Jim Pinder
CORPORATE FLEET DIRECTOR
© 2019 , Inc. All rights reserved. All marks are trademarks of their respective owners.
THE COMBINATION THAT PUTS THE ERB GROUP OF COMPANIES AHEAD DELIVERING RELIABILITY AND BETTER DRIVER SATISFACTION. “Our business deals with refrigerated deliveries, so it’s imperative we’re on time – breaking down isn’t an option. Reliability and driver satisfaction is key, and our uptime depends on the International® LT® and RH™ Series with International® A26 Engine. We know that if we give them the right tools, good drivers perform even better. Being the lightest engine in its class, the International® A26 Engine allows us to haul more payload and earn more revenue. Not to mention, we can get over 10 miles per gallon. It’s resulted in more fuel savings for us than our previous specifications. It’s also the quietest and most efficient engine we have in our fleet.” – Jim Pinder
VIEW THE ERB GROUP OF COMPANIES FULL STORY AND DISCOVER THE BENEFITS OF DRIVING AN INTERNATIONAL LT WITH THE INTERNATIONAL A26 ENGINE AT INTERNATIONALTRUCKS.COM/ERB
Combat the capacity crunch with access to the newest equipment.
Talk about value Keeping up with demand means demanding more from your trailers. That’s why we’re committed to offering you the youngest fleet of rental trailers on the road, with an average OTR age of 4.8 years. We know driver-friendly, low-maintenance equipment with the latest in optimization technology keeps your business moving forward. Work with XTRA Lease to get more than what you pay for. www.xtralease.com/capacity
DEPARTMENTS
ccjdigital.com
technology
facebook.com/CCJMagazine
18 19 19
@CCJnow
Truck tech mergers, acquisitions only the beginning
linkedin.com/ccjmagazine
Editorial
International Truck adding Powertrain Packages to LT Series 8 Cummins electric trucks headed to USPS
30
20 Test Drive:
31
22 Test Drive:
31
Dana electric driveline Hyliion electric drive axle
24 24
Lion debuts Lion8 electric Class 8 truck Tyson, Walmart testing two-stroke Peterbilt 579
32 32
Carriers, brokers can choose low-cost options Geotab updates telematics device
editorial@ccjdigital.com
Bestpass offering reporting, analytics
Design & Production
Lytx data reveals riskiest roads in most populous states McLeod Software adds TopMatch to PowerBroker
24 InBrief 25 Tesla CEO teases Semi delivering
32 InBrief 34 Paragon expands Live
25
34
Model 3 cars
25 26 27 29
TransPower, Meritor conclude electric truck tests Fontaine, Daycab extend International HX cab
Management functionality
35
Convey develops platform for managing last-mile delivery Nauto develops new driver coaching dashboard, mobile app
Hyundai Translead upgrades HT Thermotech reefer trailers
35
Nikola showcases hydrogenelectric Class 8
36 InFocus: Tire management 37 DPL offers miniature asset
Isuzu Commercial develops truck for craft beer industry
KeepTruckin expands safety features of mobile fleet platform
tracker
ALSO IN THIS ISSUE
63 4
Products
Reman calipers, tire, printer, more
COMMERCIAL CARRIER JOURNAL
| MAY 2019
Editor: Jeff Crissey Senior Editor: Aaron Huff Equipment Editor: Jason Cannon Managing Editor: Dean Smallwood Senior Editor: James Jaillet News Editor: Matt Cole Contributing Editor: Todd Dills
6
Upfront
72
Preventable or Not?
71
Ad Index
Editor Jeff Crissey’s column
John Doe was turning left onto a divided highway and had blocked the right lanes, where a fast-approaching car was unable to avoid crashing into his big rig. Was this a preventable accident?
Art Director: David Watson Graphic Designer: Kenneth Stubbs Quality Assurance: Timothy Smith Advertising Production Manager: Leah Boyd production@ccjdigital.com
Corporate
Chairman Emeritus: Mike Reilly President/CEO: Brent Reilly Chief Operating Officer: Shane Elmore Chief Financial Officer: Kim Fieldbinder Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Acquisitions & Business Development: Robert Lake Senior Vice President, Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault
A 3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com
Publication
Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by Randall-Reilly Publishing Co. LLC on the representation that the advertiser and/ or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright Š 2019, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.
A total fleet platform to move your business forward. Connect your vehicle, worker, job and asset data all on one screen.
Mike Johnson 2 miles away
Safety
70
70 out of 100
2
Trending up
Oil Change 21 miles to go
Visit verizonconnect.com or call 866.844.2235 for a fleet management consultation. Š2018 Verizon. All rights reserved.
