobile CrossCountry Freight Solutions, apps for hours of service and other driver a 210-truck fleet based in Bismarck, compliance requirements, commercial N.D., offers this information to its navigation and telematics. customers through a website that links The online grocery industry currently the many different components of an Lexington, S.C.-based less-than-truckload represents 2 percent of the $650 billion electronic delivery system. The main company Southeastern Freight Lines created a spent annually in domestic grocery benefits for the company implementsoftware program that automatically identifies pallet-size pickups going to private residences. spending and is expected to increase to 10 ing this electronic platform were cost 66

commercial carrier journal

| october 2014

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COVER STORY: E-COMMERCE relatively early time of day. savings and more accurate Door to Door Organics – which provides local, This early and rich view routing. natural and organic food into the day’s work helps CrossCountry proto customers in 11 marto facilitate better resource vides LTL delivery service kets and 30 cities – uses planning and exceed the throughout the Dakotas, the Telogis platform to optimize route planning. needs of customers.” Minnesota and Nebraska. The company primarily does business with repeat Taking from The customers, says Janeanne cloud Bischke, president and Using technology to plan chief executive officer. and execute delivery routes Customers use its website is nothing new, but the way to get instant rates, enter in which fleets are impleorders, track shipments menting this technology is and conduct all other changing. Carriers used to the documents and superimposes the business electronically. add different components in a piecemeal signatures from its mobile application fashion, perhaps starting with route Currently, 64 percent of CrossCounto provide customers with an electronic planning software and later adding asset try’s orders, or freight bills, come in proof-of-delivery receipt. tracking, proof of delivery, electronic electronically through its website and The e-commerce platform also driver logs and turn-by-turn navigation. EDI. By receiving orders electronically, has made a difference with customer Then came the hard part: getting the company’s data entry costs have retention, Bischke says. “Our competithese separate systems to work together dropped by more than 50 percent, tors have not been able to provide that in a cohesive automated fashion. Today, Bischke says. Routing efficiency also has solution,” she says. fleets can hit the ground running by improved by getting shipment inforFor Ward Transport and Logistics using cloud-based software systems mation into its route planning software (CCJ Top 250, No. 164), an Altoona, Pa.more accurately and earlier in the daily that come preloaded with an array of based LTL carrier, EDI continues to be a planning process. features for optimizing transportation popular vehicle for customers to initiate When customers order a pickup costs and customer service. the ordering process, but usage of its online, the website generates a barcode Cloud-based route planning systems Web portal also has increased. shipping label. As shipments move can improve accuracy by incorporating “Our website offers an electronic path real-time information from a variety through its network, CrossCountry to initiate the order for those customers sends status updates when the labels are of sources such as traffic and weather who might not have the technology to scanned at the different checkpoints. feeds. Cloud-based software also makes do so otherwise,” says John Bauman, When freight moves through its cross it easier to share real-time data with manager of management informadocks, scanning technology helps preother applications and to analyze overall tion systems. “Accepting orders in this vent freight from being loaded into the business performance. fashion has given us robust data at a wrong trailers. Airclic’s mobile proof-of-delivery Drivers use a separate application is designed to application from Blackbay allow fleets to send route to scan barcodes at pickups plans from their office and deliveries and to capsystems to a mobile appliture signatures. With this cation with workflow tools technology, the company for drivers to complete fican provide its customers nal-mile deliveries. At each with electronic proof of stop on their routes, drivdelivery for immediate ers scan products – noting billing. exceptions and credits Bismarck, N.D.-based CrossCountry Freight Solutions offers instant information on For customers that confrom damages and other shipping costs, order status and delivery times to its customers through a website tinue to use paper bills of incidentals – and capture that links the many different components of an electronic delivery system. lading, CrossCountry scans customer signatures. The 68

