CCJ1015 by dwatson

OCTOBER 2015

Trucking’s Future Now

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FMCSA priorities include CSA tweaks, ELD rule

n an internal memo circulated to Federal Motor Carrier Safety Administration employees last month, Acting Administrator Scott Darling laid out the agency’s rest-of-year priorities, highlighted by small changes to Compliance Safety Accountability and publishing a rule to mandate electronic logging devices. Darling said CSA Phase III is one of the main priorities in preparation for launching offsite investigations and cooperative safety plans as the final two CSA interventions. FMCSA is “lining up the necessary training for federal and state investigators and outreach to the industry.” He said the agency also is moving forward on a new type of “crash BASIC investigation” that focuses on identifying trends in carrier crash behaviors. FMCSA also will be fine-tuning the Safety Measurement System algorithm to better identify carriers for investigation. FMCSA also is in the final stages of publishing a carrier safety fitness determination proposal that would increase the use of inspection data. This rule would focus on incorporating roadside inspection and crash data to assess the safety performance of trucking and bus companies. FMCSA will seek public comment on the rule when it is published. The agency says the looming ELD manDarling said the looming final rule to require date will prevent about 20 fatalities ELDs is “designed to benefit everyone” by improv- and 400 injuries each year. ing hours-of-service compliance, which the agency estimates will prevent about 20 fatalities and 400 injuries each year; helping businesses cut paperwork and save money; protecting drivers from harassment; and making it easier for law enforcement and safety inspectors to review driver HOS records. The ELD rule was delayed a month and at press time was planned for publication Oct. 30, according to the U.S. Department of Transportation. The rule was sent from FMCSA to the White House Office of Management and Budget on July 28 for its required approval, and DOT said last month it expects OMB to clear the rule Oct. 26. FMCSA also has prioritized modernizing the inspection process by launching a new version of its inspection software program, Aspen 3.0. The agency says many of the functions needed at roadside are integrated into the system without requiring more software. Law enforcement personnel also are able to obtain direct access to out-of-service notices. The agency also plans to implement a new revamped Unified Registration System designed to improve the accuracy and timeliness of the information in its database of registered motor carriers. Details will be Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newspublished in a Federal letters to sign up for the CCJ Daily Report, Register notice. a daily e-mail newsletter filled with news, – Matt Cole analysis, blogs and market condition articles.

commercial carrier journal

| october 2015

Driver training rule moves ahead

proposed federal rule to implement minimum

driver training and certification standards has moved a step closer to publication, according to a report published by the U.S. Department of Transportation last month. The rule was sent from the Federal Motor Carrier Safety Administration to DOT’s main office for its approval on Sept. 1, according to the report. The agency’s Entry-Level Driver Training rule has been in the works in some form for more than 20 years, with the latest congressional call for action coming in 2012 with that year’s MAP-21 highway funding act, which required FMCSA to produce the rule. The agency tried to accelerate the rulemaking by producing it via a “negotiated rulemaking,” which called on industry stakeholders to collaborate to produce the rule. A 26-member committee formed for the so-called “regneg” submitted a 106-page report to FMCSA in June with recommendations for the rule, entry-level curriculums, behindthe-wheel time and more. – James Jaillet

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JOURNAL NEWS

INBRIEF 10/15 • Fontaine Fifth Wheel issued a recall on all 6,800 Ultra LT model fifth wheels manufactured between 2009 and 2013 following a January 2014 crash in Ohio involving a tractor with an Ultra LT that resulted in two fatalities. The recall states that, over time, improper coupling techniques could result in damage to the fifth wheel and the locking mechanism, which could result in the locking mechanism not engaging properly. Following the accident, testing by both the Ohio State Highway Patrol and Fontaine found the fifth wheel and its locking mechanism to be fully functional. • Mack Trucks became the fourth trucking OEM to announce it would skip the 2016 Mid-America Trucking Show, scheduled for March 31-April 2 in Louisville, Ky. MATS already has lost commitments from Daimler, Navistar and Mack’s sister company, Volvo Trucks. Paccar sister companies Kenworth and Peterbilt are the only North American Class 8 manufacturers that have yet to pull out of next year’s MATS.

others. Walmart has settled civil cases with McNair’s family and Morgan. • The Commercial Vehicle Safety Alliance will hold its annual Operation Safe Driver Week Oct. 18-24. Law enforcement agencies across the United States, Canada and Mexico will engage in heightened traffic safety enforcement and education aimed at unsafe driving by both commercial motor vehicle and car drivers. • The Truckload Carriers Association announced Brad Bentley resigned as president after 10 months, citing family obligations. TCA officers, led by Chairman Keith Tuttle, assembled a search task force to find a replacement.

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• Stephen Keppler stepped down as executive director of the Commercial Vehicle Safety Alliance to accept a position with the Intermodal Association of North America. Collin Mooney is serving as acting executive director of the hub enforcement group made up of enforcers from the local level all the way up to the federal level.

• U.S. Rep. Reid Ribble (R-Wis.) last month introduced the latest version of his Safe, Flexible and Efficient Trucking Act, which would give states the flexibility to allow 91,000-pound trucks with six axles on U.S. interstate highways within their borders. The American Trucking Associations supports increasing size and weight limits, while the Owner-Operator Independent Drivers Association does not.

• Dartco company driver and military veteran Frederick Weatherspoon was named the winner of the fifth annual Mike O’Connell Memorial Trucking’s Top Rookie Award in ceremonies at the Great American Trucking Show in Dallas. Weatherspoon, 51, was chosen from a field of 10 finalists and received the top prize of $10,000 and a variety of products and services from contest sponsors.

• Kevin Roper, the Walmart truck driver at the center of the fatal June 2014 crash involving actor and comedian Tracy Morgan, asked prosecutors to dismiss the charges against him, arguing the media attention the case has drawn makes it impossible for him to receive a fair trial. Roper was charged last June with vehicular homicide and assault by auto in the crash that killed comedian James McNair and injured Morgan and several

• FedEx Freight’s maintenance division swept the top honors at the Technology and Maintenance Council’s 2015 SuperTech Technical Challenge. Various other fleets and service providers such as WalMart, Petro and Old Dominion scored wins in individual categories, but FedEx Freight won top team honors, as well as second- and third-place individual spots, while company technician Eric Vos of Boise, Idaho, was named Grand Champion.

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journal news

Canadian court OKs speed limiters

A Con-way will be merged with another XPO subsidiary, and all Con-way divisions will be rebranded as XPO Logistics.

Con-way bought by XPO Logistics for $3B

PO Logistics is set to acquire Con-way Inc., one of the country’s largest trucking companies, in a $3 billion deal expected to close this month. Con-way will be merged with another XPO subsidiary, and all Conway divisions – Con-way Freight, Menlo Logistics, Con-way Truckload and Con-way Multimodal – will be rebranded as XPO Logistics. XPO said the acquisition will make it the second-largest less-than-truckload carrier in North America. In the 2015 CCJ Top 250, Con-way ranked as the country’s sixth-largest for-hire carrier, and XPO ranked No. 12. Con-way has 582 locations and roughly 30,000 employees, and has nearly 12,000 power units and nearly 17,000 drivers. The Ann Arbor, Mich.-based company posted $5.8 billion in revenue in 2014. Bradley Jacobs, chairman and chief executive officer of XPO Logistics, will lead the combined company, with Douglas Stotlar, Con-way president and CEO, serving as an independent adviser through the first quarter of 2016. “Con-way is a premier platform that we will run with a fresh set of eyes as part of our broader offering,” Jacobs said. Stotlar said shareholders, customers, drivers and employees will benefit from the acquisition. “The combination will mean more services for our customers, more miles for our drivers and more career opportunities for our employees as part of XPO’s global organization,” Stotlar said. – Matt Cole

Canadian appellate court ruled that the Ontario province’s 2009-implemented truck speed limiter law will remain in effect despite the court’s majority opinion that the devices could endanger truck operators. Ontario’s Court of Appeals issued its ruling Aug. 31 in the 2009-originated lawsuit originally brought by Canadian trucker Gene Michaud, who since has passed away. He was required by Ontario law to equip his truck with a speed limiter that governed his speed to 105 kmh (65 mph). He set it to 109.4 kmh (68 mph) and was issued a citation, spurring the court battle. Truck drivers in the case argue that limiting truck speeds to lower than that of cars creates an unsafe differential and limits operators’ ability to perform sometimes necessary evasive maneuvers. The intended benefits of Ontario’s speed limiter rule, looming rule to mandate the use according to court documents, of speed limiting devices on heavy include lowering emissions trucks was delayed last month, according of greenhouse gases, reducto a notice on the White House Office of ing the severity of collisions Management and Budget’s rulemaking and preventing crashes. These portal. “purposes … are pressing and OMB, which must stamp approval on substantial,” Judge P. Lauwers rules prior to their publication, on Sept. writes in the majority ruling, 1 added a note to the status of the soadding that the rule “minimally dubbed Heavy Vehicle Speed Limiter rule impairs … the right to security that said “review extended.” It did not of the person of truck drivers.” say why it needed more time to review “The public benefits associthe rule. ated with improved highway OMB usually has 90 days to approve or safety exceed the detrimental deny a regulatory agency’s rulemaking, effects on the truck drivers,” but it can choose to extend that time if writes Lauwers, who also cites necessary. The National Highway Traffic court precedent, saying prior Safety Administration sent the rule to rulings note that Canada’s OMB May 19. “right to the security of a perThe U.S. Department of Transportation son does not protect the indibegan work on the mandate nearly vidual operating in the highly 10 years ago, but no details on the regulated context of commerrule – such as whether it will require the cial trucking for profit from the installation and use of speed limiters retordinary stress and anxieties roactively on all heavy trucks or just new that a reasonable person would trucks, and what the limited speed will be suffer as a result of government – have been released. regulation of that industry.” – James Jaillet – James Jaillet

White House delays U.S. mandate

commercial carrier journal

| october 2015 13

journal news

Volvo: Fleet’s suit over CNG truck fire ‘without merit’

ennsylvania-based carrier Kane is Able last month filed a lawsuit against Volvo Trucks over alleged breach of warranty after one of the fleet’s model-year 2014 compressed natural gas-powered tractors caught fire on an interstate. Volvo has denied the carrier’s claims, saying it worked with Kane to ensure its vehicles were safe to operate and that testing of the Scranton-based carrier’s CNG tractors showed the claims are “without merit.” Kane says it bought seven CNGpowered Volvo tractors and that last January, one caught fire on Interstate 81 after being run in “the course of an ordinary customer run” when the truck had just 3,000 miles. The fleet says Volvo did not replace the vehicle, the damaged trailer or cargo, thereby breaching its warranty obligations. Court records show the

Scranton, Pa.-based fleet Kane is Able bought seven CNG-powered Volvo tractors.

tractor was a Volvo VNL64T300 powered by a Cummins Westport ISX12G. Volvo, in a response to CCJ about the suit, said it provided Kane with rental tractors while it investigated the tractors the fleet had bought. The investigation determined no “defect in the design, materials or manufacturing in any of the components installed by Volvo,” the truck maker says, adding it “found no support for the cause of the fire suggested by Kane.” Moreover, Volvo told CCJ it did not manufacture the engine or the fuel

tanks, nor did it install the tanks. “We worked closely with our supplier partners to thoroughly examine the vehicles Kane decided to park,” Volvo said. “This investigation convinced us that the vehicles should be returned to service.” Kane also filed suit against Cummins Westport, which made the truck’s engine. CCJ’s request for comment by Cummins Westport was not returned. Volvo said in its response to the suit that, despite what Kane claims about a Volvo vehicle recall, the February 2014 recall on certain natural gas engines was issued by Cummins Westport, but that the engines powering Kane’s tractors were not part of the recall. “[The engines], in fact, [had] been manufactured with the corrective measures implemented by Cummins as a result of the recall,” Volvo said. – James Jaillet

Caterpillar cutting 10,000 jobs as revenues fall below expectations

lobal equipment giant Caterpillar last month announced it could be cutting about 10,000 jobs in the coming years as part of across-the-board cost-cutting measures intended to save the company $1.5 billion a year once implemented. Cat said it plans to cut about 4,000 to 5,000 jobs by the end of next year, with the remainder coming by the end of 2018. Cat blames lower-than-expected revenue in 2015 – $48 billion expected this year instead of the forecasted $49 billion – and another expected 5 percent drop in 2016 as reasons for the cost-cutting campaign. Analysts have said economic slowdowns in China and falling oil prices bit into the company’s sales this year. This is the third straight year that sales and revenue have fallen, Caterpillar says. 14

commercial carrier journal

Analysts have said economic slowdowns in China and falling oil prices bit into Caterpillar’s sales this year.