ADAPT TO
SUCCEED Castrol VECTON is the world’s first certified carbon-neutral commercial vehicle engine oil. Featuring the extra performance reserve delivered by System Pro Technology, it adapts to engine conditions and maximizes oil drain intervals. ®
®
LEADING LEADINGNEWS, NEWS, TRUCKING TRUCKINGMARKET MARKET CONDITIONS CONDITIONSAND AND INDUSTRY INDUSTRYANALYSIS ANALYSIS
FMCSA DOT officially allowsintends after-hours move to propose to park HOS while reforms loaded
T
he heU.S. Federal Department Motor of Carrier Transportation Safety Administration intends to propose finalized a rule that changes wouldto change guidance federal around hours-of-service the 150-air-mile-radius regulations for agriculture truck drivers.hours-of-service Nearly seven months exemption to theand dayuse afterofthe theFederal personal Motor conveyance Carrier Safety provision. Administration began Both soliciting proposed feedback changes for were a potential put forward overhaulahead to HOS of the regulations, Dec. 18 U.S. compliance Transportation deadline for Secretary the agency’s Elaine Chao electronic took logging to a stagedevice Marchmandate 29 beforeand a packed pitched crowd as proat viding the Mid-America clarity andTrucking additional Show flexibility in Louisville, for drivers. Ky., to make the announcement. The However, new interpretation Chao said that since of when the rule it isremains legal tounder use a review, truck for shepersonal could notconveyprovide any ance specifics allows as touse what’s whether in it orthe when truck it will is loaded be published. or not.“IPerhaps can’t saymore muchsignificantly, while the rulethe is guidance under consideration,” answers a common she said. “But question let meofnote, whether the Department it’s appropriate understands to use the personal strong conveyance interest in increasing status toflexibility and is giving get it serious to a safe consideration.” parking spot A notice or restoflocaproposed rulemaking on tion HOSafter changes hours wasare filed with the White exhausted House Office byofa Management shipand Budget per for approval or receiver. on the same day as Chao’s announcement. “The movement OMB must approve the from NPRM a shipper before it’s published in the Federal or Register. receiver FMCSA to thethen will accept public U.S. Transportation Secretary Elaine Chao nearest comments safeonresting the proposed changes and spoke to a packed crowd March 29 at the MidAmerica Trucking Show in Louisville, Ky. area then may decide bewhether identi- to pursue a final rule. fied Rulemakings as personal usually take weeks, if not conveyance,” months, to be cleared text by OMB for publication. of Chao the clarification was flanked by FMCSA Administrator Ray Martinez, who introduced Chao reads, before “regardless her speech.of Martinez, who assumed his last March, heard The new interpretation of role whenasit administrator is legal to use a truck for personal conveyance whether truck is loaded or not. whether feedbackthe from driver stakeholders at last allows year’s use MATS in a the contentious listening session in exhausted which truckers his orexpressed her visceral frustration with HOS regulations and the electronic hours loggingofdevice service, mandate. as long as the CMV is being moved solely to enable the driver to obtain Martinez’s the required time atrest MATS at a last safe year location.” set thePersonal HOS overhaul conveyance in motion. used this In August, way should be Martinez annotated announced in the log. the agency was eyeing the regulations and urged truckers and other Personal industry conveyance stakeholders alsotoisfile newly comments allowed to when the agency’s a safetyHOS official advanced requires notice a of driver proposed to move rulemaking. during an off-duty period. Such a use should be “no farther than the“At nearest last year’s reasonable Mid-America and safe Trucking area toShow, complete you told the rest the Department period,” thewhat text reads. you wanted,” Regarding Chao thesaid. 150-air-mile-radius “You wanted flexibility exemption, in hours-of-service FMCSA clarifiedregulations, the definition and ofwe the radius listened.” as extending from the commodity’s source. Haulers using the exemption but who Chao extend saidbeyond industry thefeedback radius would on the notANPRM need to start was instrumental hours recording to DOT’s until they decireach sion the edge to proceed of the radius, to thethe proposed agency said. rule Such stage. “We drivers Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsasked returning for empty your participacan stop letters to sign up for the CCJ Daily Report, tion, hoursand recording you particiupon rea daily e-mail newsletter filled with news, pated,” entering she the said. radius. analysis, blogs and market condition articles. – James Todd Jaillet Dills 8
commercial carrier journal
| may 2019
Registry hack California bill delaysphase medical would out certificate diesel trucksrule
A T
bill he Federal introduced Motor in the Carrier California Senate Safety Administration would phase out said diesel
trucks last month over the it intends next three to postpone decades. the The implementation legislation, introduced of a system by California meant toSen. streamline Nancy Skinner, its communiwhose cationsdistrict with state includes licensing Oakland agenand ciesBerkeley, regarding would drivers’ require medical a 40 percent certification reduction status. in greenhouse gas The emissions multifaceted by 2030rule, part and an 80 of percent which took GHGeffect reduction in January by 2050. 2015, requires SkinnerFMCSA said herto“Ditching electronically Dirty Diesel” transmit legislation to state licensing “is designed agento phase cies the out,results over time, of drivers’ the use medical of polluting certifications; diesel-fueled FMCSA mediumreceives and that heavy-duty informationtrucks fromand medical busesexaminin California.” ers. State agencies It’s also meant then will to speed send the thestate’s resultstransition to the Commercial to cleaner fuels, Driver’s including Licensezero-emissions Information vehicles, System she to make said. other states aware The bill of drivers’ also would exam require results.the California However, Air Resources due in partBoard to theto develop ongoinga outage strategyoffor themediumNational and Registry heavy-duty of Certified trucks Medical by Jan. 1, 2021, Examiners to help following bring theanentire attempted state into hack, compliance FMCSA says with it will federal postpone air quality the requirement standards. that it submit information The legislation to state alsoagencies calls for afor percentage three years, of the until state’s JuneGreenhouse 2021. Gas Reduction Fund to be – Matt allocated Cole each year through 2025 to support the transition to clean-fuel trucks and buses.