commercial carrier journal

| october 2014

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COVER STORY: E-COMMERCE application also can process business development. payments. The rates listed in uShip’s The Airclic mobile appliInstant Rates for LTL Carrication is cloud-based, but ers platform are 100 percent over the years fleets have been carrier capacity, Strohl says. When the buyer selects a using route planning software rate, the selected carrier gets installed on their office servers a booking confirmation that in a traditional on-premise contains information about setup. Today’s integrated the customer and freight to cloud-based route planning execute pickup and delivery. and mobile software is easier Ward Transport and to use and can be adapted to Logistics says it has seen an changing needs more quickly, increase in the number of says Mike Lee, chief executive Airclic’s ETA feature tracks the current status of all orders and predicts the customers using its website or officer of Airclic. arrival time at all future stops on the route. mobile app to obtain quotes Airclic’s latest preintegrated and schedule pickups. The mobile delivery application company says its Web service and route planning optimizaofferings also continue to tion software was developed grow in popularity. by BPS International and is A Web service interface is licensed exclusively to Airclic. designed to allow two isolated With this system, Airclic’s ETA systems to exchange informafeature tracks the current station seamlessly. Ward offers tus of all orders and predicts rate quotes and freight tracing the arrival time at all future via Web services and plans stops on the route. Fleet Shippers, either businesses or consumers, can choose instant rates from the to add pickup requests. “Our managers receive instant exuShip platform while shopping on e-commerce sites. ception alerts and can provide rate quote is widely used by customers with updated notifications for customers,” Bauman says. “We typically market rates for more traditional LTL early or late arrivals, Lee says. average about three requests per minute.” shipments such as arts and collectibles, Ward also is developing a Web service to home and garden and sporting goods. Publishing instant rates accept customer orders, which will allow To enable this, uShip has added a new Shopping online for vehicles, boats, home service: Instant Rates for LTL Carriers. any non-EDI customer to integrate the appliances and other large items used to To date, 45 LTL carriers have commitordering process directly into their own be a hassle for the buyer when it came ted to provide instant spot-market rates websites and order management systems. time to arrange for shipping. Through re- to uShip’s platform. With the right technologies, fleets lationships with carriers, some merchants Shippers, either businesses or consum- can overcome the challenges of began to include shipping costs in the ers, can choose instant rates from the e-commerce and explore new business online transaction, but some uncertainty uShip platform while shopping on eBay opportunities. remained for the buyer: Could they have and other e-commerce sites, and uShip saved money by shopping around for a also plans to interface its platform with better rate? software systems such as ShipStation and One spot-rate marketplace for shipOrdoro that are used by merchants to ping items larger than parcels is available manage their orders from listings on varithrough uShip. The uShip marketplace is ous e-commerce sites. integrated with eBay Motors for shoppers “The vision is to have rates from our to access market rates for shipping vehimarketplace integrated into their full orcles, boats, motorcycles and powersports. der management system to book LTL the Ward Transport and Logistics, an Altoona, Pa.Soon, uShip plans to expand its same way they book parcel shipments,” based LTL carrier, says more customers are using eBay relationship by adding instant its Web portal to initiate the ordering process. says Phil Strohl, uShip’s vice president of 70

commercial carrier journal

| october 2014

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Ken Calhoun, left, vice president of customer relations for Truck Centers of Arkansas, instigated a new technician mentoring program designed to both help new recruits and retain existing ones.

A technician shortage is stalking the industry, and experts say today’s tech-heavy trucks mean it’s time to act BY JACK ROBERTS

he excitement in Kate Dell’s voice is infectious. The 27-year-old Washington State native is wrapping up her education at WyoTech’s campus in Laramie, Wyo. In just a few weeks, she’ll start a new job as an entry-level diesel technician at a Mack Trucks dealership in Denver.

Dell’s father is a farmer and logger who shrewdly sized his daughter up a couple of years ago. “I was in college studying to be a nurse, but my dad told me he didn’t think that was a good idea” she says. “He told me, ‘Honey, I wish you’d be a diesel mechanic because you’re so much better working on inanimate objects than working with people.’ ”

In the early part of the last century, the majority of Americans were raised on farms where self-reliance and mechanical ability went hand-in-hand. This ready-made technically astute labor pool served the nation well as industrialization, economic booms and global conflict impacted the growing nation. Today, things have changed considerably. The majority of Americans live in cities, and their children, in many cases, cannot drive a car with a manual transmission – much less install a pair of brake pads. College is the default educational track for most of today’s

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EquipmEnt: Technician shorTage

