CCJ1115 by dwatson

NOVEMBER 2015

NOTSO SECRET SPEC

6x2 axles stepping into the spotlight page 66

MC&E ROUNDUP

All the news from ATA's annual meeting page 72

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

page 40

AT I RM FO IN D RE SO ON

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leading news, trucking market conditions and industry analysis

FMCSA defends accuracy, open records, of its CSA rankings

new analysis from the Federal Motor Carrier Safety Administration reiterates the agency’s position that its Safety Measurement System uses enough data to issue rankings to prioritize carriers for intervention. The report comes amid increasing calls from industry, law enforcement and some members of Congress for FMCSA to remove from public view the rankings generated by the SMS, part of the agency’s Compliance Safety Accountability system. The agency uses those measurements to prioritize carriers for intervention in an effort to improve regulatory compliance and, the agency contends, highway safety. Carriers are ranked according to their violations in seven Behavioral Analysis and Safety Improvement Categories. FMCSA says the SMS contains sufficient data to produce BASIC scores for about “200,000 of the 525,000 active motor carriers.” Those 200,000 carriers under the oversight umbrella of the SMS, the agency notes, are involved in the vast majority – more than 90 percent – of all heavy truck and bus recordable crashes. The report comes to light following Congress’ most recent attempt to include language in a long-term highway bill that would pull the CSA SMS BASIC rankings from public view. This most recent attempt fell apart with the highway bill itself and the current short-term funding extension. FMCSA in part addresses public-view concerns with a small section on a goal of “transparency” in Congress has attempted to include language in a long-term highway bill offering public inspection and violation data on a that would pull the CSA SMS BASIC rankings from public view. central website. “Open and transparent reporting of safety data encourages a culture of commercial motor vehicle safety and creates incentives for motor carriers to improve their safety performance,” the report notes. The agency also appears to have fully embraced third-party use of the SMS with this report. It says that “transparency also allows members of the public to make informed business decisions based on all available sources of FMCSA data, including FMCSA safety ratings, licensing and insurance information, and SMS data.” Public and commercial third-party use of the system – such as by shippers, brokers and insurance companies – has been a principal concern of small carriers because of the volatility in the rankings at their level. FMCSA currently is at work on its Carrier Safety Fitness Determination rulemaking designed to revamp the safety rating process to Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsprimarily use violation letters to sign up for the CCJ Daily Report, data procured at roadside a daily e-mail newsletter filled with news, and during carrier investianalysis, blogs and market condition articles. gations. – Todd Dills 12

commercial carrier journal

| november 2015

NHTSA may require autobraking systems

he National Highway Traffic Safety Administration is con-

sidering a federal rule to require new trucks to be equipped with crash avoidance systems that brake automatically without driver input. NHTSA’s announcement came in response to a petition filed in February by several pro-regulatory agencies, including the Truck Safety Coalition, the Center for Auto Safety, Advocates for Highway and Auto Safety and Road Safe America. The mandate was recommended by the National Transportation Safety Board. While NHTSA did not say when it would make a decision to create a rule or not, it did say it has been studying and will continue to study the systems, and that its decision will be “made after study of the requested action and the various alternatives in the course of the rulemaking proceeding.” Systems such as those from Bendix and Meritor Wabco have been spec options for all major heavy-duty truck makers for several years. The systems employ sensors, radar and cameras to scan the road ahead and can brake automatically.

– James Jaillet

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JOURNAL NEWS

INBRIEF 11/15 • The Federal Highway Administration’s Emergency Relief Program made available $5 million to the South Carolina Department of Transportation to help repair roads and bridges damaged by flooding throughout the state as a result of Hurricane Joaquin. North Carolina and South Carolina both suspended federal hours-of-service rules and certain size and weight limits for drivers hauling emergency or relief loads. • The Veterans’ Expanded Trucking Opportunities Act would allow Veterans Affairs doctors in good standing with the U.S. Department of Transportation to conduct DOT physicals for qualified veterans to make it easier for them to acquire a commercial driver’s license. The U.S. House bill was introduced Oct. 9 by Rep. Rob Woodall (R-Ga.) and lead co-sponsor Rep. Tim Walz (D-Minn.). • The Federal Motor Carrier Safety Administration announced nearly $2.3 million in grants, double the amount provided in 2014, to 13 technical and community colleges across the country to help train veterans and their families for jobs as commercial bus and truck drivers. • The judge overseeing a class-action lawsuit against FedEx Ground over its classification of certain drivers as independent contractors instead of employees approved the company’s June-announced $228 million settlement with 2,300 California-based drivers that worked at the company in California between 2000 and 2007. The settlement followed an August 2014 ruling against FedEx by the U.S. 9th Circuit Court of Appeals. • James Pielsticker, ex-CEO of nowdefunct Arrow Trucking, last month was sentenced to 7½ years in federal prison and ordered to pay $21 million in restitution after pleading guilty in a multimillion-

dollar fraud scheme that contributed to the Tulsa, Okla.-based company’s demise in December 2009. Pielsticker was charged with tax evasion and submitting fraudulent bank invoices in the scheme that led to Arrow closing its doors, canceling fuel cards and stranding hundreds of drivers across the country. • The U.S. Environmental Protection Agency fined Estes Express Lines (CCJ Top 250, No. 14) $100,000 for violating the California Truck and Bus Regulation governing diesel emissions levels for failing to install diesel particulate filters on 73 of its older tractors operating in the Golden State – about 15 percent of its California fleet. The Richmond, Va.-based less-thantruckload company also agreed to pay an additional $290,400 to help educate outof-state fleets. • Celadon Group Inc. (CCJ Top 250, No. 35) purchased select assets of the truckload business of Shreveport, La.-based Tango Transport (No. 112); terms were not released. Indianapolis-based Celadon, which posted revenues of $806 million in 2014, said Tango generated about $90 million in gross revenues in 2014. • XPO Logistics (CCJ Top 250, No. 12) said it has received offers for the truckload division of Con-way Inc. (No. 6), which it is acquiring in a $3 billion deal. Bradley Jacobs, XPO chief executive officer, said his company has not decided whether to sell the division that accounts for $632 million in annual revenue – 11 percent of Con-way’s overall revenue and a relatively small portion of its overall business that is anchored by its less-than-truckload operations.

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• Long Beach, Calif.-based logistics operator UTi Worldwide Inc. is being acquired by Danish supply chain and forwarding company DSV for $1.35 billion. The companies expect to complete the deal in the first quarter of 2016. COMMERCIAL CARRIER JOURNAL

DETROIT_81059_WS_CCJ.indd 1

| NOVEMBER 2015 15

10/6/15 10:54 AM

journal news

Driver shortage may hit 175,000 by 2024, ATA report finds

he shortage of truck drivers will reach nearly 48,000 Other key findings of the report: by yearend and could expand further, according to an • In the next decade, trucking will need to hire 890,000 new American Trucking Associations report drivers, or an average of 89,000 per year. released last month. “The ability to find • Roughly half, 45 percent, of driver enough qualified drivers is one of our demand comes from the need to replace industry’s biggest challenges,” said Bill retiring drivers. Industry growth is the Graves, ATA president and chief execusecond-leading reason for new hiring, tive officer. accounting for 33 percent of the need. The report, ATA’s fourth major analyATA’s analysis does not factor in the sis on the subject since 2005, also shows impact of federal regulations – such as that if current trends hold, the shortage electronic logging devices – on the shortATA’s analysis on the driver shortage does may balloon to almost 175,000 by 2024 age. not factor in the impact of federal reguladue to industry growth and a retiring tions such as electronic logging. Possible solutions, according to the workforce. report, include increasing driver pay, ATA’s research also found that 88 percent of carriers said getting drivers more time at home and improving the image most applicants are not qualified. “Fleets consistently report of the driver and their treatment by all companies in the supreceiving applications for open positions but find that many ply chain. “The driver shortage is a challenge, but it is not an of those candidates do not meet the criteria to be hired,” said insurmountable one,” Costello said. Bob Costello, ATA chief economist. – Staff reports

FMCSA at next phase of 34-hour restart study

AOBRD regs revised to allow drivers to make corrections

he Federal Motor Carrier Safety Administration last month announced it had concluded the data collection phase of a congressionally required study on 2013’s 34-hour restart rules. The agency said it now has begun the data analysis phase and hopes to produce a report by yearend. The report must be sent to the U.S. Department of Transportation’s Office of Inspector General for review prior to its submission to Congress. Last December, Congress suspended the 2013-implemented hoursof-service changes governing truck operators’ use of a weekly 34-hour restart pending FMCSA’s study. The suspended rules include the requirement that a driver’s restart include two consecutive 1-5 a.m. periods and the once-per-week limit of the restart’s use. Those rules will remain suspended until the agency reports to Congress. FMCSA collected data for five months on two groups of drivers: One abiding by pre-2013 rules and one following the 2013 requirements. The agency said it studied 220 drivers and captured more than 3,000 driver duty cycles. The agency studied the drivers’ fatigue levels with alertness tests and by capturing critical event data. The 2014-passed law that required the study and suspended the rules did not spell out clearly how the restart rules would be reimplemented, and the decision could be left up to Congress and/or FMCSA based on the study’s results. – James Jaillet

he Federal Motor Carrier Safety Administration last month revised the regulations pertaining to automatic onboard recording devices to allow drivers to correct inaccurate information. The guidance states that “within certain limits, a driver must be allowed to review his or her AOBRD records, annotate and correct inaccurate records, enter any missing information, and certify the accuracy of the information.” FMCSA says the AOBRD has to keep the original entries and reflect the date, time and name of the person making edits to the information. “Drivers’ supervisors may request that a driver make edits to correct errors, but the driver must accept or reject such requests,” FMCSA says. Driving time cannot be edited except with unidentified or team drivers and when driving time was assigned to the wrong driver or no driver at all. In 1997, initial regulatory guidance was published to prohibit drivers from amending AOBRD records of duty status during a trip. The agency said in the latest guidance that it acknowledges that drivers “need to be able to make legitimate corrections to their electronic AOBRD records.” – Matt Cole

commercial carrier journal

| november 2015

journal news

Carrier costs rise, shrink during 2014

arrier spending on fleet equipment upgrades and increases in driver pay more than offset lower fuel prices in 2014, according to the annual “Operational Costs of Trucking” report issued by the American Transportation Research Institute. The average marginal cost-per-mile for carrier operations rose in 2014 more than three cents to $1.703, up from 2013’s $1.676. ATRI surveyed carriers that in total account for 54,833 tractors and/or trucks. Fuel still remained carriers’ largest per-mile cost, 58.3 cents a mile in 2014, but its share of per-mile spending fell from 38 percent to 34 percent. The permile average cost of fuel in 2014 fell 6.2 cents from 2013’s 64.5 cents per mile. The only other line item to drop in 2014 was spending on permitting and licensing, which fell half a penny to 2.3 cents a mile. Driver wages and equipment and maintenance costs saw significant jumps, with driver pay rising 5 percent from 2013 and equipment and maintenance costs climbing 41 percent. Driver wages, the second most costly item behind fuel, rose 2.2 cents to 46.2 cents a mile. ATRI attributes the increase to carriers’ efforts to mitigate the current and projected driver shortage. Truck and trailer costs, in the form of either lease or purchase payments, jumped more than 5 cents to 21.5 cents a mile, up from 2013’s 16.3 cents a mile and the highest since 2009’s 25.7 cents a mile. Repair and maintenance costs rose a penny to 15.8 cents a mile. Class 8 truck orders enjoyed a banner year in 2014, which likely accounted for the increase in new equipment costs. This chart shows the breakdown of the Combined, fuel costs and driver wages fleet sizes of carriers responding to alone made up more than 60 percent of ATRI’s study. carrier costs. Driver wages and benefits, fuel costs and equipment costs – including repair and maintenance – made up 91 percent of carrier costs in 2014. Other carrier costs that rose in 2014 include truck insurance premiums, tires and tolls, which collectively increased carrier costs by 1.4 cents a mile. Tire spending rose 0.3 cent to 4.4 cents a mile, insurance premiums rose 0.7 cent to 7.1 cents a mile, and toll spending rose 0.4 cent to 2.3 cents a mile. Despite an increase in the overall average cost per mile, both truckload and less-than-truckload carriers reported CPM decreases. Truckload CPM fell 2 cents to $1.58, while LTL CPM fell a penny to $1.83.Specialized carriers saw their CPM climb nearly 20 cents, however, to $1.85 a mile, which ATRI attributes to an uptick in specialized truck and trailer purchases and associated new leases and increased insurance costs. More than 90 percent of survey respondents, 91.8 percent, said they limit their trucks’ speeds, with 65 mph being the most common speed limit. That’s up from last year’s 86.8 percent, but down from the most recent peak in 2011, 93.2 percent. Adoption of electronic logging devices also climbed in 2014, with 63 percent of carriers – a 10 percent increase – reporting some use. – James Jaillet

commercial carrier journal

| november 2015

California mandates reduced truck-caused carbon emissions by 2020

he California Air Resources Board last month readopted its Low Carbon Fuel Standard, which requires a 10 percent reduction in the carbon emissions of transportation fuels by 2020. CARB originally approved the LCFS in April 2009, but it has been challenged in court by numerous trucking industry stakeholders, delaying its implementation. CARB said the readopted version of the LCFS includes a number of modifications developed with stakeholder input, including: • Incorporating additional cost containment in response to concerns about possible price spikes by including a mechanism to cap LCFS credit prices; • Streamlining the application process for alternative fuel producers seeking a carbon intensity score; and • Improving the process for earning LCFS credits by charging electric vehicles. The carbon intensity of a fuel is determined by the sum of all greenhouse gases associated with its production, transportation, processing and consumption. The LCFS doesn’t require the use of a specific fuel, but it does require that regulated parties find a blend of fuel and credits that will meet the declining target each year. – Matt Cole

journal news

Roadcheck 2015 posts record-low out-of-service violations

early a quarter of the 44,989 trucks hit with a the leading causes of hazardous materials out-of-serLevel I inspection during the Roadcheck 2015 blitz vice violations. in June were placed out-of-service, according to the In 2014, 4 percent of drivers and 23 percent of vehiCommercial Vehicle Safety cles were ordered out-ofAlliance. CVSA inspected service in Level I inspecjust shy of 70,000 trucks tions, while in 2013, 4.3 and buses in total. percent of drivers and 24.1 Of the Level I inspecpercent of vehicles were tions, 1,623 drivers (3.6 ordered out-of-service. percent) and 9,732 vehicles During International (21.6 percent) were placed Roadcheck 2015 held out-of-service – the lowJune 2-4, an emphasis was est rates since CVSA began placed on reminding carkeeping the data in 1991. riers about and enforcing Brake system violations regulations on proper load were the leading cause of securement. During the vehicles being put out-ofevent, inspectors issued Brake system violations were the leading cause of vehicles being put out-of-service during International Roadcheck 2015. service (27.5 percent), fol2,439 violations for load lowed by brake adjustment securement violations, led violations (15.5 percent). by failure to prevent shifting/loss of load, failure to For drivers, the leading out-of-service violation was secure truck equipment, damaged tiedowns, insuffihours-of-service violations (46 percent). Shipping cient tiedowns and loose tiedowns. papers (27.5 percent) and placards (23.9 percent) were – Matt Cole

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journal news

FMCSA begins work on potential sleep apnea rule

he Federal Motor Carrier Safety Administration has The agency will use the information gathered in the started work on a potential rule that would set up ANPRM to identify the economic impact and safety benefits screening and treatment requirements for drivers who by of a potential rule to require those “who exhibit multiple definition are at risk for obstructive sleep apnea. risk factors for OSA” to undergo screening for a potential FMCSA began work on the potential rule Oct. 1 as an diagnosis and be treated if such a diagnosis is issued. Advanced Notice of Proposed Rulemaking, which unlike FMCSA in January issued a bulletin of clarification on a standard Notice of Proposed sleep apnea screening following Rulemaking is simply intended to concerns from Congress, industry gather data from carriers and other stakeholders and the National stakeholders before proceeding to Transportation Safety Board. The producing a rule proposal. clarification stated that the deciA monthly regulatory report sion to send a driver for sleep issued by the U.S. Department apnea evaluation and treatment is of Transportation indicates the to be left up to the medical examANPRM will be sent to the White iner issuing a driver’s required House later this month and be biannual medical certification. FMCSA said a potential rule would require those published in mid-December. In 2013, Congress passed a law ‘who exhibit multiple risk factors’ for obstructive DOT positions the ANPRM as that bars FMCSA from addressing sleep apnea to undergo screening for a potential diagnosis and be treated. one intended to “request data sleep apnea screening and treatand information concerning the ment via guidance. If the agency prevalence of moderate-to-severe obstructive sleep apnea decides to take action on sleep apnea, it must do so via the among individuals occupying safety-sensitive positions in formal rulemaking process. rail and highway transportation.” – James Jaillet

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commercial carrier journal

| november 2015

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journal news

House highway bill would hide CSA scores, study younger truckers

he U.S. House Transportation and Infrastructure Committee last month approved a six-year $325 billion highway funding bill that would, if law, remove carrier rankings in the Compliance Safety Accountability program from public view and set up a pilot program for under-21 commercial driver’s license holders. The House bill is similar to the Senate’s July-cleared Drive Act and includes many of the same trucking industry regulatory reforms. But the House package currently has a different name, the Surface Transportation Reauthorization and Reform Act of 2015, and a slightly higher price tag – about $50 billion more than the Senate’s $275 billion bill. The House on Oct. 27 passed a short-term funding bill to extend highway appropriations for 22 days beyond the Oct. 29 expiration date, though the Highway Trust Fund has a little change left in its purse to last slightly beyond that. The short-term funding bill extended the expiration date to Nov. 20, which gave lawmakers three more weeks to try to work out a longer-term measure. Highlighting trucking industry reforms in the House bill are its CSA-related provisions that would require the Federal Motor Carrier Safety Administration to remove from public view all crash records, violation history and analysis and percentile rankings in CSA’s Safety Measurement System BASICs. It also requires the U.S. Department of Transportation’s Inspector General to study CSA and produce a “corrective action plan” prior to

The House highway bill is being billed as a bipartisan effort that could land the United States its longest-lasting legislation in more than a decade.