– Matt Cole
The FMCSA bill would said “an require incident CARB that to develop occurred a strategy in early December to help bring the 2017” entire ledstate to interruptions into compliance in developing with federal theair electronic quality standards. transmission process.
commercial carrier journal
| july 2018 9
JOURNAL NEWS
INBRIEF 5/19
Supreme Court won’t hear trucker classification appeal
T
he U.S. Supreme Court has elected not to hear an appeal from the California Trucking Association against Julie Su, commissioner for the California DepartThe Supreme Court’s decision ment of Labor Relations, over how the state determines leaves in place a ruling by the whether a truck driver is a company employee or an Ninth Circuit Court of Appeals independent contractor. regarding driver classification in California. CTA’s lawsuit sought to have the courts declare that the 1994 Federal Aviation Administration Authorization Act pre-empts the state’s Borello test, which Su has been using to determine whether a driver was a company employee or an independent contractor in cases involving questions about drivers’ classification. CTA argued the Borello test, also known as the common law test, undermined F4A’s statute that state laws on transportation shouldn’t interfere with “prices, routes and services” of motor carriers. However, lower courts repeatedly rejected that argument. In March 2018, a U.S. District Court in southern California sided with the Labor Commission’s use of the Borello test. Likewise, the Ninth Circuit Court of Appeals, which heard CTA’s appeal to the district court ruling, again ruled against the association in September. The group then appealed the ruling to the U.S. Supreme Court, which last month said it would not hear the case, leaving in place the Ninth Circuit ruling. However, in the time that CTA’s lawsuit against Su had made its way through the courts, the California Supreme Court ruled that an even stricter test, the ABC test, should be used to determine a driver’s employment classification. The ABC test was established by the Dynamex v. Superior Court ruling in April 2018. Established as a court precedent, the Dynamex ruling has been credited with upending the traditional owner-operator lease model in the state, pressing carriers to find work-arounds such as converting leased owner-operators to independents and brokering loads to them. The Dynamex ruling also is being challenged in court by both CTA and the Western States Trucking Association in separate cases. Both groups argue the ruling creates a standard that could mean the end of independent contractor arrangements in California. – James Jaillet
CCJ’s ‘Driver Deficit’ series wins Neal Award
C
CJ won a Jesse H. Neal Award, which recognizes excellence in business journalism. CCJ won the award in the Best Series category for its “The Driver Deficit” series, a threemonth series by Executive Vice President Linda Longton examining the driver shortage, measuring its impact on trucking operations and exploring methods to mitigate the crisis. CCJ was named the winner in the category in a ceremony held in New York City March 29. In addition, CCJ sister publication Overdrive won a Neal Award in the Best Range of Work by a Single Author category. Senior Editor Todd Dills was recognized for his wideranging online and print coverage of trucking news, his Channel 19 blog and more. Finally, CCJ sister publication Equipment World won a Neal Award for Best Single Issue of a Magazine with its “Death by Trench” issue from June 2018. – CCJ Staff
• The U.S. Department of Transportation announced the formation of an internal council that will be a point of access for developers seeking to deploy new transportation technology. The Nontraditional and Emerging Transportation Technology Council is meant to streamline obtaining safety authorizations, permits and funding and to ensure that new technology isn’t impeded by DOT. • Winnipeg, Manitoba-based Bison Transport (CCJ Top 250, No. 66) acquired Amherst, Wis.based H.O. Wolding, a 320-truck dry van fleet with truckload operations in the Midwest, Northeast and Southeast; terms were not disclosed. Bison said the acquisition will add scale to its U.S. domestic services and will complement offerings by Des Moines, Iowa-based Britton Transport, another Bison subsidiary. • Kane Is Able, a Scanton, Pennsylvania-based third-party logistics provider, announced an investment by Harkness Capital Partners to help expand its national presence and services. Prior to Harkness’ involvement, Kane had remained a familyowned company for 89 years. • Paul Mathias, a Navy veteran from Phoenix and a driver for System Transport, was named Goodyear’s 36th Highway Hero. The other two finalists were Darrell Atkins, a driver for J.B. Hunt (No. 4) from Alvaredo, Texas, and Don Frederick, a driver for XPO Logistics (No. 5) from Kimbolton, Ohio. • Paccar named Preston Feight chief executive officer effective July 1. Feight, 51, will replace Ron Armstrong, who is retiring June 30 and has served as CEO since April 2014. Feight currently serves as executive vice president and has been with Paccar for 21 years, including tenures as president of DAF Trucks and vice president and general manager of Kenworth.