This is a problem that is about to get exponentially worse. – Dwight McAlexander, retired Volvo engineer and consultant suburban kids, and although their computer skills leave many baby boomers scratching their heads in bewilderment, they are reviled at the thought of getting grease under their fingernails. Dell’s upbringing has more in common with the Greatest Generation. She’d done her homework before starting her education and understood clearly that she was entering a field that offered her an unlimited career track and the potential to make a good living, but she was surprised by the amount of onboard computers and electronics systems on today’s trucks. “I had no idea how fast computers are taking over trucks and how more important they’re going to be in the future,” she says. “I thought I was just going to be turning wrenches. I wasn’t aware of how important computer skills were going to be in order to accurately diagnose problems and keep these trucks rolling.” Even in this modern age, Dell says her decision to go into a field typically seen as “men’s work” raised a lot of eyebrows. Guy Warpness, president of WyoTech Laramie and one of Dell’s mentors during her diesel training, says Dell represents the future of heavyduty truck technicians. “We are on the cusp of a major 74

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technician crisis in this country today,” Warpness says. “Women are an untapped resource that could help us meet that crisis head-on and eventually turn it around. But if this industry doesn’t start thinking and acting differently – and that includes recruiting women and bringing them into the workforce as technicians – things are going to get a lot worse before they get any better.” A ‘desperate’ situation For most fleets, today’s technician shortage is a source of major headaches, downtime and lost revenue. “If the current trends continue, we are fast approaching a day when American consumers could see food shortages in supermarkets because trucks aren’t able to get produce to market,” says Dwight McAlexander, a retired Volvo engineer who now consults the company on maintenance issues. While that may sound extreme, McAlexander says the numbers back him up, describing the situation as

“desperate” and one that “has been getting worse for several years now.” The trucking industry isn’t attracting enough new technicians to replace those that are retiring, he says. “That’s not factoring in the fact that trucking is just not seen as an attractive career opportunity,” McAlexander says. The American Trucking Associations predicts a shortage of between 5,000 and 10,000 heavy-duty diesel technicians in the next five years. “This is a problem that is about to get exponentially worse,” he says. It all boils down to image and pay, says Chuck Roberts, who heads the Automotive Youth Education System for the National Institute for Automotive Service Excellence. “Image has always been a problem for the automotive service industry in the broadest sense possible – that ‘grease monkey’ stereotype – and I don’t think that’s been helped by educational policy in this company,” Roberts says. “The high value placed on college prep paths hurts technology education.”

Guy Warpness, president of WyoTech Laramie and one of Kate Dell’s mentors during her diesel training, says Dell represents the future of heavy-duty truck technicians.

| october 2014

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EquipmEnt: Technician shorTage ‘Use it or lose it’ is an appropriate description for technician skills, which is why AIM NationaLease offers continuous training.

The education system moved away from placing value on trades as a career path in the 1960s, Roberts says. “Not a lot has changed since then, and the country as a whole is about to pay a high price for those policies,” he says. The traditional image of a technician is mired firmly in the 1940s and 1950s, McAlexander says. “What’s worse, trucking is at a disadvantage when it comes to pulling from the pool of students who do want to work with their hands today,” he says. “We have to fight and compete for the same student who wants to work on computers or in aviation, automotive, marine, motorcycles or construction equipment, and frankly, trucking is the least attractive industry of that bunch.” Another problem is the misunderstanding that today’s students have about their earning potential as a heavy-duty diesel mechanic. Statistics posted by the U.S. Department of Labor, which are used by educational facilities to help students decide on career paths, currently show the median pay for heavy-duty truck technicians to be about $50,000 a year. “We have got to work as an industry to change those stats,” McAlexander says. “If you go to a large truck dealer in a large market today, it is not unusual for a master technician at that dealership to be making more than $100,000 a year. As an industry, we’ve had a difficult time trying to get that data updated.” Technical schools are restricted by the U.S. Department of Education 76