“We are facing a convergence of challenging marketplace conditions in key regions and industry sectors – namely in mining and energy,” said Doug Oberhelman, Caterpillar chairman and chief executive officer. “While we’ve already made substantial adjustments as these market conditions have emerged, we are taking even more decisive actions now. We don’t make these decisions lightly, but I’m

| october 2015

confident these additional steps will better position Caterpillar to deliver solid results when demand improves.” In addition to the job cuts, Caterpillar also will be consolidating some of its manufacturing facilities, which will result in facility closures. The company said 20 manufacturing centers could be impacted to drive anticipated savings in 2017 and 2018. Caterpillar was once the largest engine provider for the North American heavy truck market until it exited the industry in 2008. It returned in 2011 with the release of its CT vocational truck series, which it has continued to expand since. Most recently, the company announced a split with its CT partner, Navistar, which had been providing engines for Cat’s trucks. – James Jaillet

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JOURNAL NEWS

Navistar notified of looming SEC enforcement action

The SEC is investigating alleged violations of disclosure and transparency of financial statement regulations by Navistar and former chief executive Dan Ustian.

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ruck and engine maker Navistar said on its earnings call last month that the U.S. Securities and Exchange Commission planned to bring an enforcement action against the company. Troy Clarke, Navistar chief executive officer, said on the call that the company had received a Wells notice from the SEC but offered no detail on the notification or Navistar’s response. A Wells notice is a letter sent by the SEC when it plans to bring an enforcement action against a person or company. The SEC is investigating alleged violations of disclosure and transparency of financial statement regulations by Navistar and former chief executive Dan Ustian. The company also has come under fire over U.S. Environmental Protection Agency certifications and disclosures related to

| OCTOBER 2015

Ustian’s departure three years ago. Subpoenas over the EPA matter date back to 2012 as the agency looks into whether Navistar misrepresented its efforts to earn EPA certification for its engines. Two days prior to the earnings call, U.S. Magistrate Judge Sidney I. Schenkier issued an order requiring production of a second set of documents Navistar claimed to be privileged in response to investigative subpoenas issued by SEC staff. Navistar has the option to formally respond to the Wells notice with a submission that, among other things, could detail why the company believes the SEC should drop its case. The SEC has 180 days after issuing a Wells notice to decide whether or not to proceed with enforcement action. – Jason Cannon

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Will low viscosity engine oils provide benefits for my engine and my bottom line? The reasons to switch to using lower viscosity, full synthetic or synthetic blend motor oils continue to build. The tried and true SAE 15W-40 By Dan Arcy Shell Lubricants conventional motor oils that many use has competition from lower viscosity grade oils that promote better fuel economy and other benefits. A number of diesel engine manufacturers recommend lower viscosity lubricants in their newest engines, and the move to lower viscosity lubricants is reinforced by the recent announcement that one of the focus areas for the next generation of heavy-duty diesel engine oils will be fuel economy savings, which lower viscosity oils have demonstrated the ability to provide. This is particularly important as the first-ever fuel economy regulations for heavy trucks will begin in 2014. Less energy is consumed when starting a cold engine when it is lubricated by a synthetic SAE 5W-40 than is consumed with a conventional SAE 15W-40. Lower viscosity oils also help reduce friction in an engine, which can result in fuel savings. Anti-idling laws mean the days of 40 percent idle time are over. Idle times of 10 percent or less are now common, meaning more start-ups. The better cold temperature flow of a lower viscosity oil such as SAE 5W-40 full synthetic or SAE 10W-30 synthetic blend versus SAE 15W-40 will provide easier starting and faster lubrication in colder weather. Low viscosity oils, Shell Rotella T6 Full Synthetic SAE 5W-40 or Shell ® Rotella T5 Synthetic Blend SAE 10W-30 have been shown to deliver fuel-economy savings, extendeddrain capability, enhanced engine cleanliness, and excellent wear protection. ®

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Continued on page 88

Agreement reached on heavy-duty right to repair

Marc Karon, president at Total he Commercial Vehicle Truck Parts and chairman of Solutions Network and the the Commercial Right to Repair Truck and Engine Manufacturers Coalition representing U.S. indepenAssociation, together with the dent service providers, said the MOU Equipment and Tool Institute, is a huge accomplishment. the Auto Care Association and “With today’s complex computerHeavy Duty Aftermarket Canada, controlled heavy-duty vehicles, announced the signing of a memohaving access to the correction inforrandum of understanding on access mation and latest diagnostic tools is to heavy-duty service information for essential to being able to complete model-year 2010 and later trucks and repairs for our customers,” Karon buses more than 10,000 pounds sold said. “The MOU addresses our need in the United States and Canada. for reasonable access to OEM service The MOU is meant to ensure that information and diagnostic tools.” vehicle owners and independent Under the MOU’s terms, the parrepair facilities have access to OEMticipating industry associations will controlled service information, tools work together to moniand parts they need tor the exchange of to repair commercial service information and vehicles safely and address any informaproperly. The MOU tion access issues. also memorializes the “One of the sigcurrent industry pracnificant benefits of tice of providing diagthe MOU is that it nostic tool information The agreement is meant to ensure that vehicle owners addresses the unique to third-party aftermarand independent repair faciliket tool manufacturers, ties can access OEM-controlled characteristics of the information, tools and parts. heavy-duty vehicle thus providing owners manufacturing induswith service options try, as well as the special needs of when maintaining or repairing the independent heavy-duty repair vehicles. shops,” Mandel said. “With that “The MOU establishes a workaccomplished, we can avoid a patchable approach to providing an work and potentially disruptive independent service provider with effort to regulate service information access to information they need to through government action.” repair heavy-duty vehicles properly “We were able to craft an MOU and safety,” said Jed Mandel, EMA that benefits independent repair president. “The MOU was developed facilities and OEMs, as well as our to address concerns expressed by joint customers – heavy-duty vehicle independent service providers that owners and operators,” said Dave they have better and more timely Scheer, chief executive officer of access to OEM-controlled informaInland Truck Parts and longtime tion. The MOU helps ensure that advocate of independent provider access, thereby eliminating any need access to service information. for state, provincial or federal regula– Lucas Deal tion.”

| OCTOBER 2015

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

Simple idea: the internet is one of the most important technological advances in human history. The fuTure iS near: you’re going to wonder how you survived without now-evolving technology.

CriTiCal Training: the industry must help technicians learn how to keep tomorrow’s trucks rolling. More technicians will be needed to maintain and repair all of the new systems coming our way.

Flirting with disaster Trucking’s future won’t happen without trained techs

hacking event with a Jeep SUV proved, connected vehicles are extremely vulnerable to cyber attacks. Much work needs to be done to create highly secure Internet-based Wi-Fi communications networks to guard against these crimes. There’s another stumbling block that doesn’t get nearly the attention that it should: Finding technicians to maintain and repair all of these new systems coming our way. Frost & Sullivan analyst Sandeep Kar calls trucking’s current technician shortage a “ticking time bomb.” He’s spot-on, and it’s a problem that’s going to get exponentially worse in the near future unless the trucking industry starts taking bold steps now to address and correct this trend. Every futurist I spoke with for this issue of CCJ was bullish on the future of trucking: It will be a vital industry for the world of tomorrow. But that future won’t happen unless trucking, as a united industry, makes bold steps and forges new alliances with education and government to start training tomorrow’s technicians today.

y now, you’ve probably thumbed through this special edition of CCJ and its look at a fast-approaching future. And if we editors have done our jobs this month, you’re either in a mild state of shock or gleefully delighted at the prospect of all of the cool new technologies coming at us at light speed. Forecasting the future is always tricky. Even the best, brightest and most well-informed futurist can’t anticipate all of the variables and unknowns that come into play when trying to look ahead even just five years. There always seems to be something incredibly simple that everyone overlooks but that ends up changing everything. Fifty years ago, no one had the simple idea of connecting every single computer together via phone lines to quickly and efficiently share information. Yet the Internet is one of the most important technological advances in human history, with a profound impact on virtually every aspect of our lives today. I’m convinced that the one that will have the most immediate impact on truck fleets today will be advanced vehicle telematics systems. In 10 years, you’re going to wonder how you survived without real-time vehicle telemetry, self-diagnosing powertrains and geographic-focused repair options with bay times prescheduled and parts guaranteed in stock. Soon you’ll be able to manage vehicle downtime in ways you barely comprehend at the moment. And while breakdowns never will be eliminated from trucking completely, they will become rarer, and the causes usually will be the result of uncontrollable events such as accidents, road debris or vandalism. JACK ROBERTS is Executive Editor of Commercial Carrier Journal. E-mail jroberts@ccjmagazine.com or call (205) 248-1358. Invariably, with all of these advances will come new problems. As a recent commercial carrier journal

october 2015

InBrief • Volvo Trucks issued a recall affecting 2,863 VNL and VNM tractors manufactured between May 31, 2011, and Dec. 1, 2014, because the trailer service brakes may drag, causing the wheel end to overheat and potentially causing a wheel end fire or tire blowout. The company said a cutout in the trim panel may restrict the trailer hand brake from returning to the off position. • Love’s Travel Stops announced that most of its Truck Tire Care centers now are equipped with TirePass and that new locations with tire care facilities also will receive the systems. The real-time tire checking system now is available at more than 200 locations. While a driver fuels in a TirePass lane, a technician hooks up automatic tire inflators stationed around the vehicle. Fleet managers and drivers receive immediate notification if a problem is detected. • Fitzgerald Glider Kits added the Kenworth Icon 900 and Western Star 4900 to its offerings. The company is offering three 2006 and older engine choices for the Icon 900 – a 12.7-liter Detroit 60 series, a Cummins N14 or a Caterpillar 6NZ – all available with a 10-, 13- or 18-speed Eaton Fuller remanufactured transmission. The Western Star 4900 will be

available in three configurations: an over-theroad day cab, a heavy-haul configuration and the 4900EX 82-inch high-top sleeper. • BFGoodrich Commercial Truck Tires introduced an extended warranty for its commercial truck tires and casings effective on claims filed on or after Sept. 1, 2015. The coverage against defects in workmanship and materials now extends to the life of the original tread or five years from the date of manufacture, whichever occurs first. For tires used in long-haul service, the new extended warranty covers workmanship and materials for up to two retreads or five years from the date of manufacture. • Eaton extended the warranty coverage on its aftermarket Advantage Series and EverTough clutches with the purchase of a Genuine Eaton Clutch Installation Kit. Advantage series warranty coverage was increased from two years to three, and EverTough coverage was increased from one year to two. The kits are designed to prevent a transmission from having to be repulled to replace wear-related components. • Freightliner Trucks’122SD now can be spec’d with Allison’s 4700 Rugged Duty Series and Oil Field Series automatic transmissions suited for vocational applications.