commercial carrier journal
| may 2019 9
JOURNAL NEWS
More than 47,000 U.S. bridges deemed ‘structurally deficient’
M
ore than 47,000 bridges in the United States are rated “structurally deficient” and need urgent repairs, according to the annual bridge report from the American Road and Transportation Builders Association. ARTBA reports that at the current pace of bridge improvement, it would take more than 80 years to make the repairs needed on the 47,052 structurally deficient bridges. Also, including the structurally deficient bridges, there are nearly 235,000 bridges across the country (38 percent of all bridges) that are in need of structural repair, rehabilitation or replacement. ARTBA says that between 2017 and 2018, there were 5,660 bridges classified as structurally deficient that had not been on the list previously, with another
6,229 bridges that were structurally deficient in 2017 and were removed from the list in 2018. The net decline of 567 bridges deemed structurally deficient is the slowest in five years, the group says, as the number of structurally deficient bridges fell by an average of 1,700 per year between 2014 and 2017. Notable bridges on the list in 2018 include: • New York’s Brooklyn Bridge; • Memorial Bridge connecting Washington, D.C., at the Lincoln Memorial with Arlington, Va.; • San Mateo-Hayward Bridge crossing San Francisco Bay; and • Robert S. Maestri Bridge over Lake Pontchartrain in Louisiana. The states with the most structurally deficient bridges, as a percentage of
States in red have more than 9 percent of their bridges on the “structurally deficient” list, while states in blue have less than 5 percent. States in yellow have between 5 and 9 percent.
their total number of bridges, are Rhode Island (23 percent), West Virginia (19.8 percent), Iowa (19.3 percent), South Dakota (16.7 percent) and Pennsylvania (16.5 percent). Iowa leads the way in the total number of bridges on the list with 4,675 bridges, followed by Pennsylvania with 3,770, Oklahoma with 2,540 and Illinois with 2,273. – Matt Cole
Proven to be a Better Long-Term Value In recent fuel efficiency tests conducted by a neutral, independent research firm, Double Coin went head-tohead against two leading TBR tire brands. We finished second. Even though we didn’t finish first, our success proves one thing—our tires deliver more value to the customer—and it makes the simple point, the Smart Money is still on Double Coin.
©2019 CMA, LLC.
Read about it at: www.DoubleCoinTires.com/fuel-efficiency
10
To find your local dealer, visit: www.DoubleCoinTires.com
commercial carrier journal
Date: 04/04/19
Client: CMA
| may 2019 Job #: 2821
File Name: 2821-CMA-CCJ-MAY-HP-iR
Page 1 of 1
- Jeff O’Connor Heniff Transportation
- Bob Verret Dupré Logistics
- Joy Hoehler Schwerman Trucking
- Chad Ogden Sunrise Logistics
Never stop evolving. It’s time to future-proof your fleet. For more than 20 years, the companies of Trimble Transportation have been helping fleets across the country stay ahead of the technology curve. Now PeopleNet, 10-4 and TMW are evolving together under one purpose: To make the movement of freight and goods all throughout the supply chain safer and more efficient than ever before.
- Nicolas Alvarez Heniff Transportation
“If you’re doing it the same way you were five years ago, you’re doing it wrong.” - Robert Hoehler Schwerman Trucking
- Elise Fournet Dupré Logistics
Take it from all of our real customers. To maximize the performance of your business – you should never stop evolving. And with Trimble, you never will.
JOURNAL NEWS
SPONSORED INFORMATION
Fruit, vegetable haulers seek HOS, ELD changes
Pendulums and the NLRB
E
A
mployment lawyers have it figured out. With all the inconsistent decisions coming down from the National Labor Relations Board, lawyers working in state and federal courts always have plenty of work. In fact, the NLRB is one of my favorite sources for entertaining reading and the reassurance of job security for my employment lawyer friends. The NLRB, like many federal boards and agencies, seems to move like a pendulum. The decisions will swing to the left and then begin to move back to the right as administrations change. This is good for lawyers but bad news for the folks subject to the rulings. For example, in its 2014 “FedEx Home Delivery” decision, the pendulum swung to the left when the NLRB determined that a group of Connecticut drivers were employees – not independent contractors – and were therefore covered under the National Labor Relations Act. Of course, this created a bit of heartburn as the well-established criteria for determining independent contractor status had changed with actions brought before the NLRB. Since that decision, the administration has changed and the pendulum has swung back to the right. On Jan. 25, 2019, in “SuperShuttle DFW Inc.,” the NLRB returned to its age-old independent contractor standard and overruled the test set forth in its 2014 FedEx Home Delivery decision. In its decision, the NLRB stated the 2014 standard incorrectly minimized entrepreneurial opportunity as a factor in determining independent contractor status. By overruling FedEx Home Delivery, the NLRB has returned to the traditional common-law agency test to determine whether an individual is an employee or independent contractor. For the trucking industry the decision is important because carriers can often show entrepreneurial opportunity is available to drivers. Some examples of entrepreneurial opportunity include drivers’ ability to decide what days to work; choice of loads to accept; whether they own or lease their vehicle; when they perform maintenance; and drivers’ ability to decide the carriers with which they will work. Of course, the NLRB decisions do not impact the IRS Right to Control test for federal taxation purposes, various state law tests for wage and hour laws, or a variety of other things. If you want to know how your employees are likely to be classified, consult a good employment lawyer.