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from providing students with earning potential statistics outside of those approved by DOL, he says. While the pay structure for today’s technicians is reasonable, it doesn’t get communicated to students, says Ken Calhoun, vice president of customer relations for Truck Centers of Arkansas, a Freightliner dealer based in North Little Rock. “Nor does the fact that there are viable career paths for beyond turning wrenches forever,” says Calhoun, who should know since he used to take a toolbox to work himself years ago. “I’m in management today, and I’ll bet if you took a poll at the next TMC meeting and asked everyone in a room making a six-figure income to raise their hand, you’d be amazed at the response,” he says. “Almost every one of the people with their hand in the air would tell you they started out as a diesel technician.” Dell is aware of the earning potential her new career offers. “Getting my master certification is my next big step,” she says. “I eventually want to get into management, and I know that’s a viable goal in this industry.” McAlexander says that if the educational system can’t deliver an accurate message about technician careers, the trucking industry has to step up. “We are way past the point where truck dealers and fleet managers need to be actively engaged on the local level,” he says. “We’ve got to start young. If we’re talking to kids AIM NationaLease has three fulltime trainers who travel the country to teach technicians onsite.

| october 2014

who are already in technical colleges, it’s too late. We need to be reaching out to them in 7th, 8th and 9th grade, and we need to tell them, ‘I hire technicians, and this is what I’m prepared to pay, and this is what I make today.’ ” Money technicalities As if things aren’t bad enough, today’s trucking industry finds itself on the cusp of another revolution – an exponential leap forward in terms of new technology that will power trucks. Over the next five years, new trucks will begin transforming into rolling computers, while many technicians today aren’t able to diagnose and work on current high-tech vehicle systems. Moreover, experts say today’s new technicians are being trained on engines and components featuring technology that is 15 to 20 years old – and the problem, it seems, is money. “We have to start changing both the way we educate technical students today and the subjects we educate them on,” Warpness says. “But school is more expensive today, and financial aid for students only goes so far.” The new technology is costly, he says. “Even a basic diesel engine to use as a current teaching aid costs me $30,000 to $50,000 apiece. Thirty years ago, they cost me $2,000. If I wanted to spend $3,000 for an engine, I was in front of my boss explaining why I was spending so much money.” Warpness admits that WyoTech is lucky: It has the funds to acquire the

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EquipmEnt: Technician shorTage latest diesel engines for students to examine – even if he can’t get as many as he needs. Still, he’s in better shape than some schools he’s visited. “I’ve seen kids wasting their money to learn to work on old two-cycle engines,” he says. Fleets, dealers and government all have to get involved and invest to

solve the problem, McAlexander says. “Technical schools today simply cannot afford to upgrade their teaching aids when a diesel exhaust system costs $5,000 and a heavy-duty natural gas engine costs $95,000, and they’re turning out 20 new techs a year,” he says. Further complicating matters, he

says, is that the trend toward vertical integration on the OEM side is producing multiple different proprietary vehicle systems, and OEMs understandably are reluctant to share that technology with technical schools. “It would cost millions of dollars today to get a trade school up to speed to teach one captive OEM technology,” McAlexander says. “Even then, the student would only know a portion of what they need to be successful in a modern shop. All of this is going on at a time when a base Volvo truck today has between 18 and 21 computer processers on it. Who knows how many will be on the new GHG models when they arrive?” The sad result, McAlexander says, is that most of today’s technical students who graduate with heavy-duty diesel certification are woefully unprepared for the careers they’ve chosen. “They armed a little better than if they know nothing – but not a lot,” he says. “Some of them don’t even know how to hook up a diagnostic tool to read the codes off a truck’s ECM, and they’re not going to learn that until their employer decides they’re worthy of being sent to an OEM school to learn today’s technology.” Always learning Continuing education for new and existing technicians will be a major part of managing the coming technology shift, but Calhoun says simply sending people off to OEM schools isn’t enough – which is why he overhauled the way Truck Centers of Arkansas manages and educates its technician force. “The basic model for a new technician in a shop today is trial by fire,” he says. “We take an individual with aptitude, hire them to fill a need, then drop them into a completely foreign environment and expect them to succeed. We don’t work to develop them. We don’t communicate with them. We don’t instruct them on problem-