• Freightliner Trucks announced that both the Bose Ride system II truck seat suspension and the SmarTire Tire Pressure Monitoring System from Bendix CVS are now in production for its Cascadia and Cascadia Evolution models. • Kenworth Predictive Cruise Control is now available as a factory-installed option for new T680 and T880 models specified with the Paccar MX-13 engine. The system, available with Eaton UltraShift and Fuller Advantage automated and manual transmissions, combines cruise control with GPS to help maximize fuel economy based on geographic conditions. • Kenworth Truck Co. announced two enhancements for its T270 and T370 models – a narrower battery box and fuel tanks mounted between the frame rails behind the rear axle – as part of the company’s Medium Duty Body Builder Expansion program designed to open up more frame packaging options for complex body installations.

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International to offer Wi-Fi engine reprogramming

nternational Truck announced plans to offer over-the-air reprogramming of engine control modules for models powered by its N9, N10 and N13 proprietary engines. The company said it has completed its initial testing in its test fleets and will finalize testing in customer fleets this fall. The official launch of two-way connected vehicle technology in new International models will come early next year. “Over-the-air reprogramming in International trucks will revolutionize the way our customers’ trucks are serviced and maintained,” said Bill Kozek, Navistar president, Truck and Parts. “This is another important example of how our connected vehicle leadership is paving the way for future advancements that International’s over-thewill drive improvements in vehicle uptime and real-world air reprogramming will be available on model-year bottom-line results for our 2017 trucks powered by N9, N10 and N13 engines. customers.” In the initial launch phase, OTA technology will be available on model-year 2017 International trucks powered by N9, N10 and N13 engines. OTA reprogramming of the truck’s ECM will enable the driver or fleet manager to use a mobile interface to initiate reprogramming at their facility over a Wi-Fi connection. The company said its partnership with leading data and technology companies will ensure the system offers the highest level of security. – Jack Roberts

Volvo expands telematics capabilities

olvo Trucks North America expanded its ASIST Webbased service communication platform to integrate with its Truck Diagnostics System. The integration complements Volvo’s Remote Diagnostics telematics-based proactive diagnostics and repair planning system, which also works through ASIST. Remote Diagnostics monitors real-time critical fault codes in the engine, aftertreatment system and the Volvo I-Shift automated manual transmission, identifying necessary parts and providing repair instructions before the truck arrives for service. Once at the dealership, TDS also can help diagnose all vendor components. The new integration speeds up check-in and inspection at dealerships, Volvo said. With TDS, the dealer service adviser now can perform a quick diagnosis and let the customer know whether the repair is basic or will require more extensive diagnostics and repair time. The quick diagnostics test opens a case in ASIST, allowing for streamlined communications and complete repair documentation. If a fault relates to an open Remote Diagnostics case in ASIST, the data from TDS automatically appends to it. – Jack Roberts

Ram refreshes ProMaster lineup for 2016

Ram Trucks made slight modifications to its ProMaster commercial van lineup for the 2016 model year.

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| october 2015

am Trucks unveiled slight modifications to its commercial van lineup for the 2016 model year. Most notable is the addition of a side window to the 159-inch high-roof extended-configuration ProMaster, the largest configuration offered. Ram also added a chrome grille option to its third-generation unibody front-wheel-drive van, and provisions for a second battery at the cab’s rear and new 20-amp auxiliary switches accessible on the dash panel also will be available for select 2016 models. For more urban applications, the 2016 ProMaster City will replace the C/V as Ram’s Class 1 van offering. Based on the Fiat Doblò, the 178-hp 2.4-liter four-cylinder nine-speed automatic front-wheel drive ProMaster City is the brand’s second collaboration with Fiat Professional, with the ProMaster full-size van being the first. – Jack Roberts

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Meritor Wabco enhances OnGuard platform

Wabco’s current OnGuard system. Melchange. letat said the new system, expected to be OnGuard works in tandem with available January 2016, is compatible with ProView, Meritor Wabco’s Fleet PerforABS (ESC and RSC) and backward-commance Management System that can patible with 2013 and newer radar generate incident videos. Also, OnGuard systems, and that it uses current hardware TRIM: now 4.5" is available for use in medium-duty so that current users only need a software trucks. – Jason Cannon TRIM: 3.75"

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Volvo’s Adaptive Loading Axle System is designed specifically for tanker fleets, diminishing load carriers, bulk haulers and fleets that have to deadhead regularly.

TEST DRIVE: VOLVO ADAPTIVE LOADING AXLE SYSTEM

Smart axle

Volvo offers details on new adaptive loading system By Jack RoBeRts

olvo recently showed how its new 6×2 front lift axle can provide safety, efficiency and fuel economy benefits to operators who run diminishing loads or deadhead routinely. The company provided a demonstration of its new Adaptive Loading Axle System on a stretch of Interstate 84 running through the Utah-Idaho border. The system is based around Volvo’s I-Shift automated manual transmission, which captures a wealth of vehicle data such as speed, horsepower, torque, cargo weight, pitch and yaw. Volvo engineers realized they could create a fully automatic drive axle by adding another electronic control module and a hydraulic actuation system that would adjust weight and downforce on the drive axle throughout a workday. The goal is to provide maximum traction and fuel economy even as the vehicle’s cargo weight and center of gravity changes due to a lighter load. When the truck is loaded heavily, the system automatically balances weight between the two axles. As the load lightens, the system places more weight on the drive axle. This process continues as the load grows lighter, and once the truck is empty, the non-drive front axle automatically lifts up and off the road. All of this happens without any 30

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| october 2015

driver input. Volvo also designed the system to allow drivers to adjust downward force on the drive axle or lift the front tandem with the push of a button. The result is the Adaptive Loading Axle System. It will be available as a spec on VNL and VNM models with GCWs up to 90,000 pounds beginning next year. The new system is designed for tanker fleets, diminishing load carriers, bulk haulers and fleets with regular deadhead routes, says Chris Stadler, product marketing manager for regional haul. Robert Brice, who co-owns Idaho Milk Transport with his bother Gene, says the Burley-based fleet’s overall fuel economy with trucks using the new axle has increased about 0.5 percent. “We’re getting 26 percent better tire life,” Brice says. “Our overall maintenance costs are down, because if tires aren’t on the road, you’re automatically saving on tread life and brake wear.” Brice spec’d his latest Volvos with XE-optimized drivetrains to further boost vehicle fuel economy. Adaptive Loading is fully integrated into all XE drivetrain options via the I-Shift AMT and works with them to deliver optimal fuel economy, power and torque in all road conditions.

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technology

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

Making more time

TMW Systems shows fleets how with business intelligence

uring his keynote address at the TMW TransForum 2015 user conference, David Wangler spoke of a “maker movement” taking hold in the country. The evidence of this can be seen in the rise of local craft breweries, farm-to-table restaurants, the hit reality TV series Battlebots and more. Perhaps it comes from a renewed pride in America’s manufacturing heritage or nostalgia for the rural family farm, Wangler surmised. Whatever the source of the movement, the product is well defined: “a blend of computer-hacker culture with the skills of traditional craftsmen and inventors, designers and tinkerers,” he said. TMW Systems and it parent company Trimble get the concept “because that’s what we do, day in and day out,” said Wangler, president of the transportation management software provider. The point of his talk was not about Maker MoveMenT: tMw making software, systems sees ‘a blend of computhowever. er-hacker culture with the skills of traditional craftsmen.’ “It’s easy sometimes for people to verTical analyTics: the platpigeonhole transporform can be used to predict certain behaviors within the industry using tation as just a service structured data. industry, like real estate or accounting, For everyone: while larger carriers are most likely to use business because we don’t intelligence offerings, smaller fleets make anything, can benefit. right?” he asked. Time for business intelligence A few hours later in one of the 300 classroom sessions held at the event, an attendee lamented about how much time he is spending on creating reports for his employer, a 150-truck bulk carrier based in Utah. The attendee said it takes about six hours a week to pull information from separate databases to create custom spreadsheets. “I just need better analytics,” the attendee said. He would like to start using a business intelligence tool called TMW Data Warehouse Explorer. The attendee – who wished to remain anon-

David Wangler, TMW Systems president, presents his keynote address at the TMW TransForum 2015 user conference.

ymous – told CCJ the tool probably could save him at least five hours per week. Business intelligence can save time and focus company resources on new and more profitable opportunities. In a sense, BI is a movement of its own that continues to lead the evolution of transportation management systems from digitized filing cabinets to analytical platforms for big data. As a large and diversified software provider, TMW Systems sees an opportunity to deliver a greater volume, variety and velocity of information to customers. The clear message at the TransForum conference was the expansion of its business intelligence offerings. “We are embarking on a journey to create an entirely new realm of possibilities driven by data,” Wangler said. Big data platform TMW is mapping out new opportunities to address customers’ needs using Data Warehouse Explorer and other tools designed to assemble and present data from across an enterprise and the industry at large to drive decisions. The effort is being led by the company’s new chief technology officer, Tim Leonard, who has 30 years of experience in big data analytics. He was most recently an IT executive for General Motors. TMW has a Value Engineering group that consults with customers, assessing their current state of analytics and designing roadmaps to use Data Warehouse Explorer to reach greater levels of maturity, Leonard said. “Analytics by itself won’t drive anything,” he said. “It’s the data that really fuels the capability with various maturity levels of analytics itself. In the future, we are going to evolve the methods and capabilities of how you drive data.” TMW Systems is creating its own big data analytics platform commercial carrier journal | october 2015

technology

InBrief • Omnitracs, a provider of fleet management systems, announced a new Professional Services suite that it describes as a compilation of its tools, resources and services aimed at serving fleets better. • Transportation Data Source, a provider of motor carrier information services, released TDS Carrier OnBoarding, a product designed to provide freight brokers an automated evaluation and approval process for third-party carriers by gathering, validating and maintaining accurate motor carrier qualification information using its database as well as surveys and private-branded onboarding websites. The service is designed for quick configuration to existing systems. • FetchDesk launched a cloud-based platform designed to streamline communications between shippers, brokers and carriers. The company said its mobile-friendly software allows shippers to identify and self-broker qualified and accredited trucks and gives carriers the ability to secure backhaul freight up to eight days in advance. • DAT Solutions announced a new online analytics service designed to provide access to truck and load data for 149 key market areas in North America with the highest concentrations of inbound and outbound freight. A Tableau Web portal displays a set of trucking freight data visualizations with the option to import data into back-office systems. • Stay Metrics, providers of a driver-centric engagement platform and research used by motor carriers to improve their driver retention efforts, announced an“a la carte” menu of services, allowing fleets to select packages based on analytics and feedback or recognition and loyalty, or both. • Orbcomm, a provider of machine-to-machine and Internet of Things technologies, launched Orbcomm Enterprise Connect, a high-speed failover service for wireless devices and applications that leverages 4G LTE to provide WAN connectivity that can be used as a backup to existing broadband connections. • MiX Telematics, a provider of fleet and mobile asset management systems, added a driver engagement platform to its MiX Fleet Manager and MiX SafeDrive applications. Driver scoring is the first online module available through MyMiX, which is designed to provide drivers with key information about their performance.