12
commercial carrier journal
DLP_CCJ0519_PG.indd 1
coalition of 24 groups representing producers, handlers and shippers of perishable fruits and vegetables is petitioning the Federal Motor Carrier Safety Administration to modify hours-of-service and electronic logging device regulations for truck drivers hauling those commodities. The groups say that current HOS and ELD regulations “have significant effects on perishable produce quality and consumer safety and contribute to higher volumes of undesirable food waste.” In their petition, the groups request the following modifications: • Add an allowance for drivers to rest at any point during their trip without counting this rest time against their HOS allotments. The groups say current HOS regulations increase the number of drivers who continue driving while fatigued instead of stopping to rest because they cannot stop their 14-hour clock. • Exclude loading and unloading times from the 14-hour on-duty clock. The groups say produce loading and unloading The groups say that current HOS depends heavily on field and ELD regulations “have signifilabor availability, harvest- cant effects on perishable produce quality and consumer safety.” ing weather conditions, packinghouse machinery malfunctions and more. The coalition adds that drivers have reported long load times, sometimes six to eight hours, that often result in the need for an immediate 10-hour break, further delaying delivery of the perishable product. The groups also say they support revising the split sleeperberth provisions to allow 5/5, 6/4 and 7/3 splits to fully reset the 14-hour on-duty, 11-hour driving period. • Allow drivers to complete their trips, regardless of HOS requirements, if they come within 150 miles of their delivery point if delivery takes place on any day beyond the original departure work period. The groups say allowing this would “allow the driver to appropriately take into account the need for safety and the need to rapidly transport perishable fruits and vegetables to their final destination” and would allow delivery “without sacrificing a produce product’s shelf life while sitting on a truck with the endpoint in sight.” The petition states that if the requested exemptions cannot be granted, the coalition requests a delay of enforcement of the hours-of-service and ELD regulations to allow for improvements to the regulations for fruit and vegetable haulers. – Matt Cole
| may 2019 3/27/19 9:45 AM
JOURNAL NEWS
Lawsuit over PA Turnpike tolls dismissed; OOIDA will appeal
A
Pennsylvania judge last month dismissed a lawsuit brought by the Owner-Operator Independent Drivers Association challenging the Pennsylvania Turnpike tolls have Pennsylvania Turnpike’s increased for 11 consecutive years, with “excessive toll increases” the annual 3- to 6-percent increases set and what the group sees to continue through 2044. as a misappropriation of toll revenue. OOIDA said it will appeal the ruling. Judge Yvette Kane of the Middle District of Pennsylvania granted the motions of the Pennsylvania Turnpike Commission, Gov. Tom Wolf and Transportation Secretary Leslie Richards to dismiss the case. “This lawsuit is far from over,” said OOIDA President Todd Spencer. “And win or lose on appeal, the turnpike’s debt crisis and the Commonwealth’s transportation emergency aren’t going away, either. This is a crisis created by the Legislature’s decisions, not our lawsuit.” In its lawsuit, OOIDA said the Turnpike Commission’s toll hikes “place an undue burden on interstate commerce while improperly diverting toll revenue to other projects unrelated to the turnpike.” In Kane’s opinion, she acknowledged that OOIDA’s complaint “credibly alleges that Pennsylvania’s policy decisions related to transportation have resulted in a statutory scheme that disproportionately burdens turnpike travelers with the costs of a statewide transportation system that is of no direct benefit to them.” “It’s pretty clear she understands the situation,” Spencer said. “But she also stated quite clearly that no definitive controlling precedent supports either side.” – Matt Cole
ATA appealing dismissal of Rhode Island tolls suit
T
he American Trucking Associations is appealing a federal judge’s decision to dismiss the group’s lawsuit against Rhode Island’s trucksATA says the court’s decision to dismiss the case “did not only tolls. address the merits of the conATA’s lawsuit stitutional claim” and only held contended that the that its challenge "could not proceed in federal court.” RhodeWorks plan is unconstitutional because it discriminates against interstate trucking companies and impedes the flow of interstate traffic. The judge overseeing the case determined the tolls are actually a tax under the Tax Injunction Act, which states that federal courts do not have jurisdiction over state taxes. “While we are disappointed the district court’s decision means further delay in seeing these tolls rolled back, our appeal of the dismissal of our case on a technicality should demonstrate to the state that this fight is by no means over, and we look forward to establishing the unconstitutionality of Rhode Island’s discriminatory tolls on the merits,” said Chris Spear, ATA president and chief executive officer. RhodeWorks was enacted in 2016, and the first two of 14 toll gantries began collecting fees in 2018 at $3.25 once per day in each direction. When all 14 gantries are operational, truckers will be charged $20 total to travel Interstate 95 across the state in one direction with a $40 maximum per day. – CCJ Staff
Ohio enacting 19-cent diesel tax hike
O
hio’s per-gallon tax on diesel fuel will climb 19 cents in July after the State Legislature last month finalized a bill to increase gasoline and diesel taxes and Gov. Mike DeWine signed the bill into law. The per-gallon state tax on diesel in Ohio now will be 47 cents. The Ohio Trucking Association advocated for the diesel tax increase over funding mechanisms such as tolling, vehicle mileage taxes and increased registration fees. 14
commercial carrier journal
| may 2019
OTA’s Tom Balzar said the Ohio Constitution requires fuel tax revenue to be spent on roads and bridges, unlike the other funding methods. “That was really our big push,” Balzar said. “We don’t want any weird revenue streams popping up. The industry would not be in a good position to recoup those costs.” The group preferred an earlier iteration of the plan that would have phased in the diesel tax increase over
Ohio also floated plans to toll major highways in the state, such as Interstates 70 and 75, in lieu of a diesel tax increase.