FMCSA reimplementing the program. Other regulatory reforms include: · Under-21 interstate truckers: The bill would require DOT to produce a study on potentially allowing CDL holders between ages 19½ and 21 to operate interstate. Following the report, the bill dictates that FMCSA set up a pilot program based on the report’s recommendations on hours of service for these younger truck operators, mandatory training standards and potential safety technologies. · Driver drug testing: The bill would allow carriers or drug testing consortia to use hair samples instead of urine samples. · FMCSA rulemaking “impact”: The bill would require the agency to further study rules and their impact on carriers and better consider trucking industry input in the rulemaking process. – James Jaillet

Unified Registration System implementation delayed

he Federal Motor Carrier Safety Administration last month reissued its final rule for the Unified Registration System to delay its effective and compliance dates. Beginning Dec. 12, new applicants – defined by FMCSA as anyone who doesn’t have and never has been assigned a U.S. Department of Transportation, Motor Carrier (MC), Freight Forwarder (FF) or Mexico-owned or -controlled (MX) number – will be required to use the new online application when requesting registration. For those who already have USDOT, MC, FF or MX numbers, the new online application and database won’t be available until Sept. 30, 2016. FMCSA says once the URS is available for everyone, there won’t be a need for separate provisions for new applicants, so the temporary sections will be in effect only from Dec. 12, 2015, through Sept. 29, 2016. The URS then will be available for submission of all new registration requests, tracking applications, updating information and filing biennial updates. FMCSA is giving some carriers an extra three months for 24

commercial carrier journal

| november 2015

compliance to help the transition to the new system. Private hazmat carriers and exempt for-hire carriers registered with FMCSA as of Sept. 30, 2016, will be given three months from that date to file their evidence of compliance with the financial responsibility. Also, all entities registered with FMCSA as of Sept. 30, 2016, will have the same three-month window to file their designation of a process service agent. The agency originally published the URS final rule Aug. 23, 2013. FMCSA estimated a two-year period for development of the system’s website to implement the rule and had an initial compliance date of Oct. 23, 2015. FMCSA says it has “experienced challenges completing the IT system necessary to fully implement” the rule. The new dates reflect the revised schedule for the website’s completion. The URS will replace four existing systems and combine 16 forms now used by carriers, freight forwarders, brokers and other entities to register and update data. – Matt Cole

GLIDER GLIDERKITS KITSREDEFINED REDEFINED

Bill Downy (Left), Nick Bresaw (Center), Tommy Fitzgerald Jr (Right).

itzgerald Glider Kits set out as a family owned/operated company almost 30 years ago to change the Glider Kit market. Long before the Glider Kit business took off, the Fitzgerald family had a trucking company and a service shop of their own that would eventually lead them to where they are today. “We built our first glider kit over 25 years ago. Over time, the industry has developed a real need for more trucks with less complex engines. Some years later, we decided to shift our focus solely on glider kits”, said Tommy Fitzgerald Jr. Today the company is still very much a family business, he added “We really enjoy what we do and are passionate about our work. Everyone here is not just our family. We all work hard for the same goal, and at the end of the day its something we can all be proud of. I believe that this has more to do with our success than anything else.”

Every engine is accompanied by the choice of a 10, 13, or 18 speed Eaton Fuller Factory Reman Transmission. “When it comes to purchasing a glider kit, we offer more options then anyone else. We have three different engine combinations, and multiple warranty options to go with them. Because of our buying power, we have more trucks on the ground then anyone else in the glider market”, said Tommy Fitzgerald Jr. Even being the leaders in the industry, they still occasionally get asked the very basic question, “What is a Glider Kit”? Luckily, the answer to that question is incredibly simple. A Glider Kit is a brand new truck from the manufacturer without an engine and transmission. All interior, rear ends, and braking systems are pre-installed before they receive the unit.

Today, they are the largest Glider Kit assembler in North America. By Fitzgerald Glider Kits has mastered the process of taking the providing customers with a wide range of popular brands like ‘Glider Kit’ and installing the components to work seamlessly Peterbilt, Freightliner, Kenworth, and Western Star, they have with the new truck. The end result is a brand new glider, single handedly changed the industry’s view of Glider Kits over with an engine and transmission that has been completely the past 10 years. In addition to offering the different brands, rebuilt from the ground up. Couple that with a Nationwide they also have a limited number of special edition trucks like Warranty, and you can see why they are leading the market place for glider kits. the Peterbilt Pride and Class 389 and the Kenworth Icon 900. Fitzgerald Glider Kits offers customers the option to purchase a brand new 2016 tractor, in any configuration offered by the manufacturer. Next comes the option of several pre emission engines to choose from. The Detroit 12.7 liter 60 series motor has been their flagship engine for a long time running. Along with the optional 5-year/500k mile warranty, the dependability and serviceability of this engine make it very appealing to people looking for Gliders. Just like the different models of trucks, some people desire different engine options. That’s why Fitzgerald Glider Kits also offers customers a factory reman Cummins N14, a reman CAT C15 engine from Thompson CAT.

For many fleets and owner operators, a Glider Kit offers them a different option to consider when looking to purchase a new truck. Because of the older model engines, you have more options when it comes to servicing the unit. Built with parts that are easily accessed across the nation, and generally have a much lower upfront price, the total cost of ownership and operation is considerably less then a brand new truck. How does Fitzgerald Glider Kits stand behind their product? Today, they are the only company to offer a full Nationwide Warranty, which allows their trucks to be serviced at independent

Byrdstown, TN shops as well as dealerships. Thus, giving their customers more options for service in case of a problem on the road. “We have been working very hard to build a larger Preferred Service Center Network for our customers. These service centers have agreements, which are held to a higher standard of service for our customers. We are continuing to build this network on a daily basis”, said Bill Downey, who heads the warranty department at Fitzgerald Glider Kits. Over the past year, Fitzgerald Glider Kits has really expanded their operation. They’ve opened up a brand new plant close to their primary facility in Byrdstown, TN. In the past few years, due to high demand, the average wait time to get a truck was around 6 weeks. Because of the increased production capabilities, they’ve managed to cut that time down by almost half. “Approaching the fourth quarter this year, we wanted to make sure we had trucks available for customers looking for year end expenditures. We currently have over 100 trucks built right now, and available for immediate delivery. It’s been a very exciting year for Fitzgerald Glider Kits. I’m very pleased with how we have been able to grow and most importantly, improve the quality of not only our Glider Kits but also our customer service across the board”, said Nick Bresaw, VP of Operations. Looking forward, Fitzgerald Glider Kits is projecting more aggressive growth in 2016. Currently, they are averaging 80-90 completed trucks a week. The projected growth will be possible by splitting the workload between facilities. All Freightliner and Western Star Gliders are now being assembled in their new Jamestown facility, while the Peterbilt and Kenworth Gliders are still being assembled in Byrdstown. In total, Fitzgerald Glider Kits employs around 350 people at the two plants and Crossville, where they install the large majority of accessories, as well as a full service center. For more information, visit www.fitzgeraldgliderkits.com or call: 888.657.3906

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

DRASTIC TIMES: A bloated business structure and an array of inefficiencies nearly killed GM. BOUNCING BACK: The company is getting back into the vocational truck market in North America. Navistar once held a virtual chokehold on the North American medium-duty market, but a fresh lineup of conventional trucks would be a definite positive step.

Medium-duty moves GM-Navistar partnership may lead to big things

BENEFICIAL TEAMUP: GM has inked a new deal with Navistar, which could use a positive step.

Between its popular PowerStroke diesel engine, which was the heart of Ford’s SuperDuty line for many years, and its own successful line of medium-duty trucks, Navistar held a virtual chokehold on the North American medium-duty market in the same way that Mack is basically the Alabama Crimson Tide of the dump truck world today. Ford eventually decided to bring its diesel engine design and production in-house, and fallout from Navistar’s emissions technology battles with the U.S. Environmental Protection Agency has emboldened competitors that would love to grab more medium-duty market share. A fresh lineup of conventional trucks would be a definite positive step for Navistar, and the underlying message – that GM trusts Navistar’s design, engineering and quality – isn’t a bad one to be heard in the marketplace, either. It’s always fun to see new truck models being launched, and given the current state of technology today, we could see some innovative features and systems appear with them. Any way you look at it, this should prove to be a positive move for both Navistar and GM.

ack around 2008 when our entire economy was teetering on the edge of disaster, a bloated business structure and an array of inefficiencies nearly killed GM. Drastic measures were needed to survive. Things were equally grim on the truck side of the equation. Chevrolet and GMC wound down their long and profitable partnership with Isuzu, and in a move that showed just how serious things really were, GM slit the throat of its entire medium-duty vocational truck business, essentially surrendering the field to Ford and Dodge. Today, trucks are big business, and not having a robust vocational product in the market is a handicap that no car dealer likes to take to the field. GM now is getting back into the vocational truck market in North America. But the development costs associated with new vehicles are so staggeringly high that bringing everything in-house is simply not an option for many auto manufacturers. Chevy already is offering the Nissan-built City Express compact van, and in June, it announced that it would renew its longtime relationship with Isuzu in a deal that would revive joint engine development projects between the two companies and return GMC- and Chevy-badged cabover work trucks to dealer lots across the country in the near future. On the heels of these efforts, we got word last month that GM has inked a new deal with Navistar to develop and market a new series of conventional Class 5 and 6 vocational trucks. The new trucks will feature a body designed and built by Navistar and GM-designed powertrains and should be a welcome shot in the arm for both companies, with both selling differently badged JACK ROBERTS is Executive Editor of Commercial Carrier Journal. E-mail jroberts@ccjmagazine.com or call (205) 248-1358. versions of the new truck. COMMERCIAL CARRIER JOURNAL

NOVEMBER 2015

INBrief • Peterbilt and Kenworth both announced plans to join the other major North American truck OEMs in sitting out the 2016 Mid-America Trucking Show in Louisville, Ky. Daimler Trucks North America, Navistar, Mack Trucks and Volvo Trucks North America all previously announced they would skip MATS in 2016. • Mack Trucks was granted a recall exemption by the National Highway Traffic Safety Administration concerning nearly 2,000 model-year 201416 Mack LEU incomplete vehicles manufactured between July 22, 2013, and April 20, 2015. Mack determined the brake actuation and release times slightly exceed federal requirements by milliseconds. NHTSA determined the noncompliance was inconsequential to vehicle safety. • Paccar filed a petition with NHTSA to request a recall exemption for an issue with the turn signal indicators on certain medium-duty models that flash twice as fast as the turn signals themselves. About 197 model-year 2015-16 Kenworth K270 and K370 trucks and model-year 2015-16 Peterbilt 220 trucks manufactured between Nov. 10, 2014, and March 18, 2015, are affected. • Peterbilt rolled out its new Red Oval program (www.peterbiltredoval.com) to provide customers with exclusive certified preowned trucks from throughout its dealer network and Paccar Financial Used Truck Centers. The trucks come with a Red Oval Assurance warranty, a 150-point inspection, a customer loyalty program and preferred financing through Paccar Financial. • Volvo Trucks North America will introduce Volvo Certified Uptime Centers within its dealer network in 2016 after piloting the concept at 13 test dealerships. The certified centers will adopt standardized processes and have dedicated uptime bays where trucks requiring a repair time of four hours or less are serviced immediately. The centers will use Remote Diagnostics, Volvo’s telematics-based proactive diagnostics and repair planning system. • International’s ProStar tractor soon will be available with Allison’s TC10 fully automatic transmission coupled with the Cummins ISX15 engine. Orders begin in December, with expected delivery dates of early 2016. • Kenworth’s 76-inch midroof sleeper for its T680 and T880 models is now in production. The sleeper was designed for bulk tank, flatbed and other operators who prefer a lower roof and offers a 100-pound weight savings and less aerodynamic drag. • Kenworth announced that Allison’s 4700 rugged duty series 7-speed automatic transmission – with optional second “deep reverse” – can

commercial carrier journal

| november 2015

Yokohama begins commercial tire production in Mississippi

t a ceremony last month, corporate executives from Yokohama Tire Corp. and state and local officials celebrated the official opening of the Yokohama Tire Manufacturing Mississippi plant in West Point, Miss. The 1-million-square-foot facility now manufactures commercial truck and bus tires for OEM, fleet and dealer customers in the North American market. When production ramp-up of phase 1 of the plant is complete by 2018, YTMM will manufacture 3,000 tires per day – about 1 million annually. Yokohama said it has the potential to quadruple capacity with an additional three phases as tire demand rises. “It is no longer sufficient to source tires from existing manufacturing plants around the world,” said Hikomitsu Noji, president and representative director of The Yokohama Rubber Co. “Supply will have to come from where our customers are and be able to provide specific products that the North American market demands.” While YTMM has the technological manufacturing capabilities to produce almost any tire in Yokohama’s product lineup, the plant will focus on supplying core commercial tire products and sizes, including steer, drive and trailer tires from 17.5- to 24.5-inch rim sizes. YTMM will be able to service both the

Hikomitsu Noji, president and representative director of The Yokohama Rubber Co., discusses the company’s growth strategy for the North American commercial tire market.