specifically for transportation. This new “vertical analytics” platform can be used to predict certain behaviors within the industry using structured data from TMW’s product databases and third-party systems. It also will use unstructured data from external sources such as driver messages and social media. A community of data taken directly from customers also will be included for industry benchmarking purposes. At present, the community data is collected using surveys, but TMW is working toward automating an anonymous capture method of key operating metrics from participating customers. “We want to build a community where you can safely contribute and benefit from the data generated by all of its members,” Wangler said. This will provide “deep insight” into what the overall market is experiencing in terms of both the key performance indicators and key operating indicators that drive them, he said. Generating a return Large carriers are most likely to be interested in the new business intelligence offerings, but TMW says the new products can be used by carriers of all sizes. USA Truck uses several optimization and business intelligence tools from TMW Systems. The 2,000-truck carrier has worked with TMW’s Value Engineering team to implement the products to reduce its operational costs. For the past few months, the company has used Data Warehouse Explorer with Visual Analytics, an application that presents metrics in custom dashboards and worksheets called “storyboards.” “The metrics on the storyboard allow (executives) to see everything that is important in a very succinct method,” said Chris Rhoades, chief information officer of the Van Buren, Ark.-based fleet. The business intelligence tools have helped USA Truck invest its time and resources to optimize results, Rhoades said. While small carriers could benefit from

commercial carrier journal | october 2015

Van Buren, Ark.-based USA Truck uses several optimization and business intelligence tools from TMW Systems. The 2,000-truck carrier has worked with TMW’s Value Engineering team to implement the products to reduce its operational costs.

the same technology, the return on investment can be difficult to quantify, said Chuck Radke, operations manager for H&M Trucking, a 200-truck dry van and bulk carrier based in Omaha, Neb. “How is a small carrier going to be able to afford to grab all this data and support it, both the infrastructure and the human side of it, to be able to spread it amongst the change phase?” Radke asked. “When you only have 150 to 200 trucks, you can’t make drastic decisions for the ROI. It takes so much longer.” Small carriers don’t have the manpower to assign a new full- or part-time position for big data analysis, he said. “You can’t afford to run the analytics constantly because you take away from the focus of the business.” Radke suggested another reason why small carriers will take longer to adapt the new technology: At that level, the owner and executives are involved in the sales process, and customers and lanes are more than numbers. “The overall judging of which lanes are profitable still takes human input,” he said. “Big companies rely on numbers, and then they have to give business back. Once I commit to something, we are committed to it.” AArON HuFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call 385-225-9472.

technology

INBrief • FourKites, a provider of freight tracking technology, introduced FourKites CarrierLink, a free mobile app and tracking service for small to midsize brokers to track up to 2,500 truckloads a month; beyond that, per-load charges will apply. FourKites’ aggregated ELD/ GPS data service is not included in the free CarrierLink initiative. • PeopleNet, a provider of fleet mobility technology, announced an upgrade to its CoPilot Truck mobile navigation software in partnership with ALK Technologies. Previously available only on PeopleNet devices with Windows operating platforms, in-cab navigation powered by ALK’s CoPilot Truck application now is compatible with PeopleNet’s Android-based devices. • Telogis, a Software-as-a-Service connected vehicle technology provider, announced a collaboration with AT&T to implement a worldwide network for its suite of telematics, compliance, mobile and navigation software products for truck and car manufacturers. AT&T said its service management platform will allow Telogis to manage the data, devices and services that support its OEM customers. AT&T also is working with Telogis to help with over-the-air updates and provide split-billing capabilities. • SkyBitz, a provider of remote asset tracking and information management, and TMW Systems, a provider of transportation management and asset maintenance systems, announced new enhancements designed to allow customers of both companies to centrally monitor and track trailers via TMW’s TruckMate software to gain real-time operations information, location and cargo status for improved utilization and security. • QuikQ, provider of a cardless direct fuel connection between truck stop point-ofsale and motor carrier enterprise systems, announced an integration with Innovative software from TMW Systems. By using asset, dispatch and driver data from the Innovative IES transportation management system, the integration with the QuikQ Fuel Purchasing System is intended to allow carriers to improve the accuracy, speed and efficiency of the fuel purchasing process, from the back office through the point of purchase. • MacroPoint, a developer of freight tracking software designed to provide third-party visibility into load status by

Taking it to the cloud PeopleNet touts new ConnectedFleet platform

t PeopleNet’s 13th annual user conference, held at the J.W. Marriott Desert Ridge Resort in Scottsdale, Ariz., the company announced a new ConnectedFleet Platform that connects people, equipment and devices to a “fully managed cloud-based vehicle network” that resides in a public cloud instead of PeopleNet’s own data centers. According to the company, this strategy and architecture now makes it possible for third-party developers, fleet customers and PeopleNet itself to use real-time data to support a growing ecosystem of mobile and Web-based applications. The new platform consists of four components. PeopleNet Cloud: This component is not a product, but a term PeopleNet coined to describe its next-generation cloud architecture. Going forward, all of the data collected by its ConnectedFleet platform will be “packaged up” to allow real-time integration with a virtually limitless supply of software applications. The PeopleNet Cloud uses a message-broker design that enables a “publish and subscribe” ecosystem of mobile and Web-based applications. A more simple explanation is that PeopleNet will support a wide range of application programming interfaces (APIs) and protocols to give third parties and customers better access to the data, says Mark Botticelli, chief information officer. John Reed, chief information officer of AIM NationaLease, a full-service leasing company with dedicated contract operations, said he would like to

commercial carrier journal | october 2015

Brian McLaughlin, president of PeopleNet, speaks during the opening session of the company’s annual user conference.

“subscribe” to fuel-level readings from trucks for fuel economy reports and route planning applications. PeopleNet Mobile Gateway: The ConnectedFleet platform is powered by the new PeopleNet Mobile Gateway system. Designed for quick and easy installation in trucks, the PMG is an intelligent device that serves as the central hub for connecting vehicles, drivers, fleet managers and mobile devices – including wearables – to the PeopleNet Cloud. Botticelli describes the PMG as “a cloud on wheels” and “a roaming data center” that has the same integration capabilities as the PeopleNet Cloud but specifically for the vehicle environment. The PMG supports applications, mobile devices, sensors, wearables and other “Internet of Things” in transportation, he says. The PMG operates on high-speed 4G networks and acts as a wireless access point within the vehicle. With this connectivity, users can access vehicle and third-party data such as weather, traffic patterns, dispatch events and route corrections, and also stream video. It also includes the option to open a Wi-Fi hotspot for drivers to connect their personal devices to the Internet. “We want to help companies retain drivers and potentially attract new drivers with these tools,” said Mark Kessler, general manager of PeopleNet’s Trucking division. The PMG now is being factory-installed in all Peterbilt

technology

InBrief tracking the location of a driver’s mobile phone or in-cab ELD/GPS device, announced that Full Circle TMS has selected MacroPoint as its default load tracking application, providing brokers, third-party logistics providers and shippers with real-time location tracking, delivery monitoring and event notifications that enhance the efficiency and profitability of their operations. • Transport Pro announced that the small business version of its transportation management software now is available, providing smaller companies with the ability to streamline essential functions such as load and dispatch management, billing, settlements, fuel card management and safety. • Help Inc., the nonprofit public/private partnership that provides PrePass truck safety bypass services, opened two new sites in Iowa and Oklahoma. The Oklahoma location on eastbound Interstate 40 in Beckham County is about two miles east of the Texas border and is the state’s ninth PrePass-equipped facility and the second to employ weigh-in-motion scales. Iowa’s sixth PrePass site near Avoca, located on I-80 about 80 miles west of Des Moines, is the state’s first with WIM scales. • Drivewyze announced that Mississippi, Colorado, Kentucky, Louisiana, New York, Pennsylvania, Texas, West Virginia, and Virginia all have added or within weeks will add its weigh station bypass service at 37 new mobile sites and weigh stations. • Pegasus TransTech announced that Celadon (CCJ Top 250, No. 35) implemented its Transflo Mobile+ workflow application to provide drivers with document scanning, load tendering and messaging. The Indianapolis-based fleet is using additional aspects of the all-in-one phone app, such as a fully configurable and integrated Driver Portal to give drivers instant access to corporate information, including company news, safety information, training tools and messaging.

Interested In truckIng technology? Scan the barcode or go to www.goo.gl/Ph9JK to subscribe to the CCJ Technology Weekly e-mail newsletter. 46

and Kenworth trucks with Paccar MX 13-liter engines, with commercial availability in the aftermarket imminent. PeopleNet Mobile Software for Android operating systems: PeopleNet Mobile Software now is available for Android operating systems, a development that gives fleets greater access to a range of commercial-grade mobile devices, matched to individual trucks, with a framework to allow and support some level of personal enablement. Fleets can select the PeopleNet ConnectedTablet option or one of many PeopleNet-certified off-the-shelf devices depending on specific needs. For personal enablement, the PMG has a “kiosk mode” that allows the fleet customer to control what apps can be downloaded to company-owned mobile devices. This feature also protects core apps such as electronic logs and messaging from tampering. ConnectedDriver: The ConnectedDriver is a suite of companion apps for PeopleNet’s in-cab platform. The apps are not meant to take over the in-cab display, but rather to allow a driver to stay connected with dispatch, trip messaging and hours-of-service information while away from the truck. The app now is available commercially on Android and Apple iOS devices. The initial launch includes functions to alert the driver that he/ she has received a new dispatch; inform the driver of his/her hours-ofservice availability; and offer readonly messaging. “More and more, drivers are requesting a technology solution that allows them to use their personal mobile devices but also stay connected to their company while on the road,” said Randy Boyles, senior vice president of Mobile Strategy at PeopleNet. Boyles said plans for the mobile

commercial carrier journal | october 2015

The ConnectedDriver suite of apps allows a driver to stay connected with dispatch, trip messaging and hours-of-service information while away from the truck.

app include two-way messaging and feedback features for drivers to review shipper facilities and other points of interest. Boyles also wants to incorporate features to give drivers an accurate view of their on-time performance, time spent at stops and other measures relative to their fleet averages. He also plans for PeopleNet to offer fleets the option to have the app shut down automatically while the vehicle is in motion. Video Intelligence While technically not part of the ConnectedFleet platform, PeopleNet also announced new features for its Video Intelligence system that uses cameras to capture video around the vehicle and a DVR that stores and transmits video to an online portal for fleet managers to review when a critical event occurs. PeopleNet showcased a new business intelligence tool that incorporates safety and compliance information from Vigillo, SpeedGauge and its own data through the PeopleNet Cloud to evaluate and rank drivers based on risk. The application also now has tools for fleets to review and score videos of critical events. The scored videos then can be sent to the cab and to drivers’ phones for review and coaching. – Aaron Huff

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technology

in focus: ONBOARD NAVIGATION

Opening the floodgates Five reasons truck navigation is growing by aaron huff

early all companies that supply mobile fleet management systems have moved to the Android platform within the last four years. Some offer it as an option; for others, it is their only option. Many devices still use a Windows environment, but the main drawback of these more traditional platforms is the inaccessibility to a virtually limitless supply of third-party apps. Truck navigation has been available for more than a decade, and with the emergence of Android in transportation, it has become the most popular addition to the core fleet management applications of driver messaging, electronic logging and workflow. Here are five reasons why: 1. Already included. Some suppliers offer navigation as a centerpiece of their mobile platforms. Rand McNally offers its IntelliRoute TND standalone GPS navigation device and includes the navigation software in its Windows and Android fleet devices. Its HD 100 device enables all of its applications – messaging, electronic logs, navigation and more – to run on any Apple or Android device. Blue Tree Systems has partnered with Garmin to allow its Fleet 670 device to run all BlueTree applications. The device is a durable Android tablet with a 6-inch screen and comes with navigation and lifetime map updates. Blue Tree’s apps include messaging, driver performance and electronic hours of service with HOS Advisor. 2. Compatibility. “Plug and play” is not a term usually associated with mission-critical business applications. Navigation traditionally has been a standalone app, but today it comes with prebuilt integrations with mobile and back-office fleet management systems. Telogis Navigation is one of several integrated components of the company’s cloud-based location intelligence platform that includes route planning and mobile apps for hours of service, plus mobile forms and telematics. 3. Customizable. No fleet owner wants drivers to be hopping between apps while a vehicle is in motion. Minimizing distractions is what led ALK Technologies to build an extensive integration Telogis Navigation is one kit for its CoPilot Truck navigaof several integrated comtion app. Third-party software ponents of the company’s cloud-based location intelli- developers can wrap information from their own dispatch, hoursgence platform. 48

commercial carrier journal | october 2015

Rand McNally offers its IntelliRoute TND standalone GPS navigation device and includes the navigation software in its Windows and Android fleet devices.