the next two years, rather than boosting it abruptly in July. “This ended up being the best deal we could get,” Balzar said. – James Jaillet
JOURNAL NEWS
Virginia increases fees, diesel taxes for I-81 fixes
Alabama signed off on a 10-cent fuel tax increase over the next three years, while Arkansas will increase diesel fuel prices by 6 cents.
L
awmakers in Virginia have approved measures to generate funds to improve the 325-mile Interstate 81 corridor through the state, which include increasing truck registration fees and diesel taxes. The Virginia General Assembly on April 3 adopted a recommendation from Gov. Ralph Northam that will raise $278 million per year: • For trucks with a gross weight of 10,001 through 15,000 pounds, add $6 per 1,000 pounds to the base registration fee. • For trucks with a gross weight of 15,001 through 25,000 pounds, add $7 per 1,000 pounds to the base registration fee. • For trucks with a gross weight of 25,001 through 29,000 pounds, add $9 per 1,000 pounds to the base registration fee. • For trucks with a gross weight of 29,001 through 40,000 pounds, add $10 per 1,000 pounds to the base registration fee. • For trucks with a gross weight greater than 40,000 pounds, the total registration fee cannot exceed $23.25 per 1,000 pounds. The legislation also increases the state diesel tax by 2.03 percent of the statewide average wholesale price of a gallon of diesel over a base period of time. It also adds 2.03 percent to the quarterly road tax the state charges trucking companies. The registration fees and road tax increases will take effect July 1, while the diesel tax increase will take effect July 1, 2021. The increases are alternatives to a tolling plan floated in the state earlier this year that leaned heavily on truck tolls. – Matt Cole
Virginia Gov. Ralph Northam’s recommendation adds on to existing vehicle registration fees for all trucks with a gross weight greater than 10,000 pounds.
Fuel taxes to increase in Alabama, Arkansas
G
overnors in Alabama and Arkansas last month signed new laws that will increase fuel taxes in their states. Alabama Gov. Kay Ivey signed off on a 10-cent fuel tax increase over the next three years to help pay for infrastructure improvements. Arkansas Gov. Asa Hutchinson signed a highway funding bill that will increase diesel fuel prices by 6 cents. Alabama’s fuel tax increase applies to both diesel and gasoline. A 6-cent increase will take effect Aug. 31, and the tax will increase by 2 cents on both Oct. 1, 2020, and Oct. 1, 2021. The increases will bring the state fuel tax to 29 cents for diesel and 28 cents for gas. Following the 10-cent increase over the next three years, the law ties the state’s fuel tax to the Federal Highway Administration’s National Highway Construction Cost Index, which could adjust fuel taxes in Alabama by no more than 1 cent every other year. Arkansas diesel taxes will increase by 6 cents to 28.5 cents, while gas taxes will increase 3 cents to 24.5 cents. The fuel tax hikes will take effect Oct. 1. The tax increase is part of a highway funding package that will generate an estimated $95 million annually for the state. Arkansas voters will decide next year on the other part of the infrastructure funding, a half-cent sales tax that would produce $205 million a year for a total of $300 million annually. – Matt Cole commercial carrier journal
| may 2019 15
30% BETTER REMOVAL MILEAGE THAN COMPETITORS * Firestone tires are dependable, durable and guaranteed.† Let us help you take on your greatest challenges and take your fleet further. ACCEPT THE CHALLENGE AT FIRESTONECHALLENGE.COM
*The Firestone FS591 is the most dependable, longest wearing long haul steer tire in its class/segment. Fleet evaluation in long haul applications with multiple users demonstrated the majority of tested FS591 tires had at least 30% better removal mileage than the average CO HSL2 Eco Plus tire. Actual results will vary depending on several factors such as tire size, operating conditions, maintenance, road conditions and driving style. †Conditions apply. See https://commercial.firestone.com/en-us/warranty for details. © 2019 Bridgestone Americas Tire Operations, LLC. All rights reserved.
STEER FS591™
JOURNAL NEWS
CVSA Roadcheck blitz to focus on steering, suspension
T
he annual International Roadcheck 72-hour inspection blitz will be held June 4-6. The Commercial Vehicle Safety Alliance, which coordinates the event each year, said this year’s blitz will focus on steering and suspension systems. Inspectors will conduct primarily Level I inspections on most trucks checked during the three-day blitz. Level I inspections are the most thorough, including examination of both driver compliance- and vehiclerelated violations. Inspections will include checks of brakes, cargo securement, lights, steering, suspension, tires and more. Drivers also will be required to provide their commercial driver’s licenses, medical examiner’s certificates, logs and more. If no violations
CVSA said about 17 trucks and buses are inspected every minute during its annual Roadcheck blitz.
are found, inspectors will issue a CVSA decal that indicates the vehicle has passed an inspection. Last year’s event sidelined nearly 12,000 trucks and buses and more than 2,600 drivers with out-of-service orders.