OEM and replacement markets, including its GTY Tire Co. joint venture with Continental Tires the Americas. “Class 8 trucks in service are expected to go from 3.5 million to 4 million in the next 10 years,” said Rick Philips, vice president of sales for Yokohama Tire Corp. “All these trucks mean more tires on the ground. The fact that we will be producing tires locally will mean our speed to market will improve greatly. Our lead time will go from a few months sourcing tires offshore to a few days sourcing here in Mississippi.” West Point was selected after a yearlong search in 2012 that included site locations in 3,000 U.S. counties. “This was the right time to build a new plant, and Mississippi was absolutely the right place to build it,” said Takaharu Fushimi, chief executive officer of Yokohama Corp. of North America and Yokohama Tire Corp. – Jeff Crissey

Mack celebrates new axle production line

ack Trucks inaugurated its new axle line at its facility in Hagerstown, Md., where the company assembles its powertrain components. The new line is part of a $30 million investment that brings assembly of all Mack heavyduty drive axles and machining of its carrier housings to the plant. The investment also was used for

In addition to adding drive axle operations to its Hagerstown plant, Mack’s investment also was used to upgrade its engine assembly process.

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InBrief be ordered on its T880, T800, W900 and C500 vocational trucks. Also, a steel or aluminum box bumper can be spec’d on the T800, and a fixed grille is available on the W900S with a Paccar PX-9 engine in a set-forward front-axle configuration. • Eaton added two new options for its UltraShift Plus and Fuller Advantage automated manual transmissions to help enhance low-speed maneuverability. Urge to Move allows the truck to move slowly at a constant speed at engine idle without applying the accelerator. Blended Pedal allows the driver to directly control clutch engagement at engine idle through accelerator positioning. • Eaton customers purchasing a factory remanufactured transmission with a Roadranger-approved lubricant and either an Advantage series or EverTough clutch will receive an extra year of warranty on both the transmission and clutch. Advantage clutch coverage goes from two to three years/unlimited miles, while EverTough clutch coverage moves from one to two years/ unlimited miles. • DTNA announced that its used truck Select Limited Warranty coverage options – available through its SelecTrucks used truck retail network – now include the aftertreatment system for both Detroit and Cummins engines on used Freightliner and Western Star trucks. • DTNA announced SelecTrucks’ new website, selectrucks.com, featuring a robust search function, finance calculators and visual product depictions to assist non-English-speaking customers. The website is optimized for use via desktop, tablet and smartphone. • Cooper Tire & Rubber Co.’s Roadmaster Fleet Service Network offers 24/7 emergency roadside tire replacement and repair for eligible trucking fleets that are part of the Roadmaster national account program. The network provides direct billing and applies consistent pricing for tires and services. • Michelin Americas Truck Tires launched Track My Route, an added feature on the Michelin truck dealer and service locator app designed to allow fleets and owner-operators to enter their origins and destinations and view authorized service providers along their routes.

Want more equipment neWs? Scan the barcode to sign up for the CCJ Equipment Weekly e-mail newsletter or go to www.goo.gl/Ph9JK. 32

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| november 2015

upgrades to the engine assembly process and centralization of aftermarket core warehousing operations. “Bringing axle production to Hagerstown allows us to oversee the manufacturing process – from design to assembly – and deliver the high-quality components our customers depend on,” said Stephen Roy, president of Mack Trucks North America. “Building Mack engines, transmissions and now axles under one roof also demonstrates our continued commitment to integrated powertrain design.” Mack said through powertrain integration, it has the ability to

engineer its proprietary components to work seamlessly together, contributing to optimized vehicle performance and increased fuel efficiency for customers. Customers seeking to maximize fuel efficiency can spec Mack axles in combination with its Super Econodyne powertrain package that integrates the mDrive automated manual transmission, MP7 or MP8 engines and the company’s custom software. Available on Pinnacle highway models, Super Econodyne combined with Mack axles can increase fuel efficiency by up to 4 percent, the company said. – Staff reports

Isuzu’s latest LCF diesel ‘a Class 4 truck at a Class 3 price’

suzu Commercial Truck of speed automatic transmission with America has introduced its latdouble overdrive. est low-cab-forward model, the Features include a standard 2016 NPR Diesel, which features a 30-gallon rear-mounted in-rail fuel 13,000-pound gross vehicle weight tank; a frame that will accept bodies rating and a 33.5-inch frame up to 102 inches wide and 91 inches designed to offer more capability high; and four wheelbases – 109, than previously available in an 132.5, 150 and 176 inches – that will entry-level Isuzu diesel truck. accept body lengths up to 20 feet. “With a 13,000-pound GVWR, Production will begin in Japan the new NPR Diesel approaches this month, and the truck will be the capacity of a Class 4 truck at a available at Isuzu’s network of Class 3 price,” said Shaun Skinner, nearly 300 dealers in North America executive vice president shortly thereafter. and general manager – Jack Roberts of Isuzu Commercial Truck of America. The NPR Diesel is powered by Isuzu’s 3.0-liter 4JJ1-TC turbocharged and intercooled diesel engine, which produces 150 horsepower and 282 The NPR Diesel is powered by Isuzu’s 3.0-liter lb.-ft. of torque at 1,600 to 4JJ1-TC turbocharged and intercooled diesel 2,800 rpm. The powerplant is engine, which produces 150 hp and 282 lb.-ft. of torque at 1,600 to 2,800 rpm. mated to an Aisin A460 six-

TEST DRIVE: FREIGHTLINER INSPIRATION

My turn

Going hands-on, hands-off with an autonomous truck By Jack RoBeRts

n May, when Freightliner pulled the curtain back on its new Inspiration autonomous truck model, the company promised CDL-holding journalists the opportunity to get a Nevada autonomous truck endorsement in the fall. Freightliner proved as good as its word: After a surprisingly brief training session back in Nevada, I found myself fully endorsed to operate any autonomous Class 8 vehicle in the state. When it came time to break in my card at the Las Vegas Motor Speedway, just north of Sin City, Freightliner engineer Jim Martin was my instructor, riding in the passenger seat. He noted that Freightliner took great pains to make sure the brains of the Highway Pilot autonomous driving system were intuitive to operate.

The technologies that enable au-

Indeed, Highway Pilot is tonomous control on Freightliner’s only as complex as running Inspiration are mostly sensor systems available in today’s market, a conventional cruise control except for a motor connected to system. the steering column. As sensational as the autonomous truck concept may be, it’s a bit demystifying that it’s the integration of existing technologies that enables autonomous vehicle control. Highway Pilot’s sensor systems include specialized cameras that track lane markings, two radar systems, GPS vehicle tracking systems and Detroit’s DT12 automated manual transmission. All of these systems are tested and on the market today, some in widespread fleet use, save one: an electric servo motor connected to the steering column. It translates signals from Highway Pilot’s electronic control system into steering wheel movements. Highway Pilot doesn’t simply drive the truck; it leverages the DT12 to deliver optimal fuel economy through optimal shifting. It also can lend driver support in little ways you might not think about. We were dealing with pretty significant crosswinds during my drive, and I was steering the truck when one particularly

Highway Pilot’s sensor systems include specialized cameras that track lane markings, two radar systems, GPS vehicle tracking systems and Detroit’s DT12 automated manual transmission.

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| november 2015

strong gust pushed me onto the rumble strip. I engaged Highway Pilot and watched as it smoothly steered the truck back into its proper lane. The system reacts to wind gusts far quicker than a human driver and responds with fluid movements far removed from the half-panicked jerk of the steering wheel most drivers would make instinctively. At its core, Highway Pilot is simply a highly advanced cruise control system that never gets tired or loses its focus. Its entire intent is to assist drivers, not replace them, says Diane Hames,

general manager of sales and marketing for Freightliner. The system is designed to relieve drivers from tedium and unrelenting focus, allowing them to rest for extended periods while maintaining command of the truck. Highway Pilot is still being tested on tracks and public roadways in Nevada, and no official timetable has been set for putting it into production. But this technology works exactly as advertised and has great potential for boosting fleet fuel economy and safety while easing driver workloads.

What it’s like to pilot the Inspiration START CRUISING AND ENSURE HIGHWAY PILOT IS HAPPY. Once you’re rolling on the highway, enabling Highway Pilot is possible if all of the systems’ sensors are satisfied that safe operating conditions are present. The cameras must have clearly defined lane markers to track, the radar systems must have uncluttered acuity looking forward, and the GPS system must have a strong signal and reliable information about the area where the truck is operating. HIT THE BUTTON TO TURN OVER CONTROL. When the sensors have confirmed their ability to operate, a message flashes onto the driver information screen. You push the “Resume” button on the steering wheel.

WATCH HIGHWAY PILOT TAKE OVER. A message alerts you that Highway Pilot is taking control. Another visual cue is found on the futuristic rearview monitors attached to the A pillars inside the cab. When the line across the screen is white, the system is inactive. Once engaged, the bar turns a vibrant shade of blue. The first time you relinquish control, your hands hover over the wheel, waiting to grab it if something goes wrong, but nothing does. There is no jerking of the steering wheel, and the system is almost silky smooth. RELIEVE HIGHWAY PILOT WHEN YOU WANT. Disengaging Highway Pilot is a piece of cake. You can turn off the switch on the steering wheel, take hold of the wheel and start driving yourself,

or pump the brake pedal as you’d do to kill cruise control. This is standard procedure for actions other than cruising in your lane, such as passing a car or exiting the interstate. YOU’D BETTER RELIEVE HIGHWAY PILOT RIGHT NOW. Should any Highway Pilot system determine that it’s not getting enough information to drive safely, an alarm sounds, and a five-second countdown clock flashes on the screen, prompting you to take control. If you haven’t by the end of the countdown, Highway Pilot will slow the truck, pull off the road and stop. Regardless of how poor sensor input may be, the system never relinquishes control until it is certain that you have taken over.

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TEST DRIVE: PACCAR MX-11 ENGINE

CompaCt strength

MX-11, Predictive Cruise offer glimpse of Paccar’s future By Jack RoBeRts

ou’d be hard-pressed to pick better proving grounds than the mountainous Pacific Northwest, Kenworth’s home turf, to test a new 11-liter diesel engine and a GPS-driven cruise control system. The new MX-11 was, like its big-brother MX-13, designed by Paccar’s DAF subsidiary in The Netherlands. It has seen extensive testing on the European continent since its debut there in 2013, where it eventually logged 250 million miles, with another 2 million in North America. Paccar now builds the new engine in Columbus, Miss., and sends many of them back across the pond to Europe. The MX-11 features new design points that were not available when the MX-13 was on the drawing board. There are new modularly designed components, including an innovative water pump that features cartridge-style sections that can be replaced without removing the entire system. If the pump’s impeller or the belt assembly goes bad, a technician can simply replace those modules. A glimpse of the future also can be seen in the MX-11: The engine has been designed from the ground up to be quickly updated with software and can be programmed to meet specific customer requirements. The engine displacement is 10.8 liters. That works out to 355to 430-horsepower options, with torque ratings ranging from 1,250 to 1,500 lb.-ft. Paccar says the new MX-11 is 400 pounds lighter than comparable MX-13 or Cummins ISX12 engines. The engine has an impressive B10 life of 1 million miles. That means testing shows that MX-11 engines can run for 1 million miles before 10 percent of them need an overhaul. On Interstate 405, the main north-south freeway through the Kenworth’s new Predictive Cruise Control system uses real-time GPS data to identify upcoming terrain conditions and instantly match throttle input and gear selection.

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| november 2015

Paccar says the MX-11 engine offers enough horsepower to tackle most long-haul Class 8 and medium-duty vocational applications while boosting fuel economy numbers.

Seattle area, the MX-11 proved to be superbly quiet with plenty of low-end torque. My test truck, a sharp Kenworth T680 with an Eaton Fuller Advantage automated manual transmission, was loaded with about 34,000 pounds in the trailer. The MX-11 had no problem handling the load, even on the steeper grades. Predictive cruising It was no coincidence that my second test truck, an MX-13-powered T680, also featured Eaton’s Fuller Advantage AMT, which is the key controlling component of Kenworth’s new Predictive Cruise Control system that uses GPS data to anticipate changing road conditions and deal with them as efficiently as possible through gearing and speed. One of the drawbacks of a conventional cruise control system is its inability to judge terrain conditions. Every driver is familiar with experiencing the sudden burst of throttle as cruise control encounters a steep grade, or with scrambling to disengage the system as speed picks up once a grade has been crested. Kenworth’s new system identifies these terrain conditions in advance and adjusts throttle settings or gear selections appropriately. This holds true going up or down, when the system automatically shifts into neutral, or what Kenworth calls “Coast Mode,” to deliver exceptional fuel economy. Should the downward grade steepen considerably, the system seamlessly engages the engine brake to hold the truck at its desired speed. The system worked exactly as advertised during my run across the Cascades. Even in steep terrain, you can flip the system on and forget it, with full confidence it will handle any topography. Kenworth will begin selling the MX-11 for its vocational and regional-haul trucks in the United States and Canada in January 2016; the engine will be available for the T880, T680, T800 and W900S. Predictive Cruise Control is available now as a factory-installed option.

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in focus: TRAILER AERODYNAMICS

Filling the holes on the highway

Minding the trailer’s gap, rear can boost the bottom line By jack RoBeRts

erodynamic characteristics around the fifth wheel and the trailer’s rear are difficult to manage. The trailer gap is a necessary open space that allows for full articulation as the rig maneuvers in tight surroundings. But in aerodynamic terms, that massive gap is a huge drag inducer on the entire vehicle. At highway speeds, as air flows past the tractor heading for the trailer, it encounters a large vacuum area created by the gap’s open space. The same holds true for the back of a trailer. As air passes around it, a natural vacuum forms behind the vehicle that air seeks to fill. The result is drag, which leads to aerodynamic inefficiency and makes a vehicle more difficult to move down the road efficiently. The engine must work harder to overcome it, burning more fuel as a consequence. Smart fleet managers understand the importance of reducing these large areas of turbulence and drag. Fortunately, tractor-trailer aerodynamics have become better understood in recent years, leading to new devices that help smooth airflow past the trailer gap and behind the trailer. “Until about 2000, tractors and trailers were really manufactured in isolation from each other,” says Kent Smerdon, vice president of international marketing for Aeroserve Technologies, which manufactures and sells Airtab vortex generators. “This concept is changing, with the industry appreciation that a large gap is an aerodynamic and fuel problem area.” 40

commercial carrier journal

Stemco manufactures TrailerTail boat-tail aerodynamic devices.

Today’s aerodynamic innovations include high-rise condo – or loadheight matching – full fairings and side extenders. “From the trailer side of the equation, rounded front corners and devices such as nose cones have helped with drag reduction efforts,” Smerdon says. Jeff Grossmann, director of engineering for aerodynamic device manufacturer Stemco, believes that North American truck fleets have learned that closing the tractor-trailer gap is the easiest way to save fuel and improve fuel economy. “Just closing the gap a mere 5 inches – from 50 to 45 inches, for example – offers fleets large and immediate fuel savings,” Grossmann says. Tackling the total package Smerdon says that although OEMs have improved their designs for more aerodynamic efficiency, fleet managers should understand that only the separate tractor and trailer have been optimized, not the total package. “The connection point between these two items is the big variable, and the best gap is no gap at all,” he says. “Add-on aerodynamic fairings and side extenders can help reduce the gap, but it still exists and will remain a sig-

| november 2015

nificant source of drag until a practical way to eliminate it is invented.” Aeroserve offers vortex generators that attach to strategic points on a tractor to help direct airflow around the gap and decrease unwanted wraparound turbulence and crosswinds. “Vortex generators offer fleets the option of setting their kingpins for optimum axle loading for their loads without any loss of fuel economy,” Smerdon says. Vortex generators are designed for easy installation and to deliver a cost-effective benefit by fitting only the tractors, and the results sound impressive. Smerdon says the current best-selling vortex generator claims a 2- to 3-percent fuel savings on a fully faired tractor-only installation for a typical dry van gap.

Aeroserve’s Airtab vortex generators attach on a tractor to help direct airflow around the tractor-trailer gap.

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Turning to the trailer’s rear, Grossmann believes trailer skirts and boat tails working in conjunction with one another represent the largest fuel-saving opportunity available to fleets today. Stemco manufactures TrailerTail boat-tail aerodynamic devices. “Our TrailerTail aerodynamic

device smooths airflow past this large low-pressure area and can give fleets up to 9-percent fuel economy boosts at highway speeds,” he says. “The key is to work closely with both your OEM as well as an aerodynamic provider to ensure that you’re running the most aerodynamically clean vehicle possible.