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| october 2014

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EquipmEnt: Technician shorTage solving, management or anything. They have to identify and learn those skills on their own, and we wonder why they fail. This is not a system that is going to work in the future given the massive technology changes coming our way.” To help counter this problem, Calhoun instigated a new mentoring program

designed to both help new recruits and retain existing ones. “You can’t run an ad in the paper today and bring in top-level talent, and you really can’t go across the street and steal someone from your competition, because it’s going to cost you as much to retrain that guy on your specific OEM equipment as it does to educate

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a brand-new tech,” he says. “It made us really rethink how we go about managing our technicians. Today, we strongly believe you have to grow your own. That’s the only answer.” Calhoun’s plan revolves around establishing a “Culture of Excellence” that “Promotes from Within,” and he says mentoring is key to making that approach work. “We partner our new techs with a mentor to make sure they understand everything about our operation, and that works both ways,” he says. “We make sure the mentor understands this is a very important task and that we have high expectations from them as well. We don’t want the mentor to feel this is something they have to do in addition to their job. We want them to understand this is a vital part of their job and of crucial importance to our overall success.” All of which brings us back to Dell, who thinks it’s time for new thinking in the industry and hopes to help guide it toward some fundamental changes. “What about women?” she asks. “I hear women are outworking men in the shops, and we have to. The first week I was in school, I felt like I didn’t belong and that I’d made a big mistake. But this isn’t the old days where size and strength are all that matters. Being able to lift a bunch of weight doesn’t help you if a computer system is down. I think women should look at this industry as a way to make a good living and not to get discouraged. We can do the work, and this industry needs someone who wants to do the work.” “We need to change our thinking, and we need to take action,” McAlexander says. “Waiting around for somebody to solve the problem just isn’t working. OEMs have to invest in schools and donate equipment. Fleets and dealerships have to start building relationships and developing talent. Government has to recognize this problem affects all citizens and invest in and help revamp the educational system. That is the only way out of this crisis.”

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| october 2014

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Great truck show, great new gadgets Several notable products introduced at GATS

nother Great American Trucking Show has come and gone, and by all accounts, this one was one of Randall-Reilly’s (CCJ’s publisher, by the way) most successful Dallas events yet, with 54,000 registered attendees and 512 exhibitors. If you weren’t there, let’s just say that you

Staff reportS

missed out and that you should make plans to be there in 2015. When there’s so many announcements, sometimes all at once, it’s easy for some things to get a little overlooked, so a few product rollouts and introductions are worth reviewing.

Trailer aero system SmartTruck’s TopKit system consists of an Aero Rain Guard component that runs along the trailer’s top-rear edge and features two side fairing components on the side-rear edges. The system is about one inch thick, weighs 72 pounds and is engineered to provide an EPA SmartWay-verified 5.5 percent highway fuel savings. The standalone system is designed for dry vans, refrigerated units and trailers equipped with either swing or roll-up doors and does not require driver involvement or have moving parts. The solution also helps eliminate increased heating of tires and brakes while reducing damage from dock or intermodal operations. SmartTruck, www.smarttruckaero.com

CB system

Commercial tire line CMA launched its Duraturn brand of commercial tires. The TBR line comes in all applications with more than 85 SKUs available, including models for steer, drive, trailer and mixed service tires, with several EPA SmartWay-verified for low-rolling-resistance applications. Duraturn Tires, www.duraturntires.com

RoadKing’s C4 is a CB system that combines the company’s 5640 CB Radio and RK-56 Noise Cancelling Microphone with Wilson’s T-2000 Series CB Antenna and Coaxial Cable to maximize signal strength, ease of use and crystal-clear sound quality with enhanced impedance match and 50-ohm resistive impedance at the center of the CB band. The radio features a blue backlit display with dimmer control, a front-panel 2.1-amp USB port, SWR calibration, quick setup and user-friendly tuning. RF gain is designed to reduce sensitivity to distant noise and signals that are too weak to reach. DAS, www.dasinc.com commercial carrier journal | october 2014

GATS products

All-position radial

Load planning assistance

Bridgestone’s Firestone FS561 is an on-highway all-position radial tire designed to reduce susceptibility to stone retention and drilling and is recommended for steering applications in regional and pickup-and-delivery use. A rugged casing with sidewall protector ribs is engineered to resist cuts, snags and abrasions from curbing and impacts, while the sidewall design helps reduce tire weight to improve fuel economy. The FS561 now is available in sizes 295/75R22.5 and 11R22.5, with more sizes available later this year.