Brakes, tires/wheels and brake adjustment were the top three vehicle OOS violations issued, while the top driver OOS violations were hours of service, wrong class license and false logs. – Matt Cole
Updated out-of-service criteria go into effect
T
he Commercial Vehicle Safety Alliance’s updated out-of-service criteria for 2019 took effect April 1 with a few changes from the previous version. The North American Standard Out-of-Service Criteria is the pass-fail criteria for roadside inspections and is updated annually. CVSA’s handbook details the criteria by which drivers and vehicles can be placed OOS at roadside. Notable changes for 2019 include: • Modifying the language to Part I, Item 4: Driver medical/physical requirements, Skill Performance Evaluation certificates. The language was modified to clarify that drivers who possess a valid SPE but are not complying with the SPE requirements should be placed OOS. • Adding language to Part II, Item 1: Brake systems, brake drums and rotors to clarify that if there are cracks through the vents in rotors,
a collapse of the rotor is imminent, and the truck should be placed OOS. The modification also adds a picture of cracks in the structural supports of a brake rotor. • Adding defective condition language to Part II, Item 2: Cargo securement, Tiedown Defect Table for the Doleco USA Textile Link Tiedown Assembly. The added language will help inspectors determine if the Doleco tiedown is defective when in use. • Adding a bearing strap to the OOS condition for Part II, Item 4: Driveline/driveshaft, universal joint. A broken bearing strap would have the same imminent hazard as a missing, broken or loose retainer bolt. • Adding an OOS condition for a missing driver’s seat to Part II. Drivers using a temporary seat rather than a permanent seat secured to the vehicle in a work-
manlike manner was added to the criteria. • Adding an OOS condition to Part II, Item 10: Steering mechanisms, The CVSA North American Standard tie rods Out-of-Service Criteria and drag handbook for 2019 now is available. links for a non-manufactured hole. A non-manufactured hole in a drag link should place the truck OOS. Print and electronic PDF versions of the 2019 edition of the handbook are available for purchase at CVSA.org. The 2019 Outof-Service Criteria app is available by searching “CVSA” in the Apple or Google Play stores. – Matt Cole commercial carrier journal
| may 2019 17
PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS
BY JASON CANNON
What’s to come Truck tech mergers, acquisitions only the beginning
T
he level of sophistication in today’s trucks has forced many stakeholders, suppliers and OEMs to rethink how they go to market. Vertical integration has been underway in trucking for many years, but with interest rising in electrification and autonomy, dance partnerships are forming that combine expertise across a varied and quasi-related range. The vertical integration of tomorrow is a lot different than simply stitching a proprietary engine to a proprietary transmission. Cummins and Eaton formed a joint venture in 2017 that Tom Linebarger, Cummins chairman and chief executive officer, says not only delivers advanced automated transmissions but also develops an integrated powertrain and service network. The two companies have been partners for decades. It’s rare to see a Cummins engine without an Eaton transmission bolted behind it, but the Eaton-Cummins partnership formalizes the collaboration, accelerating both companies’ ability to expand their global footprints by combining their respective engineering and technological expertise. March madness Similarly, Wabco made headlines in late March by announcing a merger agreement with ZF. Citing TOMORROW’S TECH: Stakeholders, suppliers and OEMs are rethinking how they go to market. VERTICAL INTEGRATION: With developing electrification and autonomy, partnerships are forming. WORKING TOGETHER: Market-shifting collaborations are likely to become more common.
18
commercial carrier journal
| may 2019
The combination of ZF’s dynamic vehicle control capabilities and driveline and chassis expertise with Wabco’s advanced driver assistance system technologies could create a powerful player in the autonomous truck space.
the current technological revolution across the commercial vehicle segment, Jacques Esculier, Wabco chairman and CEO, said the time had come for his company to evaluate its strategy going forward and that joining forces with ZF provides “access to critical technology and the global size and scale to de-risk the return on investment required as the industry transforms.” I don’t think the news of a pending Wabco/ZF merger was treated with the kind of big trucking headline that it really was. In swallowing Wabco, ZF will be able to expand its dynamic vehicle control capabilities. Wolf-Henning Scheider, ZF CEO, said the acquisition creates “the foundation for ZF to offer comprehensive systems for safe and automated mobility solutions.” I believe the combination of Wabco’s advanced driver assistance system capabilities with ZF’s expertise in driveline and chassis technologies will create a powerful player in the autonomous truck space. All those pieces fit together, and vertically integrating them at an early stage makes a lot of sense. In announcing the merger, Esculier said today’s new levels of strategic complexity will attract new competition, including new entrants from
WANT MORE EQUIPMENT NEWS? Scan the barcode to receive CCJ Equipment Weekly sign up the for the CCJ Equipment Weekly or go tonewsletter ccjdigital.com/news/subscribe-to-newsletters e-mail or go to www.goo.gl/Ph9JK.