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commercial carrier journal

Any aerodynamic gain achieved anywhere on a tractor-trailer, no matter how small, is always beneficial.” The gap battle continues Another aerodynamic efficiency-solution company that isn’t shying away from the challenges posed by the gap is SmartTruck, which last month introduced its LeadEdge top fairing, a new aerodynamic trailer fairing designed to manipulate and manage the disruptive airflow created in the gap between either the cab and trailer or between two tandem trailers. Stephen Ingham Jr., SmartTruck chief executive officer, says the new patent-pending product addresses this problem area “in a completely new and different way” by creating lift to reduce drag. Like other components in SmartTruck’s product portfolio, the LeadEdge is designed to increase longhaul truck fuel efficiency: a 2-percent improvement as a standalone component and an incremental improvement in fuel economy when combined with other aerodynamic systems addressing drag in other parts of the trailer. For tandem operators in particular, the LeadEdge top fairing can pay for itself quickly in fuel savings, Ingham says. “Tandem trailers face a unique aerodynamic challenge,” he says. “They need to ensure that any efficiency components added to trailers do not obstruct or interfere with pup operations. Our LeadEdge was created with that in mind.” The LeadEdge fairing was designed and optimized using sophisticated computational fluid dynamics, and SmartTruck says predicted performance metrics were validated subsequently through rigorous coast-down testing. Live tandem fleet testing is expected to be completed in the fourth quarter of 2015.

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technology

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

Extending mobility to drivers McLeod Software celebrates 30th anniversary

hirty years ago, the trucking industry was in the dawn of deregulation. New businesses were forming and prospering, one of which was a software company founded by Tom McLeod. He and many others wanted to seize the opportunity to give truckload carriers a taste of automation. At the time, carriers “were just looking to stop buying so many typewriters,” recalled McLeod, president of McLeod Software, during the company’s annual user conference held last month in Birmingham, Ala. McLeod personally wrote the company’s first product, LoadMaster, to automate the routine dispatch, billing and driver settlement processes. Looking back, he remembers that at least 50 other startups had a similar product. Since Still growiNg: Mcleod then, the competisoftware has widened its portfolio to all types of asset and nonasset tion has thinned out companies. considerably. McLeod Software CuStomer SuCCeSS: this year’s conference had a 30 percent has widened its increase in attendance from 2014. portfolio to all types of asset and nonasNew produCt: carriers can extend a new customer-branded set transportation mobile app to drivers. companies and has grown to 383 employees, with 2015 shaping up to be another record-setting year of growth. While giving the opening address at the conference, McLeod said the secret to the company’s success is its customers. This year’s conference had a 30 percent increase in attendance from 2014, with about 1,000 people. “We’ve had customers that have pushed us and pulled us and pointed us in the right direction,” he said. McLeod also credited the company’s four longstanding guiding principles: 1) Spend less than you take in; 2) Make commitments you can keep; 3) Do what you say you are going to do, and know what you are doing; and 4) Treat people with dignity and respect.

Tom McLeod speaks during the annual user conference, held Oct. 4-6 in Birmingham, Ala.

New product During the user conference, McLeod Software announced a new customer-branded mobile app that carriers can extend to drivers through the Apple and Android stores. Five years ago, the company developed a mobile app for fleet managers, and subsequent releases of the McLeod Anywhere platform created full-featured mobile versions of its LoadMaster and PowerBroker enterprise platforms. But the company held off on developing apps that would encroach on the domain of in-cab mobile communications providers such as Omnitracs and PeopleNet – until now. One reason was to avoid direct competition with its vendor partners. Another was that mobile applications are “not something you can whip together,” McLeod said. The Carrier Driver app initially will be complementary to existing mobile communications systems. Future developments will extend functionality beyond what is available today from third-party apps, he said. McLeod Software also plans to create a version of the mobile app for its freight broker customers that use the PowerBroker system. The current release has dispatch messaging, full access to driver settlement information, document and electronic signature capture, accident reporting and more. Pricing details have not been released, but the app will be a subscription model based on the number of active drivers using it. “We intend to be very competitive on our pricing model,” McLeod says. “I think we are doing it in a way that will allow us to be successful.” aaron huff is senior editor of Commercial Carrier Journal. e-mail ahuff@ccjmagazine.com or call 385-225-9472. commercial carrier journal | november 2015

technology

InBrief • SkyBitz, a provider of remote asset tracking and information management systems, acquired SmartLogix, a provider of petroleum management, inventory and transportation logistics systems. SmartLogix is a longtime partner of Telular, the parent company of SkyBitz, and the exclusive provider of Telular’s tank monitoring applications in the petroleum distribution industry. SmartLogix’s transportation logistics software offers petroleum distributors real-time processing of orders, dispatch management functions, digital capture of delivery information and real-time truck, driver and product GPS tracking. • Electronic Funds Source, a provider of customized corporate payment solutions, announced SecureFuel, a universal secure payment solution designed to increase customer visibility into fuel consumption and prevent losses from unauthorized purchases in real time, providing customers complete transparency into how fuel is purchased and consumed at a unit level. SecureFuel leverages the truck’s engine control module telematics with fleet card transaction data by integrating with third-party mobile communications providers, avoiding the need for additional hardware installation in the truck. The solution works at more than 14,000 locations. • TranSolutions released CarrierClaim, a cloud-based software system designed to help carriers manage cargo claims being filed against them. Supporting documentation, photos and follow-up notes can be stored with the claim record, and claims managers can email within the system and retain relevant communications. The database can be integrated with the company’s transportation management software system, accounting software or other internal systems. • Orbcomm, a provider of machine-to-machine and Internet of Things applications, and McLeod Software, a provider of transportation and logistics systems, announced the integration of Orbcomm’s two-way communications features for its trailer fleet tracking and monitoring systems with the McLeod LoadMaster enterprise system. The integration with LoadMaster’s dispatch software provides real-time trailer data for Orb-

Lytx’s ActiveVision is designed to identify specific behavior patterns indicative of distracted and drowsy driving and use video to help pinpoint potential causes.

Lytx debuts ActiveVision driver performance service

ytx launched ActiveVision, a service designed to identify specific behavior patterns indicative of distracted and drowsy driving, including lane departures and following distances, and use video to help pinpoint potential causes to help fleets improve driver safety performance and mitigate accident occurrences. ActiveVision uses the new AutoTune feature that minimizes the likelihood of false alerts through complex pattern recognition algorithms, computer vision and machine learning technologies that work together to create a comprehensive view of what’s happening and how potentially dangerous situations can be mitigated. ActiveVision includes in-vehicle alerts when conditions require greater driver attention, in-vehicle prompts when immediate action is recommended and post-drive video-based coaching to help drivers improve their skills in all situations. The service is available for select Lytx DriveCam clients immediately on the company’s ER-SV2 fifth-generation event recorder. ActiveVision will be available industrywide in January 2016 but is not backwards-compatible with existing DC3P and earlier-model DriveCam devices. “The most sophisticated technology in the cab will always be the human operator,” said Brandon Nixon, Lytx chairman and chief executive officer. “We created a system to augment the natural strengths of the human driver that leverages vast amounts of data, understands what that data means and – what’s important – how that data can be used to make the roads safer for everyone. The ActiveVision service is the latest innovation from nearly two decades of research and development, and the insights from expert human review of more than 28 billion miles driven.” The ER-SV2 collects video feeds from outside and inside the cab, as well as information from technology already in the vehicle – such as the truck’s engine control module and third-party systems – to provide a broad perspective on what’s happening when, and how performance can be improved. The device includes an LED and audible user interface, Bluetooth and Ethernet connectivity, components such as accelerometer and gyro sensors, and systems to alert lane departure and headway warnings. – Jeff Crissey

commercial carrier journal | november 2015

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technology

InBrief comm’s GT 1100 dry van tracking and RT 6000+ cold chain monitoring systems to track temperature, mileage, fuel levels, operational condition, alarm events and GPS position. • Pegasus TransTech announced an integration to give carriers that use McLeod Software the ability to transmit real-time information to their drivers’ smartphones through its Transflo Mobile+ app. Carriers will be able to interface their load workflow through McLeod Software’s LoadMaster Enterprise Symphony Mobile Communications Module. Additional functionality includes video training content, driver scorecards, safety information, company news and updates, two-way messaging and driver validation to confirm mobile phone registration. • ALK Technologies, a provider of geologistics solutions and navigation software, and McLeod Software announced that ALK’s PC Miler 29 routing, mileage and mapping software has been tested successfully and approved for use with McLeod’s LoadMaster and PowerBroker products. • J.J. Keller & Associates announced that four fleets with a combined 10,000 drivers have signed up for its soon-to-be-released Driver DataSense, a data management service designed to create a holistic view of compliance from hours-of-service data captured automatically from paper logs and electronic logging device systems. • Pegasus TransTech announced that Covenant Transportation Group (CCJ Top 250, No. 37) implemented Transflo Mobile+ to give its 4,000-plus drivers access to tools and functionality to help make their jobs easier. The Chattanooga, Tenn.-based truckload company is using customizations with Transflo Mobile+ to integrate features of the app directly into drivers’ workflows. • Skybitz was selected by Bison Transport (CCJ Top 250, No. 70) to help improve trailer utilization and improve trailer counts. Bison said factors in its decision included product reliability, intuitive Web services, customer service and the convenience of a subscription platform that eliminates any upfront capital investment.

Omnitracs unifies brand platform

mnitracs, a provider of fleet management technologies, unfurled its new brand platform that features a redesign of its corporate logo, an original tagline, refined core messaging and design treatments. Omnitracs says its new ‘innovation. driven.’ tagline speaks to “Over the past few years and through a series of the company’s core attributes strategic acquisitions, Omnitracs has grown to become and reflects its inventive nature. a global force in comprehensive fleet management solutions for fleets of all sizes, whether private or for-hire,” said John Graham, Omnitracs chief executive officer. “The new brand platform, from creative to messaging, properly aligns our distinct business units under the power of a single well-respected brand – Omnitracs.” What operated as independent units – Roadnet, XRS, Sylectus and Analytics – now are fully integrated products within Omnitracs’ portfolio that includes compliance, safety and security, productivity, telematics and tracking, transportation management system products, planning and delivery, data and analytics, and professional services. “Our new unified branding reflects the alignment of our business units into a single end-to-end solution portfolio offering our customers greater insight into their business and higher profits from their fleets,” said Jim Gardner, vice president of marketing. A cornerstone of Omnitracs’ new brand is its signature, comprising the logo and tagline. The modern symbol that accompanies the “Omnitracs” logotype illustrates motion, innovation and convergence. The company said its new ‘innovation. driven.’ tagline speaks to its core attributes and reflects its inventive nature and focus on delivering reliable and valuable solutions. – Aaron Huff

Honeywell launches Dolphin CT50 mobile computer

oneywell’s latest mobile computer, the Dolphin CT50, is designed for the frontline worker in Honeywell’s Dolphin CT50 transport and logistics, field service, direct store features imaging hardware and delivery and warehouse environments. decoding software designed to Featuring an all-touch interface, the Dolphin facilitate fast and accurate omniCT50 is suited for scan-intensive applications channel barcode reading. and mission-critical activities that improve route efficiency, ensure more accurate delivery windows and heighten customer service with real-time scheduling. Users can select either Windows Embedded 8.1 Handheld or Android 4.4 KitKat operating systems with an upgrade path to the Windows 10 and Android 6.0 Marshmallow platforms. The operating system versatility offers compatibility with other devices such as tablets and personal computers. The Dolphin CT50 is built on the Qualcomm Snapdragon 800 series processor, an architecture that gives mobile workers the ability to collect and process data while using multiple applications. It includes Wi-Fi and 4G/LTE connectivity for business-critical applications and rich multimedia. Honeywell also offers accessories to support scan-intensive use cases, such as a scan handle, docking systems and vehicle cradles. – Aaron Huff

commercial carrier journal | november 2015

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technology

INBrief • SmartDrive Systems announced that Danella Companies, a Pennsylvania-based provider of construction services, implemented its video-based safety program across its varied fleet of nearly 200 vehicles, including small pickup trucks, cars, SUVs, tractor -trailers, step vans and dump, box and bucket trucks. SmartDrive said in the first three months, Danella experienced a 79 percent improvement in its overall safety score – including increased driver seatbelt usage and reduced speeding, unsafe following and handheld device usage – along with reduced litigation expenses, improved driver retention and increased operational efficiency. • MiX Telematics, a provider of fleet and mobile asset management systems, announced that it has entered into a multiyear agreement with Halliburton – a provider of products and services to the energy industry – to provide fleet management, safety and compliance solutions for the Houston-based company’s North American fleet of more than 15,000 vehicles. • MiX Telematics announced that Basic Energy Services renewed its contract for fleet management and driver behavior applications for the next five years. Basic Energy Services, a provider of well site services, uses MiX to help improve driver safety and monitor the performance of more than 4,000 vehicles. • PeopleNet, a provider of fleet mobility technology, is a finalist in the IT Services category for the 2015 Tekne Awards presented by the Minnesota High Tech Association. The awards recognize state companies and individuals who have shown superior technology innovation and leadership. The winners will be announced Nov. 18.

Interested In truckIng technology? Scan the barcode or go to www.goo.gl/Ph9JK to subscribe to the CCJ Technology Weekly e-mail newsletter. 50

Large carriers get better rates, retain more drivers, survey finds

atz, Sapper & Miller and McLeod Software released key findings from their second annual trucking operations benchmarking survey. “The results from this year’s survey indicate that large carriers are leading the field Large carriers lead in terms of rate in terms of rate per mile, long-term driver per mile, long-term driver retention retention and revenue per driver,” said Tim and revenue per driver, according to Almack, partner-in-charge of KSM’s Transa survey conducted jointly by KSM and McLeod Software. portation Services Group. “By analyzing the correlations between carrier size and certain performance metrics, our findings provide clues on how the large carriers are mastering the game.” This year’s study was based on data covering 215 data elements from the 2014 calendar year. Participating carriers ran a total of more than 63,000 trucks. Of this truck total, 85 percent were company assets, and 15 percent were owner-operator assets. Grouped together, these carriers ran close to 5.3 billion miles and generated more than $11.9 billion in total revenue. Additional metrics examined within the survey included trailer-to-truck ratio, length of haul, customer diversification, lane mix and equipment age. The analysis was refined by sorting data with respect to carrier size and fleet type. Select findings reveal: • Large carriers (more than 500 trucks) posted a rate per mile of $2.28 compared to $2.00 for medium carriers (101– – Tim Almack, KSM’s Transportation Services Group 500 trucks) and $1.96 for small carriers (100 trucks or less). • The average length of haul was 600 miles for large carriers, 506 miles for medium carriers and 388 miles for small carriers. • Large carriers have more driver turnover overall, but after the first 12 months, they retain more of their drivers than both medium and small carriers. • Large carriers averaged $235,605 of revenue per driver, while for medium and small carriers, the figures were $223,075 and $211,395, respectively. “This year, we were pleased to offer McLeod customers an automated option for providing their survey data through LoadMaster Enterprise, making it easy for them to participate,” said Mark Cubine, vice president of marketing for McLeod Software. “Our goal for this survey continues to be to establish a solid core of comprehensive benchmarking data on business performance for freight transportation companies,” Cubine said. – Aaron Huff

commercial carrier journal | november 2015

Large carriers are leading the field in terms of rate per mile, long-term driver retention and revenue per driver.