of-service, driver performance and other apps into CoPilot’s user interface to improve safety, says Dan Popkin, ALK senior vice president of enterprise solutions. 4. Rapid deployment. As suppliers come out with new Android platforms, navigation is one of the first third-party apps they make available within their own private “Play” stores. This was the case when Zonar released its 2020 Android tablet with ALK’s CoPilot Truck in 2014. CarrierWeb soon will offer a suite of integrated trucking apps with third parties, including TruckerPath, Drivewyze and ALK CoPilot Truck. 5. Journey management. A lot of variables go into creating safe routes, especially during the final mile. Truck navigation apps can be set to provide drivers specific location-based instructions as they cross a virtual geofence boundary. When a truck approaches a loading or unloading site, the apps can read off a set of instructions to drivers and provide warnings before they encounter a dangerous turn or enter a high-theft area, among other possibilities. Telematics provider MiX offers a navigation app from Sygic on a 7-inch Android tablet. MiX has a large presence in the oil and gas industry where strict adherence to routes is critical, says Pete Allen, executive vice president of sales. The company will be adding a journey management tool that integrates route compliance tools with the Sygic app. What’s next? Going forward, another possibility is to include predictive modeling in navigation. Omnitracs Analytics, a division of Omnitracs, has advanced predictive models that identify at-risk drivers for fatigue and accidents. The company is working on a new intelligent routing and navigation product that will give fleet managers and drivers real-time recommendations to lower risk, such as where and when drivers should obtain rest based on the characteristics of the route, their work and sleep schedules and more, says Dean Croke, vice president of Omnitracs Analytics. CarrierWeb soon will offer a suite of integrated trucking apps with third parties, including TruckerPath, Drivewyze and ALK CoPilot Truck.

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EQUIPMENT & TECHNOLOGY Autonomous trucks and platooning Security and energy Self-repairing trucks Trailer design 58

COMMERCIAL CARRIER JOURNAL

| OCTOBER 2015

p. 61 p. 62 p. 64 p. 66 p. 68

WORKFORCE Drivers, turnover and hours of service Owner-operators and driver health Technician shortage

p. 71 p. 72 p. 74 p. 76

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Autonomous trucks, repair-on-demand and cybersecurity challenges

he truck of the future will be bigger, smaller, smarter, connected, green, fuel-efﬁcient and safe. And it will be proﬁtable. But above all else, it will be a vital cog in a global super-economy powered by logistics.

several decades of technological change is the pace at which it will happen. There will be little breathing room from one breakthrough to the next, and it’s likely that fleet managers often will find themselves working to integrate several new, and major, technologies into their vehicles at the same time. The stakes

this while nervously eyeing the horizon

will be high: All projections point to

the edge of breathtaking and un-

as new regulations, size and weight

booming freight volumes combined

precedented challenges. Indeed, the

changes and autonomous vehicles

with relentless pressure for ever-

changes already have begun as fleets

take shape.

faster logistics.

Trucking today is an industry on

break in new telematics programs,

Great rewards await the fleets and

When it comes to making any of

wrestle with wireless communication

these new technologies work reliably

maintenance managers willing to

systems and electronic logging de-

and profitably, all arrows point to the

tackle the coming technology boom.

vices, experiment with new fuels and

fleet manager.

Will you be among the next genera-

propulsion systems and adapt to ultrafast electronic control modules – all of

Perhaps the most exciting – but

tion of trucking pioneers? – JACK ROBERTS

worrisome – thing about the next

GET MORE TRUCKING’S FUTURE NOW Go to ccjdigital.com/future for additional coverage, including video interviews, presentations from the Trucking’s Future Now event in Dallas and an interactive decade-by-decade timeline. COMMERCIAL CARRIER JOURNAL

| OCTOBER 2015 61

Can autonomous truCks stay the Course? truCks will be where

When it comes to au-

the future literally meets the

tonomous trucks, OEMs

road. And while the idea of

must make a strong case for

autonomous vehicles may

vehicle automation given the

seem far-fetched, technology

$30,000 to $50,000 upcharge

forecaster Paul Saffo says

for the technology and the

they are already here.

fact that they still require a

“We already have robotic

driver for some time, says

cars driving around all over

Sandeep Kar, global vice

Silicon Valley,” Saffo says.

president of automotive and

“Lower-speed Google ro-

transportation research for

botic cars are actually being

Frost & Sullivan. Still, it is not

used to pick up and drop

a question of how autono-

off passengers today. These

mous trucks will enter the

things are going to start

market, but when. “Our forecast is that by

appearing on our highways for use by real human beings

2025, we expect 8,000

– not just engineers testing

autonomous trucks to be

them – before 2020.”

sold globally,” Kar says.

When we get autonomous trucks, “I hope the robots get hungry and have good taste, because I can’t imagine traveling without stopping in truckers’ cafés.”

— Paul Saffo, futurist

“About 3,000 of those trucks

have changed over the

think the trucking world will

will be operat-

years, from features like

advance faster with autono-

ing in North

power steering to auto-

mous technology than the

America.”

matic transmissions to cruise

automotive world because

control, and now we’re

there’s more incentive for

automation will

adding driverless features,”

fleet owners to adopt it –

be introduced

Frey says. “That trend will

mainly the enduring short-

in baby steps,

continue until we get to

age of truck drivers.”

says futurist

fully driverless cars. But I do

Vehicle

Thomas Frey. “Think about the way cars

how not to drive an autonomous truck

CCJ equipment editor Jack roberts added an autonomous endorsement to his commercial driver’s license in las Vegas last month. Go to www.ccjdigital.com/future and check out the video to learn about his experience. 62

commercial carrier journal

| october 2015

– JACK ROBERTS

in May, Freightliner introduced the inspiration, the first commercially viable autonomous truck. While not yet available for purchase, thanks to legislative changes, it will cruise with public traffic all throughout the state of Nevada as Freightliner engineers test its capabilities and refine its operating parameters.

In 2013, C.R. England worked with Peloton on a test drive to validate fuel economy gains from its platooning technology. It showed fuel consumption reductions ranging from 4 to 10 percent.

Will platoons of trucks traverse our highWays? Platooning – “connecting” tractor-trailers wirelessly as a convoy to coordinate their operation and control as they move down the

road –“will be the first step in truck automation,” says Josh switkes, founder and chief executive officer of peloton technology, an early

leader in developing platooning efforts. “it allows us to put trucks much closer together while still increasing safety because we have an automatic reaction to events by the rear truck.” peloton’s truck platooning system is an integrated safety, efficiency and analytics platform that builds on advanced safety technologies such as collision mitigation and adaptive cruise control systems. the system couples trucks electronically through a combination of vehicle-to-vehicle communications, radar-based active braking systems and proprietary vehicle control algorithms. the results, switkes says, are enhanced collision avoidance capabilities and increased fuel efficiency for the front and rear trucks in a two-truck platoon. “this provides a great fuel economy increase on both the front truck and the rear truck from aerodynamic advantages,” he says. “it’s really intended to help drivers do their jobs better and safer.” a study of peloton’s system by the north american council for Freight Efficiency and C.R. England, using the industry-standard sae type ii test, showed reductions in fuel consumption of 10 percent for the rear commercial vehicle and more than 4 percent for the front vehicle. that’s what prompted volvo group venture capital, a subsidiary of the volvo group, to invest in peloton, which also is developing a platooning network operations center, a cloud-based service to help trucks find platooning partners, collect vehicle and driver data and allow the approval or adjustment of platooning parameters. – JACK ROBERTS

commercial carrier journal

| october 2015 63

can future trucks be ‘hack-proof’? fleets. They could access information

a lucrative target for high-tech thieves.

What energy Will poWer tomorroW’s trucks?

for review, but to communicate directly

Organized crime rings already can jam

While there never may

with the CAN bus to shut down the en-

the signals of GPS systems or “spoof”

gine, lock the doors or perform other

them to report false positions, says

functions, they needed expensive

Guy Buesnel, a vulnerabilities expert

talking to a truck’s controller area netWork – CAN bus, for short

from gaining access and control over some vehicle functions. Trucks with valuable cargo in tow are

– used to be a one-way street for most

for Spirent.

aftermarket solutions. In the future, trucks will have

increased connectivity will make trucks of the future – especially those carrying high-value cargo – vulnerable to hacking.

Spoofing technology can make finding a

an ever-increas-

stolen vehicle

ing amount of

difficult, and

options to con-

as autonomous

nect to more

trucks hit the

than just their

roads, savvy

data. Remote

hackers might

updates will

lead these

be possible

trucks off route

for systems

by tampering

and compo-

with GPS sig-

nents, from the

nals to confuse

onboard navigation systems in the cab

their onboard navigation systems.

to the firmware of the engine, trans-

Anti-jamming and -spoofing applica-

mission and more. Within a few years,

tions will be needed to prevent this

truck engines could be updated in real

scenario, Buesnel says. Some cars already are being

time to have the optimal horsepower and other specs based on location.

physically redesigned to reduce the

However, this connectivity expansion

impact of cyber-compromise, says

poses security risks. Car manufacturers

Matt Carpenter, a vehicle security

already have had to address vulner-

expert. Meanwhile, large trucks have

abilities in order to prevent hackers

been slower to adopt new whiz-bang technology such as infotainment

“As autonomous trucks hit the roads, savvy hackers might lead these trucks off route by tampering with GPS signals.” — guy buesnel, spirent

commercial carrier journal

| october 2015

be a fuel as ideally suited to

long-haul trucking as diesel, it’s

a sure bet that fleet managers of the future will have new power

sources at their disposal – both on and off the road.

“I think in the short and me-

dium term that diesel is still go-

ing to be the predominant fuel,” says Derek Rotz, with Daimler Trucks North America. “Even

looking out to the next 20 or 30 years, you’ll see some inroads

with natural gas, but diesel will still be the main player. What

may change is the composition of the diesel fuel. It may come from more bio sources as opposed to petroleum.”

Technology forecaster Paul

Saffo sees the trend toward

electric vehicles starting to influence truck design. “Think about

diesel freight engines on railroad tracks,” he says. “That’s actu-

ally an electric vehicle. It gives

you better torsion. The moment

you have a robotically controlled vehicle, it’s just a lot easier to

systems, which gives them fewer dangerous attack vectors, Carpenter says. “The connectedness profile of trucks looks a bit different than most cars, so they may have a small buffer, which may provide them a little more time to address security issues,” he says. – AARON HUFF

solar-powered trucks are in development, but power storage, especially in long-haul applications, remains a concern.

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get fine control if your propulsion system is also electric.”

Taking that trend toward hy-

brid electric systems also makes

fuel cell technology easier, Saffo

says. “Whatever shift we make is not going to be because of the

cost of fuel,” he says. “It will be

the cost of maintenance and the

in the future, remote diagnostics could eliminate dealer visits and downtime, especially for easyto-fix computer updates.

needs of increasingly automated systems. It’s going to shift over because we need the higher

performance and control that electric brings.”