TruckingOffice announced an upgraded version of its online package, TruckingOffice Pro, for small fleets and owner-operators. The software now offers advanced load planning capabilities so users can track both full truckload and less-than-truckload loads. The new capabilities are designed to expand the ability to mix and match hauling according to company needs. Pro “gives you the ability to plan loads out far in advance,” said Allen Campbell, the company’s founding former owner-operator. A user also can “put more than one load in one trip” – ideal for auto transporters and hot-shotters, among others, who specialize in LTL. The new TruckingOffice Pro starts at $30 per month. A 30-day free trial is available.

Bridgestone Commercial Solutions, www.firestonetrucktires.com

Deep tread Bridgestone’s Bandag B799 tread, which complements the Bridgestone M799, has an open shoulder design that helps improve traction for mild on/off-highway, regional haul and pickup-and-delivery applications. The deep 28/32inch tread is engineered for long wear, while stone rejector technology helps prevent trapped stones from damaging the casing. The B799 is available in four tread sizes, 210mm through 240mm.

TruckingOffice, www.truckingoffice.com

Bridgestone Commercial Solutions, www.retreadinstead.com

Owner-operator help Factoring service Apex Capital’s new Apex Startup Program is designed to help owner-operators get their own authority. The program’s $885 fee, potentially with other costs depending on base state, covers federal filing fees, BOC-3 process agent setup and more, said spokeswoman Sarah Schimpff. The company also recently developed a custom load board, aggregating freight from various public sources. Those who go through the Startup Program have access to the load board and other services such as account management, fuel discounts, a tire program, hotel discounts and more. Apex Capital, www.apexcapitalcorp.com

commercial carrier journal | october 2014

New IdleAir facilities IdleAir – a truckstop electrification service that provides air conditioning, heat, 120-volt electricity, high-speed Internet and DirecTV – announced it has completed construction of new facilities at four Pilot Flying J locations: Laredo, Texas; Robinson, Texas; Pearl, Miss.; and Beaverdam, Ohio. Also, plans are under way for Pilot Flying J facilities in Seville, Ohio; Austintown, Ohio; and Latta, S.C. By early 2015, IdleAir said, eight more travel center locations will be added, including stops in Kentucky and Alabama. IdleAir, www.idleair.com

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GATS products

Updated Rand McNally services Rand McNally announced updates to its IntelliRoute TND line of truck-specific GPS units. The new 730 and 530 TND models – 7-inch and 5-inch units, respectively – have redesigned, sleeker hardware and an updated user interface, along with a faster processor. The devices are thinner than previous models but still rugged. The faster processor is designed to allow for quicker route calculations, point-of-interest searches, route comparisons and faster transitions. Rand McNally says its maps also have

been upgraded with improved text and road shields, new colorization and more personalization. The new navigation options are designed to allow drivers to tailor routes to preferences such as toll road costs, preferred lane guidance and areas to avoid. The company also announced its HD 100 electronic logging device now works with smartphones, tablets and its IntelliRoute GPS devices. The ELD is compliant with the proposed federal mandate. Rand McNally, www.randmcnally.com

Scan for more info

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commercial carrier journal | october 2014

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Text INFO to 205-289-3554 or visit www.ccjdigital.com/info 9/12/14 9:22 AM

REINVENTING

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

GATS products

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HOW TO

USE FINANCIAL STATEMENTS

The following is an excerpt from How to Use Financial Statements, a manual produced by Commercial Carrier University and sponsored by Chevron Delo. CCU is an educational program produced by Commercial Carrier Journal that includes business management manuals, seminars aimed at improving management skills and a website. For more information, visit www.commercialcarrieruniversity.com. Business owners often ask, “If I pay off my bank debts, I can count that off on my taxes, right?” The question exposes a fundamental misunderstanding of the “basis of accounting” upon which financial statements are built. Learn the difference between the three main bases of accounting: accrual, cash and tax. As a result, your understanding of financial statements will grow dramatically. A basis of accounting is nothing more than a set of rules that the accountant follows in preparing the reports. It tells him when to count certain transactions in the records, and how to do it. The “when” is the biggest difference between the accrual method and the cash method of accounting. The “how” is the biggest difference between the accrual method and the tax method. The American Institute of Certified Public Accountants has developed accounting rules over time. Between generally accepted accounting principles, known as GAAP, and the actual rules established by various professional and regulatory boards, there’s a set of