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technology

in focus: MAINTENANCE SOFTWARE

Closer ties Software providers look for ways to keep information flowing between shops, assets and the office by aaron huff

t was once common practice for motor carriers to purchase standalone software systems for shops to track vehicle maintenance schedules, repair activities and costs. Any communications that took place between the office and shop was done in person or by exchanging e-mails or files. The current lineup of asset maintenance management systems operate much differently, as they come with readymade integrations to expedite the flow of real-time information to achieve greater efficiencies and cost savings. An early sign of the growing demand for deeper integration between the maintenance bay and the office was TMW Systems’ acquisition of TMT Software in 2007. Since then, TMW has built a number of standard integrations between its TMT Fleet Maintenance product and its transportation management software platforms that include TMW Suite, TruckMate and Innovative. Preventive maintenance notifications now automatically appear in load-planning screens. When updating unit and driver data in one system, the other system also automatically updates. Status also is shared instantly; when a repair order is opened in TMT, the status changes in the TMS to “In Shop.” One advantage of sharing master files is that maintenance costs can be reported by the driver or operator of an asset. When accessories such as mobile communication devices, chains, straps, tarps, binders, load locks, bulk hoses and fittings are assigned to an asset in the TMT system, this is made visible in the TMS to use as a requirement for load assignments. Planning ahead Another point of integration is with telematics systems that capture mileages, diagnostic trouble codes and more to update information and trigger pending repairs on assets. Dossier Systems has developed a close integration between its fleet maintenance software and McLeod Software’s LoadMaster Enterprise platform. Odometer readings from telematics devices flow through LME and automatically update Dossier software to schedule preventive maintenance work on time, says Bob Hausler, vice 52

commercial carrier journal | november 2015

TMW Systems has built a number of standard integrations between its TMT Fleet Maintenance product and its transportation management software platforms.

president of marketing and technology for Dossier Systems. When Dossier determines that a PM is due, it notifies LME. When a unit is in the shop, Dossier pushes status updates to the dispatch and planning screens to reflect that the asset is unavailable. When maintenance is complete, LME shows the truck is ready to go back into service. Drivers also can send form messages from their in-cab devices to report issues and request repairs. The message automatically creates a work-pending order in Dossier without the need to double-enter the data. The Dossier-LME Integration also includes financial transactions for maintenance activity, inventory and parts and services purchasing. “The interface is designed such that each system performs the functions that are appropriate and efficient, and then applicable data is transferred,” Hausler says. One-stop information shop One thing that fleet maintenance software does not do is supply repair information. Rather than have technicians spend time searching online and trying to keep information up to date, Mitchell 1 supplies updated repair information, labor estimating and diagnostic trouble code procedures for all makes of medium- and heavy-duty trucks in one place. Its Web-based TruckSeries suite integrates with a number of asset management systems to provide convenient access to repair information by make, model and year of vehicle, says Scott DeGiorgio, general manager. If technicians can’t find the information they need, the software allows users to ask questions or call a helpline to have a certified technician on staff provide the necessary repair information in person, DeGiorgio says. Since the software is online, Mitchell 1 knows what technicians are seeking and can create shortcuts to common repair items based on search volume. The company has more than 20,000 users of the TruckSeries software, he says.

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technology Under pressure With continuous development for today’s advanced software systems, it can be easy to overlook some of the more practical technologies that fleets are using to lower their operating costs. Mini Lundqvist, an engineer from Finland, has been on the front lines of tire pressure monitoring system technology as one of the first to invent sensor caps. These were designed to tighten onto valve stems and flash if air pressure dropped below the minimum psi setting. Sometimes the caps leaked, Lundqvist says. Also, checking tire pressure and inflation required removing the sensor caps. While the sensors saved time on needless pressure checks, they didn’t really save time overall, he says. Also, drivers could not detect a leak while a vehicle was in motion. Lundqvist went back to the drawing board. He interviewed fleet managers and truck drivers and spent time on the job with maintenance personnel. “I created a wishlist from everybody,” Lundqvist says. “To my amazement, I was able to fill every wish.” The product he developed, TyreAid, is mounted on the hub with a hose assembly that equalizes air pressure between dual tires. At 110 psi, a difference of 5 psi in either tire causes

uneven wear on the underinflated tire. The extra drag is the equivalent of 13 feet per mile, studies show. Even if both tires have equal air pressure, the inside tire tends to get hotter when in motion due to ambient temperatures, and the pressure increases. TyreAid has an equalizing valve that shuts off if the pressure difference is less than 4 psi of the normal inflation of 110 psi, Lundqvist says. Its air hoses are manufactured for up to 2,600 psi, and if a hose should get cut, a safety valve on both stems minimizes the leak rate to 10 psi every 15 minutes, he says. The system flashes and sends the driver an immediate warning on a small in-cab receiver display. A hose leak can be stopped completely by unscrewing the safety valve. The same receiver can be used by fleet maintenance to check a yard full of equipment to find underinflated tires. The receiver beeps if any are within 300 feet of range and does not have to identify the tire position; that is known by the flashing light on the tire itself. “We tried to keep it simple for the maintenance and tire guy,” Lundqvist says. The product is designed for a 10-year life and comes with a 5-year warranty, including battery life.

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Creative thinking, technology generate savings, higher driver pay for Saddle Creek BY AARON HUFF

he American Trucking Associations estimates that an additional 89,000 new drivers will need to be brought into the industry each year to keep up with demand and replace the ones who are retiring. ATA expects the current shortage to reach 50,000 this year. Can motor carriers grow revenues quickly enough to support pay raises to help them recruit and retain drivers? If not, where will they find the money? Saddle Creek Logistics Services (CCJ Top 250, No. 232) believes the sky is the limit for driver earnings through its focus on fleet efficiency. Several projects this year have made it possible for the Lakeland, Fla.-based company to raise driver pay without asking customers for rate increases. The integrated warehousing, transportation and third-party logistics services provider has more than 500 trucks, 600 drivers and 2,000 trailers domiciled at 14 of its 41 locations nationwide. Drivers get an increase in their base pay for every year of employment, and there is no cap. Saddle Creek also has implemented a new bonus program that pays out weekly. Drivers earn an additional per-mile rate by exceeding baseline measures for fuel efficiency, safety and accuracy. There also is no limit on how much drivers can make in bonus money. Michael DelBovo, Saddle Creek Transportation president, says drivers are averaging an extra 2 cents per mile each week. While some make more and some less, everyone is rewarded for saving the company money.

Pay with no surprises Pay variations are a common frustration for drivers at any company. To help prevent payday surprises, Saddle Creek developed a system for drivers to verify the accuracy of

SADDLE CREEK LOGISTICS SERVICES Lakeland, Fla. their earnings every day. The company uses a regional transportation model in which drivers complete round trips every 1.5 trips per day on average. Every time drivers enter and leave a facility, they complete an electronic sign-in process using kiosks set up at every location. As part of the sign-in process, drivers review their most recent work activities and can dispute information immediately. “They are paid weekly, but their pay is resolved every day of the week,” DelBovo says. “The check should never be wrong.” In cases where drivers have a subpar week that results in a low bonus – perhaps because they idled their trucks while being detained – the impact is short-lived; all measurements for the bonus program are reset weekly. Besides giving drivers a continuous feedback loop, the kiosks also help reduce paper. Payroll checks are deposited electronically, but drivers who still prefer pay stubs on paper can print them through the kiosks. Predictive modeling On any business day, Saddle Creek has more loads than trucks and drivers in its system, and it also has more drivers than trucks. This is by design to maximize efficiency with slip-seat operations. Balancing its dynamic demand and capacity is a constant challenge. Its transportation management system had

Several projects help the company raise driver pay without raising customer rates.

COMMERCIAL CARRIER JOURNAL | NOVEMBER 2015

features to match orders with capacity – but only if that information already had been entered. As the company grew, the need for advanced planning capabilities became greater. This year, Saddle Creek created an interactive planning dashboard tool with a built-in predictive model that determines when orders and capacity will become available by day of week and time of day. DelBovo describes the tool as an “electronic playbook” for the customer service team. The dashboard pulls information from the company’s recently developed data warehouse. The predictive model uses historical data on shipping patterns and customer lane commitments to plot days and times that new orders are expected. It also predicts the length of haul. “This tool enables operations to see freight many days in advance in terms of expected versus planned loads in order to maximize utilization,” says Kristen Lowers, director of transportation systems. Besides giving advance visibility for shipments, the tool ranks each load by importance based on the lane commitments Saddle Creek has with customers. The tool also uses predictive modeling to determine where and when capacity will be available, including how many available hours each driver will have. Business intelligence Saddle Creek also designed a separate business intelligence dashboard that pulls information from the same data warehouse. The dashboard has been customized to make everyone in operations as efficient as possible, Lowers says. Driver managers and other operations personnel use dual monitors. One screen has the dashboard running at all times to give them instant access to service performance, equipment utilization, fuel efficiency, driver pay, safety, maintenance and more. The dashboards eliminate at least 30 minutes of time each day that people used to spend running reports and getting 58

Saddle Creek designed a business intelligence dashboard that pulls information from a data warehouse. The dashboard has been customized for everyone in operations to maximize efficiency.

information from different sources, Lowers says. The dashboard also is accessible on any device. The user interface presents a wheel of icons that represent different steps specific personnel need to complete during the workday. Each icon has various reports, information and tasks associated with that area. Driver managers and other operations personnel are accountable for reporting to their leaders on what they are doing each day and week to improve the action items on their dashboards. “There are no rogue processes,” Lowers says. “Everything is unified at the corporate level. Everyone is looking at the same thing.” Zone fueling Saddle Creek operates a fleet of compressed natural gas tractors from its terminal locations in Lakeland, Atlanta and Ft. Worth, Texas. To reduce the weight and cost of its trucks, the company chose a smaller tank system. “It’s all about weight,” DelBovo says. “You’ve got to get the maximum payload in there.” To extend the range of the trucks to 800 miles, their tanks have to be slow-filled, allowed to rest for about an hour and then topped off. This three-stage process delivers a 10 percent greater range by achieving a greater fill percentage.

COMMERCIAL CARRIER JOURNAL | NOVEMBER 2015

With limited space in its fueling stations, Saddle Creek needed an efficient way to coordinate the fill process. The company organized its fueling area into 10 zones and, through testing, determined up to 10 trucks could be filled simultaneously in each zone to maximize efficiency. The next question was how to create an operational procedure so that fueling did not cause unnecessary delays. Saddle Creek worked with its fuel partner to redesign its CNG fueling stations as a series of zones in which groups of tractors are filled on a rotating basis in one-hour periods. A green-yellow-red light system indicates the status of each zone – full, ready to fuel, in process. Drivers use a mobile form to specify the zone where they dropped off their tractor. “We’ve used our reporting capabilities to engineer a fuel station tractor map,” Lowers says. “This map provides a real-time way to track where tractors are parked within the fueling zones, which tractors are fully fueled and ready for dispatch, and helps direct drivers where to pick up the tractor for their next trip.” These tractor maps are displayed on large TV screens in the dispatch offices. The fueling system is coordinated by the company’s operations planning system. The programming for the zone fills is based on order volume and demand. The program can change by day and hour. “Overall, the new innovations have increased operating performance and improved our ability to deliver on our promises to our drivers and to our customers,” Lowers says. Michael DelBovo, president of Saddle Creek Transportation, believes the sky is the limit for driver earnings through the company’s focus on fleet efficiency.

CCJ INNOVATORS profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953.

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Factors such as driver perceptions and motivational behaviors can be far more complex to manage than home time, miles or model year of equipment.

W Data analysis proves beneficial in driver recruiting, retention By aaron huff 60

commercial carrier journal

| november 2015

hen the driver turnover rate at Milan Supply Chain Solutions surpassed 100 percent this year, management for the Jackson, Tenn.-based fleet decided to analyze its data to understand why. In July, the data showed that 75 percent of terminated drivers were not married, 17 percent were rehires, and 88 percent had gaps in their employment of six months on average

TECHNOLOGY: DRIVER TURNOVER

within the past three years. David Dallas, senior vice president of the 350-truck carrier, shared these findings during a panel discussion on driver recruiting and retention at last month’s McLeod Software user conference in Birmingham, Ala. Milan changed its onboarding practices after this analysis in an effort to get turnover down to 40 percent or less. Knowing that engaging the spouse is important to retention, the company now spends more time explaining health insurance and other benefits of interest to drivers and their families, Dallas said. As for rehires, Milan now funnels them through safety, operations and human resources to get additional screening before making a final decision. While the company also has become more selective of drivers with employment gaps – particularly those who come through its driving school – enforcing this policy has been difficult. “We all have the emotion of ‘how we are trying to help people?’ ” he said. When this policy was relaxed, “the statistics showed us again that they didn’t last.” The trucking industry is expected to be short nearly 50,000 drivers by the end of the year, according to the American Trucking Associations. In addition to offering improved pay packages, benefits and incentives, fleets are looking harder at their own data to uncover the reasons why drivers are leaving and to try to prevent turnover, whenever possible, by taking action on any detected early warning signs.

Looking for trends Other fleet executives who spoke on the panel during the McLeod Software conference shared some

In 2005, Lafayette, La.-based Dupre Logistics tapped FleetRisk Advisors to create predictive models to analyze complex data sets and identify drivers who were the most likely to quit.

Following an internal analysis, Jackson, Tenn.-based Milan Supply Chain Solutions changed its driver hiring practices in an effort to get turnover down to 40 percent or less.

insights into what they are seeing in their data. Interstate Distributor Co. (CCJ Top 250, No. 79), a dry van and refrigerated truckload carrier based in Tacoma, Wash., has noticed that drivers who are referred stick around longer, said Paul Simmons, chief operating officer. Decker Truck Line (No. 135), a 700-truck refrigerated and flatbed carrier based in Ft. Dodge, Iowa, sees higher turnover for drivers recruited from training schools. New drivers also have more accidents, said Jennifer Brim, director of fleet management. Decker had shifted away from recruiting drivers from schools but reverted back due to the labor situation. The company now requires that drivers have at least one year of experience and offers training to bridge the gap.

Decker Truck Line, a 700-truck refrigerated and flatbed carrier based in Ft. Dodge, Iowa, sees higher turnover for drivers recruited from training schools.