Futurist Thomas Frey foresees

Will future trucks repair themselves?

experimentation with many nonfossil fuel power sources. “Solar and wind are taking off like

rockets,” he says. “We’re putting up solar panels and wind farms

photoelectric cells is going down. “The gasoline industry is not

going to go away, but it will start

real close to the peak use of gasoline in the world. We hit the peak

each vehicle could be programmed

only way a truck could communicate a

for the specific route to optimize fuel

failure to its driver.

economy based on terrain, load type and

“With FOTA, in a number of years,

weather and traffic forecasts,” says Mike

jor tool in helping fleets and technicians

McQuade, co-founder and chief strategy

find and resolve faults – in many cases

officer for Zonar. Remote updates

before they lead to

number of car use in the United

also could eliminate

downtime.

States in June of 2005, and it’s

dealer visits and

If that sounds like

been declining ever since.”

– JACK ROBERTS

Star Trek technology,

downtime for quick-

what lies ahead is

fix computer-based

as much Engineer

issues, says Stephen

Scotty as it is Mr.

Roy of Mack Trucks.

Goodwrench. “Probably the next Holy Grail is over-

an all-makes open architecture may be needed for cloud-based diagnostics and remote service updates to evolve further.

But as these types of cloud-based technologies interact with the vehicle, some

the-air updates,”

– thomas frey, futurist

commercial carrier journal

ous dash-mounted light used to be the

Now, the truck itself has become a ma-

declining,” Frey says. “I think we’re

optimize trucks based on each trip.

cataStrophic event, a small ambigu-

everywhere, and the price of

When it comes to solar and wind, “the piece of the puzzle that’s missing is storage. How do we store power from one day to the next?”

Short of a major and obviouS

says Andy Weiblen, director of product

believe they will need to be developed

planning and strategy for Peterbilt. “We’ll

with open architecture, allowing for more

be able to see what’s the problem with

of an all-makes approach for remote

the truck [and] fix the truck while it’s at

service, diagnostics and updates.

its next shutdown, or even while it’s on

“[Open architecture is] going to help

the road – sending it the right software

us on the service-lane side when we start

update and telling it ‘Go change these

integrating with dealership management

parameters to resolve that issue going

systems,” says Michael Cerilli, Navistar

down the road.’”

vice president and general manager for

Remote updates – or Flashing Over The Air (FOTA) – also could help fleets

| october 2015

Connected Vehicles. – JASON CANNON

888.657.3906

Many of the fuel-efficient add-ons we see on trailers today will be integrated with the standard design in the future, OEMs say.

Will We recognize the trailers of tomorroW? Trailer design Today is a series

coefficient of drag results in higher

tracking systems into new trailer

of compromises between cargo

fuel economy and less GHG emissions

designs is yet another piece of the

space, weight and fuel economy.

for the tractor-trailer combination,”

puzzle. Giromini points to the so-

Meanwhile, new technologies are

Giromini says. “Additionally, we are

called “Internet of Things” that will al-

pushing OEMs to reevaluate long-

constantly looking at the balance be-

low fleets logistical transparency and

standing designs and look at how

tween weight and design.” About 60

flow into all facets of their operations.

trailers will be used in the future.

percent of fleets today are in weight-

With the announcement of Phase II of the U.S. Environmental Protection

sensitive applications, he says. The trailer is the final frontier for

“We’re rapidly moving from IoT being a possibility to more of a reality,” he says, with the challenge being

Agency and Department of Trans-

major aerodynamic improvements

merging truck technology and trailer

portation’s proposed fuel economy

in the tractor-trailer combination,

technology effectively.

and greenhouse gas regulations, the

says Charlie Willmott with the Strick

trailer is becoming a more significant

Group, Daimler Trucks’ partner for its

“smart” trailer systems being fully

part of the overall equation, says Dick

2015 SuperTruck. “The end result will

integrated with the tractor to provide

Giromini, president and chief execu-

be far superior to today’s van prod-

enhanced telematics, sensors for

tive officer of Wabash National.

ucts,” he says.

self-inspection, predictive analytics for

“Designing a trailer with a lower

Integrating telematics and GPS

In the near future, Willmott sees

diagnostic maintenance, data for better driver and management operating

“As technology continues to develop and become more affordable, it is likely that you will see more and more ‘smart’ technology being incorporated.”

— dick giromini, Wabash national

commercial carrier journal

| october 2015

visibility and control, improved public safety and security, and reduced cargo loss and theft. “Van trailers 10 years from now will bear little resemblance to the trailers of today,” he says. – JACK ROBERTS

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New, tech-savvy roles for drivers, independents and technicians

ear. That’s the feeling many in today’s trucking workforce have when they think about tomorrow’s technology and what it means for their jobs. And the future does hold major changes, from eliminating many of the main duties that occupy today’s drivers and technicians to health advances that could mean a more vibrant, ﬁt labor pool. But despite truck drivers’ concerns,

policemen and construction workers – will still play critical roles. Even the beleaguered owner-operator business model, long rumored to be on its deathbed, will reinvent itself yet again, experts predict. The leased model will give way to more true independents who will use ﬁnancial and logistics technologies to service a range of carriers, brokers and shippers and to specialize in certain types of freight or speciﬁc lanes. “The thing to keep in mind is that humans create the economy,” says futurist Thomas Frey. While jobs will change and

When the truck stops, there’s still the

even fully autonomous trucks don’t take

need to take inventory, sign forms and

new skills will be learned, ultimately, “we

humans out of the picture, renowned

keep track of things, he said. “Robots are

want to keep people employed because

physicist and futurist Michio Kaku said

bad at nonrepetitive tasks,” meaning jobs

they are the economic engines that drive

during the Commercial Vehicle Outlook in

critical to our economy and society as a

everything.”

Dallas in August.

whole – truckers, dock workers, ﬁreﬁghters,

– LINDA LONGTON

| OCTOBER 2015 71

WIll DRIVeRS STIll DRIVe?

aS IncReaSIngly automated vehicles no longer require full-time operators, the long-haul driver job will shift to that of an in-cab systems manager, a role that trucking futurists refer to as the “captain of the ship,” a job similar to that of an airline pilot. Automation will replace on-highway tasks such as changing speeds, braking and steering, and potentially take over more complex tasks such as changing lanes and exiting highways. Instead, drivers will perform higherlevel technical work such as monitoring diagnostics systems, optimizing routing, communicating with other truck operators to form on-highway platoons and handling some of the

Truck drivers take note: “Robots are bad at non-repetitive tasks.”

— Michio Kaku, physicist and futurist

dispatch and loadfinding responsibilities. They’ll also keep eyes on the host of complex autonomous, telematics and other smart systems that will grace trucks’ dashes. And they will be on guard to take control of the vehicle if needed. Drivers still will do some of the same nondriving work as today, such as load securement, walkarounds and other pre- and post-trip duties.

Predictive analytics will help match drivers to the fleets that best meet their work preferences.

But some levels of automation could replace even those tasks. Paul Menig, chief executive officer of Tech-I-M, a strategic management and business consulting firm, envisions a day when truckers can pull into a truck stop and be done with their day’s work. “I could get out of the truck at the fuel island, say ‘goodbye truck’ – I am now relieved of duty,” Menig says. “The truck would finish fueling, finish getting its diesel exhaust fluid, do its diagnostic check, and then it would go park itself. And I can go get in line for a shower.” – JAMES JAILLET

commercial carrier journal

| october 2015

WILL TECHNOLOGY ELIMINATE TURNOVER? Say hello to a future with-

“The big gains [from

out the hassle of 90 percent-

predictive analytics] are in

modeling, which uses forecast-

their work preferences and

plus driver turnover. Predictive ing data to create a statistical model of future behavior, is

about to change the retention game.

understanding drivers and

matching them to the right

company,” says Dean Croke, vice president of Omnitracs Analytics, whose data work

HOW WILL HOURS OF SERVICE AND PAY CHANGE?

The coming adopTion of autonomous trucks and platooning raises the question of whether hours-of-service regulations will be changed to treat a driver’s on-duty time differently if he’s getting a form of rest. Giving drivers relief from stressful tasks such as navigating dense traffic and the fatigue that comes with always staying vigilant behind the wheel could open the door for loosening some regulatory burdens that truck operators and fleets face now, such as increasing maximum on-duty time or at least easing HOS regulations. “[Automation] shifts the whole job as we know it today,” says John Elliott, CEO of Load One, a Taylor, Mich.-based fleet. “[We could] see workload rules that apply to what that world is and not the world today.” Similarly, per-mile-based pay likely will migrate toward timebased pay models or even salaries for company drivers and percentage-of-load for independent owner-operators. Gordon Klemp, National Transportation Institute principal, has seen more hourly pay packages for company drivers from carriers of all kinds as freight regionalization in both van and reefer segments continues to intensify and haul lengths decline – dynamics expected to continue in the future. While hard to imagine today, some futurists such as Thomas Frey predict drivers in automated trucks could use their downtime to do freelance work.

For leased owner-operators, percentage pay has become more prominent in recent good economic times, says Todd Amen, president of ATBS, the nation’s largest owner-operator business services firm. As rates heat up, the percentage pay model is often the best way for an independent to

encompasses safety and

These analytics provid-

retention.

ers and their clients have

Stay Metrics, which uses

tial of predictive analytics, but

That’s also the focus for

driver surveys and recognition

and reward programs to boost retention. The industry has

glimpsed not only the potenalso the necessity of using

data tools to stay competitive. “It’s just coming so fast,”

long used a generalized ap-

says Steve Bryan, CEO of

but the future lies in analyz-

of data from the Compliance

proach to fight high turnover, ing individual fleets’ unique

qualities, says Craig Kinnear,

the company’s insights strategist. While some fleets can

be outwardly similar to each

other, less tangible differences in their corporate cultures can

produce much different results in retention.

Vigillo, the leading cruncher Safety Accountability pro-

gram. “You see big numbers – 40, 50 percent increases in

profitability and revenues for

those that really embrace this new data world. So it’s going

to be hard to see how you opt out of that.”

– MAX HEINE

maximize earning potential in a leased operation. Percentage also is the pay method most closely associated to true independents operating with their own authority. As the concern for greater autonomy grows for such independent contractors (see “What will happen to owner-operators?” p. 74), percentage pay is likely to remain the dominant model, Amen says. – JAMES JAILLET and TODD DILLS

With autonomous trucks, “We still need that person behind the wheel… but we don’t want them just sitting there.”

— John elliott, Loadone ceo

commercial carrier journal

| october 2015 73

WHat Will HaPPeN tO OWNer-OPeratOrs? tHe PerceNtage of trucks

closely with more than one

on the road controlled by

carrier and may even “pull a

leased operators and indepen-

Schneider or Swift trailer from

dents with their own authority

point to point and then get

was about 10 percent 25 years

someone else’s trailer to go

ago, says Todd Amen, presi-

back,” Thompson says. Having

dent of ATBS, the nation’s larg-

multiple business partners will

est owner-operator business

provide greater independence

services firm. Those numbers

for owner-operators and could

are holding steady today and

relieve carriers from the threat

won’t change significantly by

of misclassification challenges

2040, Amen predicts.

to employee-independent contractor status

What will change is the

so prevalent

relationship

today. Telematics sys-

between leased operators and

tems in virtually

carriers, says Jay

all trucks will give

Thompson, prin-

owner-operators

cipal of Transportation Business

embracing technology will help future owner-operators be more business-savvy.

tools to make better business decisions. “You’ll

Associates, a provider of transport business

be able to do a better job of

development, marketing, con-

personal time-planning and

sulting and training services.

managing your log time,”

Technological advancements

Thompson says. “Information

that will unite the financial

sharing [with shippers and

side of the owner-operator

receivers] will make the flow of

business with the systems of

freight in and out better.”

multiple carrier and brokerage

Such technological ad-

partners will make it easier for

vancements will create “an

independent contractors to be

increasing kind of osmosis

truly independent, Thompson

between the big guys and the

says.

small guys,” he says. “I see it

Tomorrow’s owner-operators likely will specialize in a lane or

all as an area of opportunity” for small businesses.

within a set geography, work

– TODD DILLS

Technology will let owner-operators be independent and “not tied to massive companies.”