COMMERCIAL CARRIER JOURNAL

practices to help all companies report profit and loss in basically the same manner. This allows for apples-to-apples comparisons between companies. For companies with publicly traded stock, the financial statements are the only real measuring sticks for investors. Inaccuracies or inconsistent practices lead investors to make the wrong decisions, and then lead them to the courthouse. To keep companies and their managers honest, the Securities and Exchange Commission and the AICPA require all companies to report profit and loss in the same manner. These rules frequently are referred to as GAAP. Accountants must comply with these rules and disclose in their reports when they are violated — or risk losing their licenses. Even privately held companies must follow most of these rules. Thus, your accountant gets mighty nervous if you suggest — knowingly or unknowingly — a treatment or practice of accounting that breaks the rules. Accrual basis means that a transaction is recorded when it happens, regardless of when cash actually changes hands. Consider

| OCTOBER 2014

how you might treat the revenue from a single haul. The accrual basis records the event when the haul is completed. The accountant enters the revenue on the P&L and logs an accounts receivable on the balance sheet. When the cash finally arrives, there is no further effect on the P&L. But the balance sheet changes, as accounts receivable is reduced and cash is increased. Thus, the accrual basis “matches” revenues and expenses in the same period. You record your revenue when your hauls are completed, whether or not the money is received during that period. Likewise, you record your expenses when you incur them. Some you pay in cash, some you might owe as accounts payable. Most companies use accrual basis, especially as they grow. That’s because banks and other lenders typically require you to report under the accrual basis in the loan agreements you sign. The bigger the loan, the more lenders have to lose, so the more they insist that you tighten your accounting practices. For loans of $1 million to $3 million or larger,

COMMERCIAL CARRIER UNIVERSITY lenders often require a review statement by an accounting firm. Since reviews (and audits, too) require the accountant to list any departure from GAAP or accrual, you must move to full accrual-basis accounting at that point. Cash basis means that you don’t record a revenue or expense item until you receive or write the check. Continuing our example, if you use cash-basis accounting, you don’t record anything when you complete the haul unless, of course, the shipper or receiver pays on the spot. When the check arrives, you record it on the P&L as revenue and on the balance sheet as cash. Few companies use the cash basis to keep their books, and there are lots of reasons not to do it. First, it doesn’t give a clear picture of real profit or earnings in a given month or year. Because it doesn’t match expenses with revenues, using the cash basis can lead to poor

business decisions. What looks like a profit can really be a loss. And what’s deposited into your checking account does not equal your profits. Second, your bank may not allow you to use the cash basis; it wants to know what you’re earning or losing, and the cash method isn’t a good indicator of that. Third, the Internal Revenue Service may not allow you to use it. They want you to report on the accrual basis, which doesn’t let you manipulate income as easily as the cash basis. Tax basis means that the rules of the IRS are used in deciding how to record transactions. Essentially, your business’s P&L mirrors that of your tax returns. For most companies, this is a modified version of the accrual basis. Rarely, a company might use a tax basis based on the cash basis. Businesses that do generally are very small; many leased owner-operators use it.

If your company’s annual financial statements are presented on the tax basis, it’s probably because your bank has consented to the practice as a way to save you money on accounting fees. Your accountant saves time and effort if he uses the same basis of accounting for your published financial reports as he does for your tax return. The main difference between the accrual and tax bases is how you calculate depreciation. In addition, sometimes tax rules won’t let you deduct an expense in the same period that you record it under accrual-basis reporting. This means your accountant may have to maintain two sets of numbers, but that’s really not as hard as it sounds, given the capabilities of modern software packages. But it still takes time, and to save on accounting fees, you might elect to have your reports prepared on the income tax basis of accounting.

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

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