Direct feedback A September survey by CCJ showed driver rewards and loyalty programs are used by 45 percent of respondents. The programs typically work by rewarding points for attaining periodic goals and milestones in categories such as safety, compliance, fuel savings and tenure. Drivers redeem

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TECHNOLOGY: DRIVER TURNOVER

their points toward noncash items. About 10 percent of fleets that have a rewards program use a third party to administer it, the study found. “We have found that a well-structured rewards program with obtainable rewards for a driver can truly affect turnover,” says John Elliott, chief executive officer of Load One. The Taylor, Mich.-based ground expedite carrier

has been using a rewards platform from Stay Metrics for three years. “It helps to make companies with good culture even better,” Elliott says. Fleets that run their own rewards program gave their effectiveness a 7.25 average score on a scale of 10, with 10 being the most effective. Fleets that have a third party manage their program give their program a

score of 7.8. The study, which had 109 respondents, also found that rewards programs are used most widely by fleets with between 50 and 500 trucks. Tim Hindes, Stay Metrics CEO, says the company’s own research shows that drivers who are engaged in a rewards program – those who use its rewards site at least three times per month –

Set for success: Driver retention a game of expectations A panel of fleet executives at last month’s McLeod Software user conference in Birmingham, Ala., agreed that setting the right expectations with drivers is the most effective way to combat turnover. The discussion revolved around the following topics: 1. Setting expectations The panel agreed that setting expectations with drivers is critical in the recruiting process. All spokespersons said they can better meet expectations by offering a variety of career options that include over-theroad, dedicated and team operations. They also stressed developing personal relationships with drivers and keeping their pay, mileage and home-time commitments. “It really starts with the fleet manager and driver relationship,” said Paul Simmons, chief operating officer of Interstate Distributor, adding that driver retention is not just a fleet manager’s responsibility. “Every interaction in the office is an opportunity to build trust with drivers,” he said. “How the company sells capacity, how it plans loads and processes payroll and more – it really becomes a oneteam event around driver retention.” 2. Streamlining orientation When drivers are scheduled to attend orientation meetings at Decker Truck Line, the company’s president makes a personal welcome call. A welcome kit awaits drivers in their hotel room prior to the meetings. Decker brings drivers in by bus, rental car and airplane – all paid for by the company in advance, said Jennifer Brim, director of fleet management. After orientation, drivers get another welcome kit with a new tractor assignment. Decker has two full-time “driver services” staff members who help resolve any issues that drivers may have during their

commercial carrier journal

employment, she said. Milan Supply Chain Solutions has improved its orientation experience by reducing the time spent in meetings that once took 2½ days. “Drivers were relatively bored,” said David Dallas, senior vice president. They now complete training online before they arrive to spend one day at the office for orientation. “This helps them earn money and get back on the road,” he said. All three panelists said their companies pay drivers about $400 for attending orientation training meetings. 3. Keeping commitments Every month, Milan executives talk to drivers individually about their performance and ask what they could do better as a company. A recent issue that surfaced was detention at shippers’ docks. Many drivers, especially those new to the industry, expect to be loaded or unloaded within two hours of arrival, Dallas said. Milan uses McLeod Software’s detention module to notify customers immediately when assets and drivers are delayed. The software enables management to notify drivers within 24 hours of a detention event if they will receive extra compensation for that particular load. “In the past, it took a week or so before (detention pay) hit their check,” he said. “There was a lot of discontent.” Another way Milan uses its McLeod LoadMaster system is to track drivers’ mileage every week versus its commitments. Tracking this data is helpful to coach drivers on what they need to do to reach their goals, such as possibly changing their schedules. “This helps the relationship with drivers not be antagonistic,” Dallas said. Decker has drivers fill out an expectation sheet during orientation meetings. Before the first dispatch, drivers discuss home

| november 2015

A panel of fleet executives at last month’s McLeod Software user conference in Birmingham, Ala., discussed ways to combat driver turnover.

time, mileage and other expectations with operations and fleet managers. The company keeps a scorecard on driver managers and drivers for key areas of performance and retention, Brim said. 4. Career path The panel also discussed career options for drivers to suit their individual needs. Interstate Distributor has a career progression program that includes an opportunity for drivers to earn extra money by recruiting and training drivers themselves, such as a family member or friend, to earn more money as a team operation. All three panelists said that growing dedicated operations is a focus for their companies to offer better driving jobs. Milan also has been successful this year by using slip-seat operations in its traditional over-the road business to create more consistent routes for drivers, Dallas said. The panel did not delve into driver pay, though Dallas did mention that Milan drivers and office staff have the same number of paid vacation days, which increase with tenure for both. The company also has removed its cap on drivers’ mileage pay. “Every year that a driver stays, he can earn more and more money for as long as he wishes to stay with us,” he said.

TECHNOLOGY: DRIVER TURNOVER

have a 24 percent lower turnover rate. Workhound created a cloud-based management tool and a mobile app that aggregates feedback data from drivers and shares insights that companies can use to better manage their relationships with them. Tucker Robeson led the startup of CDL Helpers, a company that created its own cloud-based Fleet Relationship Management application. The app is designed to keep a rolling log of driver interactions to gather useful information and ensure those encounters follow a consistent – and unique – process for each carrier. Over time, the app is able to benchmark conflicts entered in the system – such as a driver being frustrated with a dispatcher – against the long-term success rates of drivers. This benchmark serves as a useful predictor for how many hours the company has to neutralize the threat before it escalates and leads to turnover, Robeson says.

Predictive intelligence Ten years ago, Lafayette, La.-based Dupre Logistics tapped a startup company named FleetRisk Advisors to create predictive models to analyze complex data sets and identify drivers who were the most likely to be in accidents, file workers compensation claims or quit within the next couple of weeks. More fleets signed up, and the models got even better, with more experience and data fueling the engines. Advanced statistical methods are able to find the patterns in operational data that are predictive of future events. The models also help determine the best countermeasures to apply to mitigate the risk. Such countermeasures may be the suggested topics of conversations for fleet managers to have with drivers

about personal, professional or financial issues they are having. This insight is derived from patterns in data that otherwise might go unnoticed. To date, experience has shown that using predicInterstate Distributor Co., a dry van and refrigerated truckload carrier tive information is based in Tacoma, Wash., has noticed that drivers who are referred more effective in stick around longer. preventing driver turnover than for targeting accidents, says Dean Croke, a FleetRisk Advisors founder. The reasons drivers quit usually are the same, but circumstances that lead to accidents are more complex and less repeatable. “Drivers are very Taylor, Mich.-based ground expedite carrier Load One has been using a rewards platform from Stay Metrics for three years. predictable – they experience the same frustrations,” says Croke, who is low freight volumes may have more now vice president of Omnitracs Andifficulty getting home. “It’s obvious alytics, FleetRisk Advisors’ new name from the start that the driver is going following the purchase of Omnito quit,” Croke says. tracs and its FleetRisk subsidiary by On the flip side, these and othVista Equity Partners in 2013. er data patterns also help explain why Croke says each client has unique drivers stay. Drivers who stay longer predictors, but in most cases, the have markedly different traits than early signs of turnover are things drivers who quit under the same you might expect would cause drivers circumstances. By identifying these to be frustrated. traits in their profile data, it is posCommon predictors include sible to know from the start the probfluctuations in pay and mileage, ability that a job applicant will leave detention time at docks and denied early or stick around, Croke says. requests for home time. A less-obThe challenge of using predictive vious predictor is the geographical intelligence on the front end of the state where drivers hold their comemployment lifecycle, he says, is the mercial driver’s license; over-theadditional hurdles it can create to road drivers who live in states with keep drivers moving through the commercial carrier journal

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TECHNOLOGY: DRIVER TURNOVER

tation training to better manage their job expectations, Croke says. Omnitracs Analytics has unbundled its predictive models to tailor to the specific needs of fleets of all sizes. Some clients may only want to score driver job applicants on the basis of their likelihood to remain. Max Farrell and Andrew Kirpalani, founders of Workhound, Croke also is considerrecently won the Truck Tank competition at the Great ing creating a new model American Trucking Show. that would be offered recruiting pipeline. Fleets often need directly to drivers and training schools. to hire all of the qualified drivers This model would identify the carrithey can get. ers and types of operation – flatbed, While fleets generally capture only tanker, long haul, dedicated, reefer basic information from driver appli– that would best meet drivers’ job cants, even this limited data can be expectations. used to identify those with a higher Another possibility is to incorporate risk of leaving early. To reduce that data about driver physiology such as sleep risk, companies could spend extra patterns. Croke is an expert in sleep scitime with these drivers during orienence and believes that one of the reasons driver turnover is highest in the first 90 days is sleep deprivation while getting used to a new work schedule. Some of Omnitracs Analytics’ accident models show drivers are at the highest risk at 87 days. Croke anticipates eventually being able to capture the quality of drivers’ sleep from wearable devices that communicate with Omnitracs’ in-cab mobile devices. Ultimately, the best countermeasure for a driver at risk of quitting may be to make sure he’s able to get a good night’s sleep, he says.

Personality testing

Dean Croke, vice president of Omnitracs Analytics, recommends drivers use smartphone apps to help manage their sleep.

commercial carrier journal

Two years ago, Stay Metrics began a research project with the University of Notre Dame. Seven of the company’s carrier clients and 450 drivers from those carriers provided data for the study. The drivers completed an in-depth online survey developed by professors

| november 2015

Timothy Judge and Mike Crant from the University of Notre Dame’s Mendoza College of Business. The survey was used to assess drivers’ personality traits, and the carriers provided safety scores and turnover data on the drivers throughout the study. The full study is currently in the peer review process and is set for publication in academic journals within 12 to 18 months. Judge, Stay Metrics’ director of research, already has used the study’s results to create two predictive models for turnover and safety, both linked to key personality traits of drivers. Each model uses a predictive index based on four personality traits that correlate strongly with turnover and safety. Orderliness is one predictor of driver turnover, while anger is one for driver safety, says Hindes. “Drivers with an orderly trait are structured – they take notes, make lists and keep their paperwork in order,” Hindes says. “Anger is a personality trait one might expect of unsafe drivers, and when combined with the other traits in the models, a more holistic view emerges.” Stay Metrics plans to develop a selection tool for carriers to screen job applicants. Field-testing of the two predictive models will begin in December with four carriers whose drivers will take a personality test during orientation meetings. Subsequently, their turnover and safety performance will be monitored for the next six months. At the conclusion of field-testing, the results will be used to determine the direction of the new selection tool. The earliest this new product would be available is July 2016, Hindes says. The driver shortage makes it difficult to be too selective when hiring drivers, but by using insights from data to see which drivers are most likely to leave and why, fleets possibly can change the outcome.

Make a connection. Attend Truckstop.comâ&#x20AC;&#x2122;s user conference! Register for Connected 2015 to take advantage of industry keynotes and a host of educational breakout sessions. Visit with solution providers, network with other users, and learn tips and tricks from freight experts, peers, and Truckstop.comâ&#x20AC;&#x2122;s training staff.

Connected 2015 | November 9-11, 2015 | Omni Mandalay at Las Colinas | Dallas, TX

While fleets admit some drawbacks with 6x2 drive axles, the benefits are worth it By Jack RoBeRts

ne of the more interesting sessions at this year’s Technology and Maintenance Council fall meeting in Orlando, Fla., was dedicated to the growing popularity of 6x2 drive axles in Class 8 long-haul applications. The session was chaired by Mike Roeth, executive director of the North American Council for Freight Efficiency, which takes the lion’s share of the credit for bringing the 6x2 axle concept to the forefront of trucking today. 66

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“This is a spec that’s been around for decades,” Roeth says. “But it’s something not a lot of people remembered.” In 2009, Roeth and NACFE were working on fuel economy specifications with Con-way Truckload and other fleets when the 6x2 concept turned up during the discussions. The initial data on 6x2 axle performance was intriguing, Roeth recalls, because although there were distinctive disadvantages with the spec – most notably, a risk of getting the truck stuck in

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almost laughably embarrassing circumstances – the benefits were difficult to ignore: fuel economy increases of up to 5 percent in some applications, coupled with a 400-pound vehicle weight reduction. “Still,” Roeth remembers, “the more we looked at it, the more we felt like we’d uncovered a new and very promising opportunity for many fuel-conscious North American fleets.” The resulting NACFE report on 6x2 axles released in early 2014 “kind of blew the roof off,” Roeth says. “That session at TMC this year kind of highlights that.” After presenting information from various fleets involved in the report – including Con-way, Ryder, C.R. England, Frito-Lay, Werner Enterprises, Bison Transport, UPS and Schneider National – Roeth opened the floor to TMC attendees for a question-and-answer session. He was astounded when fleet manager after fleet manager stepped up to the microphone to praise the 6x2 concept and detail how they were working around various limitations with the spec. “When we put out our report in 2014, we noted that current 6x2 market

EquipmEnt: 6x2 AxLES

penetration was 2.5 percent,” Roeth says. “Our prediction was that we thought that number would double every year for the next four to five years and level off somewhat.” But based on the industry response at TMC, Roeth thinks a concurrent commercial vehicle fuel economy report from the U.S. Environmental Protection Agency might provide an even more accurate take rate. EPA projected that 60 percent of Class 8 tractors engaged in long-haul applications would be using the 6x2 axle spec by 2024. “The EPA doesn’t buy trucks, but they are pretty detailed in the studies they put out,” he says. “I think there’s some indication that this will become something of the industry standard for long-haulspec’d trucks in the next few years.” Application, driver buy-in The 6x2 drive axle concept is fairly straightforward and widely accepted outside of North America. In Europe, they are considered the standard spec for long-haul tractors. North American fleets today can spec two variations of the 6x2 axle system from suppliers such as Dana and Meritor. Both versions feature an unpowered “dead” axle that normally would be powered in a conventional 6x4 drive axle package. The main difference in the two 6x2 specs centers on which axle is powered and which is “dead.” The more common system, according to NACFE, is the “tag tandem” configuration, where the forward-position rear axle is driven and the second-position axle is not. Alternately, the “pusher tag” 6x2 features the rearmost being powered with a “dead” or tag front-position axle. Both versions are offered with 40,000and 46,000-pound ratings, as on 6x4 axles. Both also feature tag axles specifically designed to carry the same load as the powered axle.

This will become something of the industry standard for long-haulspec’d trucks in the next few years. – Mike Roeth, NACFE executive director The fuel economy and weight-saving benefits from 6x2 axles come from the fact that an entire set of inter-axle driveshafts and gear sets have been removed from the vehicle. This lack of internal gearing cuts parasitic fuel loss from internal friction and lubricant churning. “It also cuts about 400 pounds off overall vehicle weight, which further contributes to both vehicle freight efficiency and higher fuel economy,” Roeth says. To compensate for the higher power and torque loads being transmitted to a single drive axle, 6x2 inter-axle components are slightly larger and more robust than those found on 6x4 units, coupled with a 23,000-pound maximum haul weight per axle when compared to a 20,000-pound haul weight on 6x4 axles. “With a 6x2, you get lower weight, reduced maintenance effort and costs and higher fuel economy,” Roeth says. “It’s a pretty attractive combination for fleets, provided they are in the correct application to run this spec.” Ryder System was one of NACFE’s partners on its 6x2 test program, and the truck rental and leasing company was

interested in the concept’s performance and usability at an early stage. “Delivering the best possible fuel economy for our customers is always top of mind for us,” says Scott Perry, Ryder’s vice president of supply management and global fuel products. “In the right applications, a 6x2 drive axle absolutely delivers substantial fuel economy benefits, but it is important to understand that this is not an ideal spec for every truck fleet out on the road today.” Managing the negatives Despite its many benefits, the 6x2 concept has a distinct traction disadvantage, Perry says. “You really have to look hard at duty cycles if you’re a fleet manager considering this spec,” he says. “If you’re in coast-to-coast or even regional-haul applications, this may work for you, provided you’re hauling below the MasonDixon Line or in climates with limited inclement weather. Good roads with a lack of uneven surfaces are another plus factor.” The axles are not a good fit in regional haul or pickup-and-delivery applica-

In collaboration with the Carbon War Room initiative, the North American Council for Freight Efficiency studied existing literature on, as well as new track tests of, 6×2 tractor axle configurations and fuel efficiency versus that achieved with more common 6×4 setups. Tests examined and performed showed a range of increased efficiency from as little as 1.6 percent to as much as 4.6 percent. NACFE concluded an average 2.5 percent could be expected for many fleets with a conversion to a 6×2 configuration. commercial carrier journal

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EquipmEnt: 6x2 AxLES

Normal, Ill.-based Nussbaum Transportation Services runs all 48 contiguous states with 6x2 axles.