— todd amen, president, atBs

commercial carrier journal

| october 2015

telemedicine will improve driver health by letting doctors supervise them via smartphone wherever they are.

WILL DRIVER HEALTH IMPROVE THROUGH TECHNOLOGY? “We might not be far from using baseball hats or T-shirts equipped with special sensors that could notify the vehicle when the driver is falling asleep.”

— Bertalan Mesko, medical futurist

Medical futurists

predict a healthier out-

look for truck drivers, a profession plagued by high levels of obesity,

smoking, heart disease and diabetes, all com-

pounded by a nomadic lifestyle that can make

getting proper medical care difficult. Fortu-

nately, technological

advancements eventually will alleviate these concerns, says Berta-

lan Mesko, Ph.D. and medical futurist.

“I believe that much

like remote diagnos-

tics for truck engines,

remote care or telemedicine will play a large role in

truckers’ health care,” Mesko says. Doctors will super-

vise their patients via smartphones wherever they are located and instantly view an online, updated health

profile. Whenever a driver needs medical attention, they will be able to open an application on their device and get access to a doctor via a video consultation.

When it comes to managing chronic conditions, the

ongoing “wearable revolution” offers many cheap and

effective

Promoting the technologically advanced nature of the diesel technician’s role could bring younger people — who grew up with smartphones — into the industry.

devices

that can

measure

vital signs

and health

parameters such as

heart rate, breath rate,

tempera-

ture, blood glucose, oxygen satura-

tion, stress physical

activities or attention, Soon tears could measure blood sugar levels with the help of a special contact lens.

Mesko says.

A con-

tact lens

patented by Google measures blood

glucose levels from tears. In the case of truck drivers, digital tattoos could

notify them through their smartphone

CAN TECHNOLOGY SOLVE THE TECHNICIAN SHORTAGE? COmbINE TOmORROw’S techno-

evolving service bay will become a

logically sophisticated trucks with a

recruiting point.

younger generation more acclimated

technician position more desirable,”

you just might have an answer to the

he says. “It’s becoming more of a

technician shortage, experts say.

professional-level job.” Technicians

if there is a medical issue that needs attention.

Eventually, says futurist Jim Carroll,

“We will move from a health care system that fixes people after they are sick to one that offers preventative

“We hope it makes the service

to computers than wrenches, and

“There’s such advancement in the

who are able to grasp ever-changing

technology that it’s become way

innovations quickly will be in higher

more difficult to find the right type

demand in tomorrow’s shops be-

of skill set,” says Joe Edmonds,

cause they will be key in reducing

Navistar’s project manager for mo-

fleet downtime.

bile service lane technology. “The

“We’re already getting to the

days of the old-school technicians,

point where we have to have more

with all the little tricks they know,

and more (technicians) that are

have long since passed.” And with

capable of using a computer and

onboard computers such a critical

helping diagnose and solve some

component, “we need someone who

of the early issues before you get to

is going to understand down to the

the technician who is actually touch-

actual communication that is going

ing the component,” says Stephen

his glucose, blood pressure, pulse,

through the vehicle.”

Roy, president of Mack Trucks North

data is stored in a cloud, and a doctor

technicians retiring already outpaces

see this as a way to drive workshop

the younger tech-savvy workers

efficiency, and we do that because

entering the field, Edmonds hopes

we can better diagnose the truck.”

diagnostic medicine and treats them for the conditions the data shows they are likely to develop.

“Imagine a trucker settling into his

seat before he starts his route,” Carroll says. “The seat has sensors built

into it and armrests that can measure temperature and body motions. The can remotely receive alerts and access the data.”

– CAROLYN MASON

commercial carrier journal

As the number of heavy-truck

the computer acumen required in the

| october 2015

America sales and marketing. “We

– JASON CANNON

Jason Cannon

level, daily

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Drones, on-demand deliveries and the promise of global roadways

magine a day when a 91,000-pound autonomous truck picks up a load of wheat in North Dakota, travels west across Canada into Alaska and over the newly completed Bering Strait Crossing, and then reaches its destination in Russia.

encompass everything from deliveryby-drone to Uber-like parcel delivery solutions, experts say. Already, countries such as Japan are ﬁnding new ways to meet consumer needs, says Sandeep Kar with Frost & Sullivan. There, commuters stepping off the train are faced with an LCD screen advertising groceries. “You tap the screen, order your groceries and give them

American Trucking Associations predicts

your address,” Kar says. “By the time you

when the current political climate makes

U.S. freight tonnage will increase 28.6

get home, it’s delivered.”

even maintaining our existing infrastruc-

percent. While trucking remains the

ture difﬁcult. Yet, futurists highlight the

dominant mode of freight transportation,

moving tomorrow’s freight is anybody’s

increasing globalization of our economy

its share dips slightly as pipelines pick

guess. What’s certain is we must embrace

and the need for trucking to ﬁnd ever

up a bigger piece due to huge growth in

some combination of technology and

more efﬁcient ways to meet the freight

energy production.

infrastructure improvements to keep the

It’s hard to envision such a scenario

demands of the world’s population over the coming decades. Over the next 11 years alone, the

What advancements are in store for

United States competitive in an increas-

Technology’s role in developing

ingly connected global economy.

the freight infrastructure to meet that demand is large and growing and could

– LINDA LONGTON

| OCTOBER 2015 79

are We ON a PatH tOWarD GLOBaL HIGHWayS? “We are mOvING tOWarD an era of mega-

Mega-bridge: Bering Strait to Russia Mega-bridge: GibraltarAfrica

projects,” says futurist Thomas Frey, pointing to four primary bridge projects under discussion now that could connect the planet in previously inconceivable ways. “We’ll finish the Pan-American Highway with a 25-mile bridge over the Darien Gap in Panama,” Frey says, referring to the 30,000-mile route that stretches from Prudhoe Bay, U.S., to Ushuaia, Ar-

Mega-bridge: Darien Gap, Panama

Euro-African Highway

gentina, and the 60-mile stretch of rainforest that, due to environmental concerns, is its only missing link. “If we were actually able to connect that stretch, we would see trucks hauling freight back and forth between

mega-projects with intercontinental bridges could have huge implications for trucking.

North and South America and could potentially double the size of the trucking industry.” Frey also cites another bridge project in Gibraltar that would connect Europe with Africa, another to connect Japan and Korea and the potential for a land bridge across the Bering Sea connecting

Next year, the Panamanian

Such mega-projects could have huge implications for trucking and advancing the middle classes around the globe, says Frost & Sullivan’s

larger lock system could usher

part of its nine-year $5-bil-

for ports along the U.s. gulf

new shipping channel locks as

sion project. whereas cargo

ships with only 5,000 20-foot

equivalent unit capacities can

pass through the canal today,

Sandeep Kar. “In that scenario, the United States, with its already-advanced factory farms, will feed the world,” Kar says. “In 50 years, it might not be at all unusual for an autonomous truck to leave a farm with a load of grain and drive all the way to Russia.” – JACK ROBERTS commercial carrier journal

| october 2015

the impact of the canal’s

government will open the

lion Panama Canal expan-

Alaska and Russia.

How will tHe Panama Canal exPansion affeCt freigHt Patterns?

the expansion will allow “new Panamax” ships with capacities of 12,000 teUs to reach certain east Coast ports for

the first time via the 100-yearold canal system.

in a new era of ocean freight

Coast and eastern seaboard.

Various studies on the project’s impact on port activity range

from 10 to 25 percent of asia-

to-north america ocean freight shifting from west Coast ports to those on the east Coast,

creating the potential for in-

creased trucking operations in the south and northeast.

But experts say any changes

WILL ‘SMART’ INFRASTRUCTURE END CONGESTION? FROM ELECTRONIC BEACONS in guardrails that

warn vehicles to steer clear, to systems that minimize congestion by optimizing routing and traffic signals, the potential benefits of smart infrastructure abound. And yet, “We can’t even keep our roads free of potholes,” insists the University of Minnesota’s David Levinson. “The likelihood that we’re going to make them smart is far-fetched.” The political and financial roadblocks to infrastructure investment are big reasons why the private sector has leap-frogged government, focusing on vehicle-to-vehicle versus

Mega-bridge: Japan-Korea

vehicle-to-infrastructure communication, experts say. Longer term, that must change, says Sandeep Kar of Frost & Sullivan. “Smart infrastructure that communicates with vehicles will be vital,” Kar says. “Right now, if we repave a road, we make it better, but we don’t make it ‘smarter.’” That’s why platooning and Level 3 vehicles will occur ﬁrst, while Level 4 vehicles, which rely heavily on smart infrastructure, will be much farther out, he says. When that time comes, big data will play a critical role in maximizing the possibilities, predicts Daimler’s Derek Rotz, who foresees using data to “further ﬁne-tune the vehicles, how they’re driven and what

Four primary bridge projects under discussion now could connect the planet and make trucking a truly global industry.

routes they’ll take.” While that will solve some problems, new ones will emerge, says futurist Paul Saffo. “We’ll have robot congestion” caused by people who insist on owning their own robotic cars rather

in freight patterns as a result

Port of New York/ New Jersey

of the Panama Canal expansion

Baltimore

will be evolutionary, not revo-

Norfolk, VA

lutionary. “It’s going to take a

than using them in Uber-like fashion, Saffo says. “Instead of worrying about a parking spot if they go to dinner in San Francisco, they will just tell their robotic car to keep driving around the city

while to play itself out,” says

Charleston, S.C.

David Levinson, transportation

until it’s needed.” – JACK ROBERTS

Savannah, GA

chair at the University of Minnesota. “The capacity at East

Coast ports is another issue.”

Also, according to a recent

Wall Street Journal report,

warehouse capacity at major East Coast ports increased

only 1.2 percent between 2012 and 2014, which could create major constraints.

– JEFF CRISSEY

Houston

Port of Everglades Port of Miami

Ports that are or will be capable of receiving post-Panamax ships by the time the canal expansion is complete include Norfolk, Va., Baltimore, New York/New Jersey, Houston, Charleston, S.C., Savannah, Ga., Miami and the Port of Everglades, Fla. Dredging, surface infrastructure, warehousing and rail improvements are currently underway at these locations to accommodate the additional freight.

In the future, “trucks will be smarter, freight will be moved faster, and the whole process will be more efficient.”

— Sandeep Kar, Frost & Sullivan

COMMERCIAL CARRIER JOURNAL

| OCTOBER 2015 81

HOW WILL DEMOGRAPHICS, CONSUMER DEMANDS AFFECT FREIGHT? Increasing size and weight limits would prevent fatal truck crashes, cut emissions and save diesel fuel, transportation experts say.

WILL BIGGER, HEAVIER TRUCKS INCREASE COMPETITIVENESS? NEWS FLASH: The United States has the

The limited efﬁciency of the U.S.

worst truck freight efﬁciency of the world’s

trucking industry today causes consum-

developed countries. That was the sober-

ers and society at large to lose or lag in

ing ﬁnding delivered by University of Michi-

key areas. Just a 10 percent reduction in

gan professor John Woodrooffe during a

truck mileage, Woodrooffe said, could

panel discussion at the 2015 Commercial

prevent 330 fatal truck crashes a year,

Vehicle Outlook in Dallas.

cut about 30 million metric tons of CO2

The reason, Woodrooffe said, is size

emissions annually and save about 10.6

and weight limits that have been frozen for

billion liters of diesel. The kicker, he said,

30 years. “The U.S. is the least productive

could be about a $16 billion boon to the

country in the world when it comes to truck

U.S. economy.

productivity,” he said.