Truck rental and leasing company Ryder System was one of NACFE’s partners on its 6x2 test program.

tions on uneven terrain or poor roads because of the potential for lost traction if the drive wheels lose good contact with the pavement, Perry says. “In a worst case, you may have to call a tow truck in to pull a stuck tractor all of 3 feet to get it going again.” Fleets with 6x2 experience say the lack of a second powered axle is the biggest hurdle for drivers to overcome. But Phil Braker, chief operating officer for Normal, Ill.-based Nussbaum Transportation Services, says a little coaching can help drivers learn to compensate for both bad roads and weather. “You can imagine that transferring that kind of power to a single drive axle can be difficult for drivers to get used to,” Braker says. “Coaching the drivers on how to handle the trucks was paramount for us. A driver has to be smart about where he goes and what he does.” Nussbaum runs all 48 contiguous states with 6x2 axles. “We run Min68

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nesota all day long, and a 6x2 is fine in those conditions as long as the driver is smart about how they drive,” Braker says. “We noticed that once all our 6x2 drivers went through one winter, we saw noticeable improvements in traction and towing issues because they learned – sometimes the hard way – where not to go and how to be alert for traction issues like gravel, curbs or uneven roads. Now we even have instances where 6x2 drivers are pulling 6x4 tractors out of bad spots.” Truth be told, Braker says, Nussbaum drivers probably would prefer a 6x4 if given a choice. “We really don’t hear much grumbling about 6x2 axles anymore,” he says. “The way our driver reward system is set up, fuel economy is the biggest opportunity for them to make bonus money, and there’s no cap on that. The better fuel economy they get, the more they make. The 6x2 axle really helps them make those bonuses.” Other disadvantages fleet managers should consider when looking at 6x2 drive axles also are related directly to the way power is transmitted to a single drive axle – namely, proper engine torque management and accelerated tire wear. Joseph Phillips, director of fleet maintenance and equipment for Rocky Mount, N.C.-based Eagle Transport Corp., says that both initial and subsequent test fleet results with 6x2 axles

| november 2015

have delivered significant fuel economy and payload improvements. “The only major downside so far has been accelerated tire wear,” Phillips says. Eagle is attempting to manage this issue by changing its tread design spec – especially on the non-driven axle. “It is still too early to say for sure, but we are expecting to greatly improve our tire life over our early results,” Phillips says. “Unfortunately, I don’t see anything right now that will give us the same tire life we were used to with our 6x4 tractors. But the fuel economy and payload gains offset the tire wear losses we are seeing.” Perry says that from a maintenance standpoint, 6x2s are easier on a shop because there are fewer components present in the axle that require attention. “The tradeoff is that you will see accelerated tire wear.” Braker says Nussbaum found tire wear on its 6x2 trucks boiled down to two issues. “The first was the driver,” he says. “We had guys taking off with 6x2s like they still had two drive axles behind them. What you get is a much more aggressive launch with all that power and torque channeled into one drive axle.” Nussbaum drivers had too much torque going to the ground in low gears. “We had drivers roasting their tires at times,” Braker says. “You’ve really got to talk to the drivers about managing their launches. Slow and smooth is definitely the way to go with a single drive axle.”

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EquipmEnt: 6x2 AxLES

Other issues were not the drivers’ fault; early compatibility problems with the drivetrain were partly to blame. “You have to set the entire system up right,” he says. The engine and transmission must be optimized for a 6x2 axle, and Nussbaum also spec’d electronically-controlled air suspensions to control how much weight is on the drive tires in any given situation. “Any traction event dumps air off the tag axle and moves it to the drive axle,” Braker says. “You want as much weight on the drive axle as possible at all times.” While good torque management is important, tire spec’ing also can play a huge role. “A good tire management program working with a tire manufacturer can go a long way on that front,” Perry says. “You want the most aggressive tread profile on your drive tire that you can find.”

Perry warns that doing so, however, isn’t as easy as it sounds. “This can be a big problem,” he says. “At first, our tire wear results were very discouraging, but we’ve come to find that if handled correctly, you can eventually manage 6x2 tire wear back to equilibrium with 6x4 wear.” Roeth attributes most tire wear issues associated with 6x2 axles to bad timing. Many fleets seeking to maximize fuel economy started running SmartWaycertified low-rolling-resistance tires on their initial 6x2 tests. “That wasn’t a good mix,” Roeth says. “In some cases, drive tire wear actually doubled or worse. The answer here in most cases is more tread with a higher rolling-resistance number combined with programming engines and transmissions to manage torque at launch.” Taking those steps will get tire wear issues under control, he says. “Any fuel economy hit you take with higherrolling-resistance The safe way to handle heavy truck batteries! tires will be more than offset by Heavy duty truck batteries are tough and the gains you get dangerous to handle. They’re heavy, awkward running the 6x2 and when they’re squeezed into a battery box, getting a grip on them for lifting, is a real axle.” challenge. and lifting by the terminal posts damages the battery. The final negative cited by fleets The K-1320 Battery Grip solves these problems! Includes an ergonomic handle for comfortable lifting, textured grippers and a powerful controlled squeeze testing 6x2 axles that provides a safe secure grip. Just clamp it on and you’re ready to go. concerns resell Ergonomic handle for comfortable values. Because lifting and transporting these trucks only • Fits all heavy-duty truck batteries. work well in • Compact design fits into tight spots. targeted applica• Safety and cost savings from KIENE. tions, finding buyers for used Easy and quick trucks with single to use . . . Clamp Textured grippers it on and you’re and powerful, drive axles can be ready to lift! controlled squeeze a problem. MADE IN THE U.S.A. provide a safe, secure grip “You just can’t market them like any other vehicle 325 S. Fairbank Street, Addison, IL., 60101 Phone: 1-800-264-5950 • 630-543-5950 • Fax: 630-543-5953 out there,” Perry www.kienediesel.com • e-mail: alanc@kienediesel.com says. “You have

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| november 2015

9/28/15 2:09 PM

Rocky Mount, N.C.-based Eagle Transport Corp. found that 6x2 axles delivered significant fuel economy and payload improvements.

to find a buyer with the same type of operation and duty cycle you have, so it does limit your resell prospects.” OEMs have tried to address this issue with conversion kits to switch a 6x2 setup to a 6x4 more easily. If the EPA study proves to be accurate, resell issues are likely to be a short-term problem as more fleets switch to 6x2 axles, Roeth says. “You can’t get high fuel economy and have a truck that will be everything to everybody,” he says. “These are really highly specialized vehicles capable of getting up to 6 percent better fuel economy than a comparable truck equipped with a 6x4 axle. That’s why I believe this issue will mitigate over time.” The numbers Nussbaum obtained from its earliest 6x2 tests convinced the company to adopt the spec. “We were getting a ½-a-mile-per-gallon fuel economy improvement right off the bat, and those numbers still hold true now,” Braker says. “We won’t buy any more 6x4 tractors going forward unless they’re slated for a specific duty that a 6x2 truck can’t fill. We may take a hit on the back end, but we’re more than making up for that in the meantime with the fuel we’re saving today.”

The Search Accelerates with More Choices for Better Fuel Economy It’s a fairly simple concept: slowing down a Class 8 diesel engine improves the fuel efficiency. It’s called downspeeding. Every 100 rpm reduction improves fuel economy by about one percent. Today’s integrated powertrains accomplish engine downspeeding using both direct drive and overdrive transmission ratios, and there are many variables to consider when deciding which option would better serve your fleet.

SmartAdvantage Lineup Expands Launched in 2013, the Cummins and Eaton SmartAdvantage™ Powertrain showed the industry that truly optimized powertrains actually come from the agile integration by component experts. This unparalleled collaboration by North America’s leading powertrain experts delivers flawless integration for improved fuel economy, performance and driver satisfaction. Building on the success of the original SmartAdvantage Powertrain, which combines the ISX15 engine and Fuller Advantage® Series automated transmission, is a new direct drive version for enhanced customer choice. Whereas some integrated powertrains offer downspeeding using direct drive, the SmartAdvantage Powertrains offer industry-leading downspeeding in both direct drive and overdrive configurations, allowing fleets to spec the best ratio for their application, cruise speed and terrain: SmartAdvantage Small-Step – now available in new ratings of 400 hp (298 kW) and 420 hp (313 kW), along with our 450 hp (336 kW) rating, you can choose the right rating for your fleet. The innovative small-step technology on the Fuller Advantage 10-speed transmission provides the benefits of a direct drive transmission with those offered in an overdrive configuration. A 26% step between 9th and 10th gears allows downspeeding in overdrive and efficiency in direct drive that keep the engine in the “sweet spot” for maximum fuel economy. Thanks to its 0.79 overdrive ratio, it delivers more engine downspeeding than a direct drive. It’s ideal for linehaul applications where cruise speeds exceed 62 miles per hour, or operate in flat, hilly or mountainous terrain and the truck spends a high percentage of time at cruise speed (75% or more). SmartAdvantage Direct Drive – available in 400 hp and 450 hp ratings, this new powertrain provides superior driveability in a wide range of road speeds, maximizing time in top gear. The 1550/1750 ft.-lbs. torque rating ensures optimal performance at lower rpm when combined with a 2.26 or 2.28 axle ratio. It is the optimal solution for linehaul or regional haul applications that operate in flat or hilly terrain and lower speed applications where cruise speeds are 62 miles per hour and below, but also is great for fleets spending as little as a third of their time at cruise. Fleets looking to further increase mpg should be aware that both choices are available with ADEPT™ technology – which adds SmartCoastTM to SmartTorque2 providing up to 2% more fuel economy in hilly terrain.

The Power of Choice Best of all, choosing a SmartAdvantage Powertrain means you can have a single powertrain solution across your diverse fleet.The SmartAdvantage Powertrains are available in the most fuel-efficient trucks from the OEM of your choice. To learn more, visit www.smartadvantagepowertrain.com

©2015 Eaton Corporation. All rights reserved. Eaton, Fuller and Fuller Advantage are registered trademarks of Eaton. Cummins and the “C” logo are registered trademarks of Cummins Inc. All trademarks, logos and copyrights are those of their respective owners.

The 2015 American Trucking Associations Management Conference and Exhibition held in Philadelphia saw plenty of news from politicians, industry insiders, economists and vendors. Here’s a brief roundup of the highlights, and for more detailed coverage, go to www.ccjdigital.com/tag/ata2015. By Jeff Crissey and Aaron Huff

FMCSA’s Darling seeks to partner with more carriers, drivers Safety Administration, shared some

Economists blame 2015 freight slowdown on inventory

of the agency’s top priorities during a

THIS year, truck capacity has

luncheon at ATA’s annual conference.

dropped 3.1 percent due to

SCott DArling, acting administrator for the Federal Motor Carrier

Looking toward 2016, Darling talked

Scott Darling, FMCSA acting administrator, talked about a ‘year of partnerships’ with motor carriers and drivers.

about a “year of partnerships” with motor carriers and drivers. One partnership started last December was the agency asking for carriers

AtA chief economist Bob Costello, left, discusses the state of the economy with Nariman Behravesh, chief economist for iHS.

the driver shortage as freight volumes grew by 3 percent. These conditions drove freight rates up significantly, particularly in the spot market. Many manufacturers, shippers and retailers responded by stocking up on inventory to limit their transportation cost increases. Two economists speaking at ATA’s annual conference blamed a

and drivers to provide data to assess the

glut of inventory for freight volumes slowing in 2015. That will all

impact of the hours-of-service restart provisions. More than 220

change, they believe, in the first quarter of 2016. “It is going to turn

drivers provided the agency with data from their normal routes.

on a dime at some point,” said Bob Costello, ATA chief economist.

The data included more than 3,000 driver duty cycles captured by electronic logs and more than 20,000 days of driver sleep data. The study is currently in the analysis stage, with a final report

Costello believes freight growth in 2016 will return to 3 percent in concert with overall economic growth driven by consumer spending. In 2015, consumer spending grew by more than 3 percent due to

to be submitted to the Office of Inspector General in the coming

declining energy costs and historically low interest rates, said Nariman

months. Darling also mentioned several other ongoing projects

Behravesh, chief economist for IHS Inc. Behravesh expects the U.S.

where partnerships have been essential to improve safety results:

economy to grow at 2.5 to 3 percent and be one of the bright spots

• A negotiated rulemaking for entry-level driver training that is on schedule to be published by the end of the year;

worldwide among the major industrial economies. Looking at the different sectors of the trucking industry, Costello

• A final rule to be published on electronic logging devices; and

said refrigerated is performing best with load volumes up by 10

• A safety and fitness notice of proposed rulemaking that will

percent this year. Another overperforming sector is intermodal, as

incorporate ongoing safety performance data and grade carriers

truckload carriers have increased shipments on rail cars by 7.5 per-

based on their own performance.

cent this year.

commercial carrier journal

| november 2015

ruan, searcy take home Volvo Trucks safety awards

Graves: ‘Look no farther than Washington’

VoLVo Trucks norTh america

DurinG a Luncheon aD-

named Ruan Transportation Management Systems and Searcy Trucking Ltd. the

Dress at the ATA conference, Bill

recipients of the 2015 Volvo Trucks Safety

Graves, president, said that while

Awards. The award program, co-spon-

2015 was a good but not great

sored by Michelin Truck Tires, is open to

year for most fleets, 2016 is look-

all U.S. and Canadian motor carriers oper-

ing as good or slightly better. “If there’s a boogeyman we

ating at least five Class 8 units, including at least one Volvo model. Winners are

need to be concerned about, look

selected based on U.S. Department

no farther than Washington,” said

of Transportation recordable accident frequency rates, as well as their safety and accident prevention programs.

michelin’s mike cain, third from left, and Volvo’s Göran nyberg, fourth from left, presented awards to ruan Transportation and searcy Trucking.

Graves. “Disarray within the House of Representatives could lead to all sorts of negative outcomes and unintended consequences for

Ruan won in the over 20 million miles category. In 246 million miles logged by Ruan drivers in 2014, the 3,900-truck

our economy. Government is not

company had an accident frequency rate of only 0.61 per million miles. The Des

the enemy.

Moines, Iowa-based company also developed its Megasafe training program to im-

Unfocused, un-

prove safety performance for its drivers.

responsive and

Searcy, a family-owned company located in Winnipeg, Manitoba, and a division of

overreaching

Bison Transport, won in the under 20 million miles category. With a fleet of 88 trucks,

government is

Searcy’s drivers logged more than 6.8 million miles in 2014 and had an accident

the enemy.”

frequency rate of just 0.58 per million miles. Company safety practices include a

On the up-

“Right to Decide” policy that empowers drivers with the right and the responsibility

coming presi-

to temporarily discontinue a trip when conditions are too hazardous to drive safely.

dential election in 2016,

aTa President Bill Graves said the prospects for the trucking industry should be as good or slightly better in 2016 compared to 2015.

Daimler provides FOTA, Detroit Connect updates

Graves said

DaimLer Trucks norTh america said it is nearing completion of the develop-

have an enormous impact on

ment of a new telematics platform with connected vehicle communications hardware

whether trucking companies will

that will allow flashing-over-the-air (FOTA) capabilities, including remote vehicle

be successful in the future. He also

parameter settings, remote flashing of electronic controller firmware updates and

pointed to the current political

download of Detroit Diesel Engine Control diagnostics reports.

uncertainty as a potential reason

the actions of political leaders could

The new platform uses cellular service connectivity for FOTA and will integrate with third-party applications, reducing the need for additional hardware. The system will

for softer freight volumes in recent weeks and months. “While other freight modal part-

be available on select truck models in 2017. “Vehicle connectivity is going to continue to have a significant impact on how cus-

ners will continue to play support-

tomers do business, and DTNA will continue to push the envelope to be part of that

ing roles in moving this economy,

evolution,” said Matt Pfaffenbach, DTNA’s director of technology.

the star of this show has been, is

DTNA also announced new features for Detroit Connect, the company’s connected

and will be the truck,” said Graves,

vehicle solution, and the Virtual Technician remote diagnostics system designed to

who will be leaving ATA at the end

further improve integration and communications.

of 2016 when his contract expires.

A new portal with Detroit Connect will allow users to access more detailed infor-

The former Kansas governor has

mation about specific fault events communicated by Virtual Technician. The portal

headed the industry lobbying

will include options for communications, reporting and subscription management

group since 2003.

customization and currently is being piloted by select customers, with rollout set for mid-2016.

ATA’s board has formed a committee to find a new president.

commercial carrier journal

| november 2015 73

BUSINESS | 2015 ATA MC&E ROUNDUP

Mack targets uptime with dealer certification program MAck Trucks NorTh AMericA

Mack Certified Uptime does away with the

announced its new Mack Certified Uptime

“first-come first-served” approach.