Barring congressional action on the

Could vehicle automation and highly

DELIVERY OF CONSUMER GOODS is headed back to the future, with a resurgence of signal-based or on-demand delivery systems akin to leaving your empty milk bottles on the front step, says David Levinson with the University of Minnesota. For instance, Amazon Dash is a computer chip button you press to send an alert when your laundry detergent is running low and have a reﬁll delivered to your door. In many large cities, you already can have groceries delivered – sometimes within the hour. “Historically, people went out shopping and brought stuff home,” Levinson says. “They were essentially their own logistics providers for the last mile.” But as online retail grows to 10 percent of sales and higher, the last mile of shipping will be more

matter before automated vehicles become

evolved telematics and connectivity

prevalent, automation could pave the way

change that?

for legislation to allow larger or at least heavier vehicles on U.S. highways.

“Increasing truck size and weight will level the playing field between the U.S. and key competitors like the European Union, Canada and Mexico.”

– John Woodrooffe

COMMERCIAL CARRIER JOURNAL

| OCTOBER 2015

Increasingly automated systems that decrease both driver fatigue and crash risk also could mitigate the potential safety risks of trucks weighing 100,000 pounds or more. Subsequent changes to size and weight rules could allow more efﬁcient movement of U.S. freight and deliver on Woodrooffe’s predictions. – JAMES JAILLET

Under a ‘hub-and-spoke’ system, large trucks will move freight between mega-cities, with smaller trucks taking it from there.

Amazon

amazon’s dash lets you instantly order detergent, groceries, personal care items and pet food with the push of a button.

significant. He believes we’ve reached “peak big box” and that Wal-Mart or Target eventually might become less stores and more warehouses for order fulfillment by a third party and perhaps even a robot or drone. Such changes will be more prevalent within the next 20 to 30 years when 70 percent of the global population will live in urban areas, says Frost & Sullivan’s Sandeep Kar, who envisions a hub-and-spoke system “with large trucks moving freight from megacity to mega-city, and then smaller trucks taking it from there.” Driving these advancements will be an aging population that will demand front-door delivery and younger consumers whose world is run by smartphones and wearables, Kar says. – LINDA LONGTON, JEFF CRISSEY AND JACK ROBERTS

“Do parcel delivery drivers have special skills, or could amateurs replace them – as with Uber?”

commercial carrier journal

They already

do, says technology forecaster Paul Saffo. While a robotics company in Tijuana uses drones to deliver parts several times a day between manufacturing plants, other applications are not exactly legal. “Our customs enforcement is catching a couple of drones a week trying to move cocaine across the border,” he says. Before long, Saffo says, companies will deliver high-value goods such as (legal) drugs via drones, especially “in the developing

robotic deliveries could drive down labor costs, which could make many of today’s too-expensive items more affordable to the masses.

world where you don’t have the infrastructure” to make

peoples’ homes. “This assumes robots

conventional deliveries efficiently. The

will be able to be mass-manufactured

biggest roadblocks to faster adoption

with these skills for a reasonable price,

of delivery-by-drone in the United

which we’re sort of taking as a given,”

States are regulatory and legal, ex-

Levinson says. Robotic deliveries have

perts say. Rules proposed in February

the potential to drive labor costs out

by the Federal Aviation Administration

of the system, which could make many

for commercial drone use forbid them

items that are cost-prohibitive today

from carrying any external weight,

more affordable, he says.

such as a package, and require the

– david levinson, University of Minnesota

WILL DRONES AND ROBOTS DELIVER THE GOODS?

Whether it’s drones or robots, Saffo

operator to keep their drones in sight

says, the “logistics chain is going to

at all times.

become a lot more intelligent and ever

David Levinson, transportation chair at the University of Minnesota, imagines a time when robots will deliver goods to

| october 2015

more complex.” – LINDA LONGTON, JACK

ROBERTS AND WAYNE GRAYSON

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IS THE FUTURE OF INSPECTIONS WIRELESS?

WILL TRUCKING EVER BE ‘UBER’-IZED?

With onboard sensors

mating inspection procedures

app-based car service

already monitoring a truck’s criti-

where possible also has been

cal safety systems and telematics

discussed, concerns remain – es-

units becoming more prevalent,

pecially when it comes to privacy.

the answer, experts say, is yes.

“How much data collected by

Within 15 years, a truck pass-

automated roadside systems on

ing a scale or a mobile enforce-

carriers will be made available to

ment unit could record an au-

the public?” Vaughn asks.

tomatic clean – or not-so-clean – inspection in state and federal

Others fear the federal government is building a system

systems, says

that could

Jay Thomp-

compete

son of

with existing

Transporta-

privately-

tion Business

held systems

Associates.

such as

Such systems

PrePass and

could help

Drivewyze

correct

that perform

problems

some of the

more quickly

same func-

while reduc-

tions. “Is that

ing hassles that come

by 2030, a truck passing a scale or a mobile enforcement unit could record an automatic inspection in state and federal systems.

the appropriate federal role?” asks

with today’s

Steve Keppler, formerly with

roadside inspections. The goal of the Federal Motor

the Commercial Vehicle Safety

Wireless Roadside Inspection pro-

Congress is considering these

gram – set to launch a multistate

issues, including whether to con-

test before yearend – is to increase

tinue funding for the program.

the number of inspections by

But as regulations continue to

retrieving real-time safety data at

eat into carrier productivity, wire-

roadside without direct interac-

less inspections might be one

tion between the driver and law

way to give a little back. – TODD DILLS

enforcement. “It will give a recommendation to the inspector at the site to either inspect or don’t inspect,” says Steve Vaughn of PrePass provider Help Inc. While auto-

“We’ll have sensors on certain things that will throw a red flag for a closer look.”

– Jay thompson, transportation business associates

commercial carrier journal

| october 2015

ness upside down seem-

ingly overnight, and a bevy

of apps have been released in recent years claiming to

be “the Uber of trucking.”

Which begs the question:

Will there be an app that

changes commercial freight movement as much as

Uber has changed personal

transportation? Maybe, but not in the same way that it changed the taxi business,

says Steve Sashihara, president and chief executive

could vehicle automation and telematics-based connectivity pave the way for Uber-like freight matching?

officer of Princeton Consultants.

“Uberization,” used in a broader sense, will

work its way into the trucking industry in the form of gleaning extra productivity out of carriers and

drivers, says Sashihara. “Uberization is a way to get

people to concentrate on what the inefficiencies are in communicating capacity and demand,” he says. Ivan Tsybaev of freight-matching app Trucker

Path doesn’t like the “Uber of trucking” descrip-

tion of such services. “There are some companies

saying, ‘We’re going to eliminate brokers from the

Alliance.

Carrier Safety Administration’s

Uber turned the taxi busi-

supply chain,’” Tsybaev says, but that’s not the real-

ity. The goal is simply to “optimize the experience.” There’s nothing new about using technology to

connect shippers and carriers; the earliest Web-

based loadboards came about in the mid-1990s and continue to evolve today.

Where an Uber-like model could change that,

says Sashihara, is in offering more direct, auto-

mated connections for the two parties, rather than carriers or owner-operators digging through tabs

of loadboards of shipper- or broker-posted freight. Like other looming changes in the industry, the

potential spark for uberization is likely the uptake of vehicle automation and telematics-based con-

nectivity, Sashihara says, which could pave the way

for automated and instantaneous freight matching. – JAMES JAILLET AND TODD DILLS

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journal news

Continued from page 18

Drivers against pay-for-parking, reservation systems, study finds

he American Transportation Research Institute last month released the results of its “Commercial Driver Perspectives on Truck Parking” survey, the first in a series of technical memoranda focused on critical truck parking issues. Among the issues highlighted are the extent of drivers’ parking problems nationwide and particular areas of needed focus across the nation, issues also highlighted by the recent Jason’s Law Truck Parking Survey conducted by the Federal Highway Administration and partners. Among ATRI’s findings are perceptions among drivers on the extent of the need for new parking development in both the public (rest areas and the like) and private (truck stops) arenas, as well as an awareness of the difficulties faced by any entity that would attempt to invest in parking. “Adding the needed capacity” identified by the recent major federal study, notes the report, “is expensive and rarely politically acceptable, so alternative methods of managing parking resources are being explored. One alternative solution that has seen limited usage is ‘reservation-for-fee’ systems, a somewhat controversial approach that charges carriers or drivers for a guaranteed parking space in advance.” Though some major truck stop chains have moved in a limited fashion in the direction of offering a select number of spaces for paid reservations, close to half of all ATRI survey respondents reported no willingness to pay for parking. Company drivers were least likely to show any willingness to pay at all, with leased owner-operators most likely.

Owner-operators with their own authority, meanwhile, were split down the middle on willingness to pay, and when ATRI asked about such willingness in major metropolitan areas where parking problems are well-known, all three groups of respondents showed higher percentages indicating some willingness to pay. ATRI’s further analysis of this and other survey data suggested that reservation parking systems near large metropolitan areas ultimately would have the highest utility. Respondents also were asked how many times out of every 10 stops they stopped at a public rest area versus a private truck stop. On average, considering only those options, drivers surveyed used truck stops for parking 27.2 percent more often than public rest areas, 56 percent versus 44 percent, the ATRI report notes. More than 1,400 surveys were collected by ATRI. While driver responses “will provide important inputs,” the report reads, “it is expected that more detailed driver and carrier response information will be generated through additional data collection mechanisms” as research efforts continue. The survey is part of the organization’s “Managing Critical Truck Parking” initiative, whose advent follows ATRI’s Research Advisory Committee identifying parking as a top priority topic for research in 2015. Further efforts will look to synthesize ATRI survey data with FHWA’s Jason’s Law report and study, assess parking supply and demand, and analyze “the impact of noncommercial vehicle use of truck parking spaces.” – Todd Dills

On-the-job trucker deaths at highest point since 2008

ork-related truck driver fatalities rose to their highest level since 2008 last year, according to a U.S. Department of Labor report released last month. According to the report, 725 heavy vehicle or tractortrailer drivers died on the job last year. According to the Bureau of Labor Statistics’ preliminary results of fatal occupational injuries in 2014, occupations in transportation and material According to a BLS report, moving made up the largest 725 heavy vehicle or tractor-trailer drivers died share (28 percent) of fatal on the job last year. injuries of any occupation. 88

commercial carrier journal

| october 2015

Fatal work injuries for that group rose 3 percent to 1,289 fatalities in 2014, the highest total since 2008. Drivers/sales workers and truck drivers made up nearly two-thirds of the deaths in the group, 835 of the 1,289. In the for-hire transportation business, 477 truck driver fatalities occurred. The preliminary total of 4,679 fatal work injuries recorded for 2014 nationwide is an increase of 2 percent over the revised count of 4,585 fatal work injuries in 2013. – Matt Cole

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SPECIFIC AREAS OF COVERAGE INCLUDE: EQUIPMENT/ TECHNOLOGY Driverless trucks, platooning, alternate fuels, advanced drivetrains. FREIGHT INFRASTRUCTURE Delivery-by-drone, effect of Panama Canal, smart highways, size and weight, transparent logistics. WORKFORCE Driver health monitoring, future safety systems, effect on labor shortages, changing jobs and responsibilities. AFTERMARKET Autonomous repairs, prognostics.

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