Centers, a dealer service certification with

The company is currently in a pilot

a focus on maximizing customer service

program with 21 dealer locations and

and uptime. Stephen Roy, president of

said the program will roll out through

Mack Trucks North America, said the new

participating dealers in 2016. Since

program represents a paradigm shift in

2010, Mack dealers have invested $400

dealer service, calling it a process change

million in upgrades to its 420 North

rather than just making improvements. Mack Certified Uptime will standardize workflows and processes to allow faster

American service points, including facilities, training and service centers. In other news, Roy said the company

and more efficient service and repair, as

had delivered more than 16,000 trucks

well as more transparent information for

year-to-date through August, a 10-percent

the customer. Uptime bays will be reserved

increase from 2014. Since making the

specifically for trucks with service and repair

mDrive automated manual transmission

tasks requiring less than four hours of work.

standard equipment on Pinnacles in 2014,

Citing an industry average of four days

mDrive penetration in Pinnacle axle-back

of downtime and 3.5 hours of repair time,

models has reached 70 percent, and the

David Pardue, Mack’s vice president of

transmission now is the dominant choice in

aftermarket business development, said

axle-forward models.

Mack Certified Uptime will standardize workflows and processes to allow faster and more efficient service and repair.

DTNA’s Daum: 2016 outlook lower, but still likely one for the books DuriNg A press briefiNg, Martin

that as an indicator of the overall health

million in research

Daum, president and chief executive officer

of the truck OEM market.

and development

of Daimler Trucks North America, updated

“Q4 2014 was not normal,” said

for vehicle and

the company’s sales numbers and discussed

Daum. “We had an absolutely monster

powertrain develop-

future plans.

October, and it triggered a monster

ment in 2015 and

November and December.”

is budgeting $563

Year-to-date through September, DTNA has achieved a 38.7 percent market share

Penetration rates for DTNA’s heavy-

million in 2016 as it

‘The future is definitely integration, and it will continue to go on,’ said Martin Daum, DTNA president and ceo.

for NAFTA Class 6-8 truck orders, includ-

duty engine platform for both Freight-

continues to expand

ing a 39.5 percent share of the U.S. Class 8

liner and Western Star brands in the

on its SuperTruck

market (up 2.2 percent from 2014) and 40.4

U.S. and Canadian markets year-to-date

and Freightliner Inspiration efforts from

percent of the U.S. Class 6-7 market (down

through August are 86 percent, with front

this year. The company is expected to

0.7 percent from 2014). “We have more

axles and rear axles at 74 percent and 50

introduce an update to the Freightliner

room to grow in this market and will push for

percent, respectively. Penetration for the

Cascadia Evolution in 2016.

that in 2016,” Daum said.

DT12 automated manual transmission is

On the overall North American Class 6-8 market, Daum believes the industry will reach the 435,000-unit mark forecasted in

Aside from increasing market share,

22 percent overall, but has reached 41

Daum said DTNA will focus in 2016 on

percent on the Freightliner Cascadia.

improving customer service and experi-

“The future is definitely integration,

ence through its dealer networks. “We

March, which would represent a 13.4-per-

and it will continue to go on,” said

need investments in technicians and

cent increase from 2014’s 384,000 units. He

Daum, hinting that DTNA will complete

bays on the dealer side because that is

warned that while fourth-quarter industry-

the vehicle integration puzzle in 2016

the name of the game in the future,”

wide truck order intake numbers will be

by adding to its proprietary engine, trans-

said Daum. “If you want to survive in

sharply lower than the same period last year,

mission and axle offerings.

the trucking world, you have to have

the industry shouldn’t read too much into

commercial carrier journal

Daum said DTNA has invested $547

| november 2015

service.”

BUSINESS | 2015 ATA MC&E ROUNDUP

Kenworth touts PremierCare, 40-inch sleeper for T880 KenworTh announCed its new PremierCare Gold Certified

program for its North American dealerships that offer superior levels of service. Kenworth said its network has invested $500 million in facility improvements in the last five years. Dealers must have a PremierCare ExpressLane with technicians to support quick diagnosis and estimated repair time and cost within two hours. Other criteria include extended hours of service, 24-hour roadside assistance support, all engine technicians having MX engine certification, outstanding parts availability and dedicated TruckTech+ personnel. Dealerships also must have a premium driver’s lounge. Kenworth also announced its T880 will be available in a 40-inch sleeper configuration beginning in March 2016 and is suited for straight truck and vocational applications. It features a 24-inch liftable bunk and 22.5 cubic feet of storage space.

Kenworth dealers must meet a number of criteria to gain the new PremierCare Gold Certified certification, including a PremierCare expresslane.

PeopleNet to offer mobility software on Samsung devices PeoPleneT, a provider of fleet mobility technology, is partnering with Samsung Electronics to offer PeopleNet software on Samsung devices. The new off-the-shelf mobility option allows fleets to deploy proFlowBelow said its Tractor AeroKit for flatbed and tanker fleet operations offers fuel savings of 3 percent.

prietary company apps, approved third-party

FlowBelow introduces aero kits for flatbed, tanker tractors

same device.

FlowBelow now oFFers

multiplatform accessibility and enterprise

a modified version of its Tractor

fleets in the United States. FlowBelow’s Tractor AeroKit con-

AeroKit for use in flatbed and tanker

sists of aerodynamic wheel covers

fleet operations, and said the new

as well as middle and rear tandem

system offers fuel savings of 3 per-

fairings to help reduce turbulence

cent on tanker and flatbed tractors

and drag around the tractor’s rear

compared to 2.23 percent in dry van

wheels.

and refrigerated van applications.

More than 160 North American

G. Bren Marshell, vice president

fleets have deployed FlowBelow’s

of sales for FlowBelow, also an-

AeroKits on 10,000 tractors, and

nounced that 1,000 AeroKits now

the company projects it will deploy

are deployed in tanker and flatbed

35,000 systems by yearend 2016.

programs and PeopleNet software on the Partnering with Samsung is part of PeopleNet’s broader Company-Owned Personally Enabled (COPE) mobile device strategy to address the market need for mobility management.

Partnering with samsung is part of PeopleNet’s broader Company-owned Personally Enabled (COPE) mobile device strategy.

commercial carrier journal

| november 2015 75

BUSINESS | 2015 ATA MC&E ROUNDUP

Conversion interactive launches Web-based driver onboarding Driver reCruiting anD aDver-

tiSing firm Conversion Interactive

Conversion Orientation is an online driver orientation program designed to allow carriers to save thousands in reduced expenses.

Agency launched Conversion E-Learning Academy, a Web-based driver orientation and onboarding system. Conversion Orientation has a package for all fleet sizes, with a standard online orientation and more tailored options. Conversion Orientation is an online driver orientation program designed

hiring cycle with online orientation

to allow carriers to save thousands in

while gaining documentation against

Conversion Orientation and

reduced travel expenses, housing and

litigation. Conversion Onboarding of-

Onboarding are powered by EBE

per diem costs, as well as better asset

fers drivers the convenience of filling

Technologies’ Learning Management

utilization; carriers also decrease the

out pre-hire paperwork and benefits

System.

Omnitracs creates nextgeneration truck navigation OmnitraCS has added Omnitracs Navigation to its

SmartDrive debuts single-camera system SmartDrive SyStemS,

portfolio of fleet management applications. The com-

a provider of driving

pany leveraged the intellectual property of Roadnet,

performance systems de-

a subsidiary of Omnitracs that has routing, navigation

signed to reduce collisions

and mapping applications.

and improve fuel efficiency,

The platform collects truck

enrollment information online.

now offers a single-camera

route data from more than

the Omnitracs naviga250,000 customers that use tion platform collects Omnitracs’ in-cab mobile truck route data from more than 250,000 computing systems that customers that use its contribute more than 4 billion in-cab mobile computdata points. The driver inter- ing systems.

light version of its videobased safety system. The option is one of several now included in SmartDrive’s SmartChoice Program, where fleets

the single-camera option is one of several now included in SmartDrive’s SmartChoice Program.

face for Omnitracs Naviga-

have the freedom to

tion provides alert information to drivers with near

choose the level of video

real-time updates and extensive fleet configuration

protection that best aligns with their specific business priorities and needs. If a fleet’s primary objective is exonerating its drivers from frivolous

options. Rick Turek, chief navigation scientist, said that

claims, a single-camera system may be suitable. If the objective is to train

Omnitracs Navigation also provides fleets and drivers

drivers as well as protect them by capturing and coaching risk with 360-de-

with data publishing, actionable data and an online

gree visibility, SmartDrive recommends its full system.

driver community.

commercial carrier journal

Fleets can upgrade at any time using their existing hardware.

| november 2015

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products new

Electrical pin cleaners

IPA’s Micro-Male Electrical Pin Cleaners are a three-piece set designed for cleaning small male pins commonly found on round terminals. Each file features a diamond-abrasive coating on a concave design that contours to the male pin to help scrape away corrosion and rejuvenate electrical connections while aiding in diagnostic troubleshooting. The set comes in a leather-type holster and includes three files engineered to clean pin sizes .03 to 04 inches, .06 to .065 inches and .09 to .098 inches.

Oil filter line

Innovative Products of America, www.ipatools.com, 845-679-4500

Shell Rotella’s oil filters are engineered to help reduce engine wear and promote longer conventional and synthetic engine oil life. The lineup of six oil filters is designed to fit almost every diesel pickup truck and to capture dirt and contaminants efficiently by removing and holding them until the next oil change while meeting the diesel engine’s capacity requirements. Shell Rotella, www.rotella.com/filters, 800-237-8645

Severe-service tire Continental’s HDC1 HT on-/off-road drive tire is designed for added traction, durability and retreadability in severe-service applications such as construction, mining, oilfields and logging. The tire features the company’s proprietary 3G casing, a diamond-lug tread design, an on-/ off-road belt package and a tread depth for added sidewall protection and resistance to stone penetration and chain damage. It is available in sizes 11R22.5 and 11R24.5. Continental Tire The Americas, www.continental-truck.com, 800-450-3187

Spindle nut locking system SKF’s spindle nut locking system for both tractors and trailers is available in steering, drive and trailer sizes and is forged, precision-machined and assembled with two high-strength lock bolts to help withstand adverse conditions. The two-piece system includes a hardened internal tab lock washer and a forged precision-machined flange nut – a combination that meshes with precision-formed threads to help facilitate added strength. The system is designed for easy installation and service and is engineered to provide consistent wheel bearing adjustment accuracy to help avoid the extremes of preload and excessive bearing end play. SKF, www.vsm.skf.com, 800-882-0008 commercial carrier journal | november 2015

Predicting the future is tough. CCJ makes preparing for the next decades easy by bringing together the world’s leading futurists, top trucking gurus and infrastructure experts to give you a glimpse into what’s ahead.

From self-diagnosing and autonomous vehicles to smart phones that analyze driver health and wellness, technology is poised to vastly change the face of trucking. An exclusive multimedia report from the editors of CCJ will explore what the future holds for trucking over the next decades and what innovations will drive rapid change.

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.

Trucking’s Future Now spans all available media channels, beginning with a major industry event, as well as digital, video and social media, and culminates in a special CCJ print issue in October, as well as coverage in our other trucking brands.

Stay connected with the coverage you want. truckingsfuturenow.com

products

Coil hauler trailer Doonan’s custom 48-foot-by-96-inch Black Gold Coil Hauler trailer is engineered for hauling steel coils shotgun-style – with the coil’s eye facing forward – recessed inside a well. The trailer has two outer-perimeter beams with 1-by-5inch top and bottom flanges and features a well opening in the center that measures 19 feet long by 76 inches wide, with recessed concave beams to help secure the coil load more safely. The trailer’s 98,000-pound gross vehicle weight rating is based on a tri-axle system with disc brakes; the coil well is designed close to the axles to help transfer more weight onto the axles. The trailer also has nine pockets along its sides for tarp system installation to help protect coils from the elements. Doonan Specialized Trailers, www.doonan.com, 800-734-0608

Diagnostic leak detector

Security product line Fontaine Parts Connection now offers products to help increase security for heavy-duty vehicles and freight. The line includes a “clean hands” kingpin lock, locks for the brake valves on the dash, locking nuts for the wheels, and locks for the gladhands to help keep trailers from being moved without authorization. The products also can be used to prevent movement of trucks or trailers during repairs. Fontaine Parts Connection, www.fifthwheel.com, 800-874-9780

Redline’s HD PowerSmoke high-pressure diagnostic leak detection equipment is built to detect high-pressure leaks, helping to increase fuel economy, reduce downtime and solve reoccurring diesel particulate filter problems. The device is designed to replicate a high-pressure boost load so the entire system can be tested for faults while the engine is off. Redline Detection, www.redlinedetection.com, 877-557-6653

Engine-off cabin cooling Webasto’s Polar Cab TS engine-off cabin cooling system features the company’s proprietary storage core and a series of aluminum microchannels engineered to route liquid refrigerant around a graphite honeycomb substrate that is impregnated with water. The substrate is designed to store cold energy that can be transferred to the cab for on-demand cooling via a compact air handler at a capacity of 1.3kW (4,450 Btu/h). The system doesn’t require additional batteries and can be recharged within three hours. Webasto Thermo & Comfort North America, www.webasto.com/us, 800-860-7866

Hose line Gates’ hybrid polymer hose line now includes a water hose and a whip air hose. The water hose has heavy-duty nickel-plated fittings and a spring guard and is available in multiple sizes. The whip air hose is available in different lengths and is designed to not kink or curl to help reduce wear and tear. Gates Corp., www.gates.com, 303-744-1911 commercial carrier journal | november 2015

SPEND BIG BUCKS

products

Drive-position retread Oliver Rubber’s PD Drive is an open-shouldered drive-position retread for line-haul and regional applications and has been verified by the U.S. Environmental Protection Agency’s SmartWay program for low rolling resistance. The company’s proprietary tread compounding is engineered to resist wear, while the open shoulder is designed for increased traction. Suited for single- and tandem-axle tractors, the PD Drive is available in sizes 205, 215, 220 and 230. Oliver Rubber Co., www.oliverrubber.com, 866-464-2580

Epoxy primer

Quick-drain system

PPG’s Delfleet Essential commercial paint system now includes ESU480 2.1 VOC Epoxy Primer, formulated to be fully compatible with the company’s Delfleet Essential basecoats and single-stage topcoats. The primer is designed for added versatility and to be used with a wide array of substrates ranging from cold-rolled steel to aluminum, stainless steel, galvanized steel, galvaneal, enamel surfaces and fiberglass.

Femco’s Click-Drain System adds a click-on drainer to the company’s proprietary drain plug that features a valve engineered to provide a cleaner, safer and more efficient method to drain fluids. The user-friendly system is designed for added speed and convenience and is available in many thread types, including metric, UNF, BSP, NPT and UNS. Metric sizes range from 12 to 50, while Imperial sizes range from ½ to 2 inches.

PPG Commercial Coatings, www.ppgcommercialcoatings.com, 800-647-6050

Femco, www.femcodrainplug.com, 855-336-2687

commercial carrier journal | november 2015

products

Scrubbing windshield wipers ScrubBlade’s Platinum scrubbing wipers are engineered for added scrubbing and removal of insects, road debris and excess

water. The wipers feature hundreds of raised triangular scrubbers along the outside of each blade designed to provide

a texture difference along the wiper to help break up bugs and debris and whisk them away; another inside trailing blade then squeegees away water and clears any remaining debris. The wipers feature rubber and steel with a rubber frame cover for added performance in ice and snow, and their nanocoating helps facilitate quieter, smoother wipes and extended blade longevity. Adapters are included to help ease installation. ScrubBlade, www.scrubblade.com, 855-727-8221

Truck seat Commercial Vehicle Group’s Wide Ride Core premium seat for Class 7 and 8 heavy-duty trucks, the latest addition to the company’s Bostrom Seating brand lineup, builds on its Wide Ride II platform that features a wider seat design and adds several features and options, such as a 23-inch-wide seat cushion, cushion extension and front and rear cushion tilt; and an optional “smart” seat memory switch designed to enable drivers to exit the vehicle quickly by deflating the seat and inflate it upon returning. Commercial Vehicle Group Inc., www.cvgrp.com, 614-289-5360

commercial carrier journal | november 2015

Congratulations

2015 Recipient