a fleet’s recipe for failure: The expectation that a new hire should hit the shop floor with a level of expertise comparable to employees with several years of seniority; a lack of a mentoring program; and a management team that doesn’t understand today’s generation. On average, it costs more than $8,000 to find and hire a technician. Having a person dedicated to onboarding that employee – ingraining them in your culture – is critical. “Does that kid not know what he’s doing, or does he just do it different than the way you do it?” Arrants said. New technicians often closely follow a manufacturer’s recommendation or procedure — the textbook way. However, in the “real world” – where speed and uptime of more emphasis process the perception may Roger Nielsen, CEO ofare Daimler Trucks Norththan America, and–Michael Fleming, Torc Robotics co-founder andthe CEO, announce theiscompanies’ partnership be that new employee slow or lacking skill. to develop SAE Level 4 self-driving technology within a decade. Baptizing new hires in “your way” is an ongoing part of their career development and an important part of outside of trucking that will bring unprecedented resources to the table. reducing turnover, Arrants said. And it’s doing just that. Tabbed as the “participation trophy” generation, Millennials have gotten a bum rap in the workplace, Arrants But wait, there’s more said, adding that it takes a willingness of the employer to The day after the ZF-Wabco announcement, Daimler learn how to manage the group.Trucks said it had acquired a majority stake in“They Torc Robotics, a technology for only wantcreating two basic things,” he powerhouse said. “They want Freightliner isbut already leader in theelse, autonomous aautomated clean, safetrucks. work environment, morethe than anything they wantclubto feel house, offering capabilities with thetalented, 2020 Cascadia. like they’re partLevel of the2family. They’re very and they are loyal, but they In officially debuting new expect a few things fromthe you. ” Cascadia in January, Daimler Trucks boss Martin Daum said the company’s sightsmost already were set value on Level 4. Tying up Unlike the generations before them, Millennials personal time with Torc more thanismoney a major and step asin such thatmay direction, be unmotivated in that it allows by overtime Detroitpay, engineers Arrantsto focusIncentives said. on the platform such asside compensation – refining the time Detroit in lieuAssurance of overtime system pay may that become already enables an increasingly Level 2 driving important – while benefit leaning in attracting on Torc’s young expertise talent, tohe fillsaid. in the gaps. Having already Competition among been fleets integrated for new on technician ground vehicles talentranging is fierce,from and simply SUVs to showing up at a career day isn’t going to cut it, Arrants said. 300-ton mining trucks, Torc’s self-driving Level 4 system also has been shown in the the school year], not the end,” he said. “Don’t to “Recruit operate well in beginning all-weather[of urban and highway driving. wait for a career fair where you’ll beco-founder one of 45 others. Go to theheschool when Michael Fleming, Torc Robotics and CEO, said believes “the school starts. ” efficient way to commercialize this revolutionary technology is fastest and most earlier to Getting partner involved with OEMs. ” in the student’s education also helps shape their potential path, Arrants said.two Considering the burst ofcareer partnerships in the last TheIdeeper youindustry can imbed youragree. operation in a local years, think the would The market-shifttechnical program, the more likelyinthat will proing movements we saw take place lateschool March, I believe, duce the skillset you need, and the more likely you’ll will become more common as we travel further downbethe able on to its graduates. pathstoofhang autonomy and electrification. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.
International Truck Nikola to showcase adding Powertrain hydrogen tractor Packages to’s hydrogen-electric LT Series ikola Motor Co.
N I
nternational semi-truck will take center stage early next Truck yearintroas the cornerstone of a three-day duced event the Powertrain company will use to showcase its Packages capabilities toand its LT technologies. Series “Nikola MPG World” Fuel is setPowertrain for mid-April 2019 in Packages for the International Efficiency Phoenix, the Packcity that serves as the company’s LT are available for the ages headquarters. that combine The firstInternational A26 two days, April 16and and fuel-efficient 17, are invitation-only Cummins X15 for Nikola reservation engines in direct-drive andThe engine holders,ratings, suppliers, the media and investors. overdrive offerings. Eaton final day, Endurant April 18, will be open to the public. transmission, A pre-production version of the company’s predictive hydrogen-electric cruise control, Nikola high-efficiency Two will share day rear axles one with andthe rearunveiling axle ratios ofas a 2.3-megawatt low as 2.15. hydrogen The packages stationsoon and the willNikola include NZT a second 4X4. aerodynamic Demonstrationoption drivesfor andthe hydrogen International filling LT daycab, 56-inch willSeries take place the next day.high-rise On April and 18, the 73-inch public is high-rise/sky-rise invited to see the zero-emissions cab models. The spec trucksincorporates and NZT inproprietary action. and supplier-provided Registration to enhancements the free eventincluded will open onin the line Dec. first Aerodynamic 3. Package, – Jason as well Cannon as predictive cruise control and aerodynamic drive wheel fairings. – Jason Cannon
Self-driving truck maker expanding 8 Cummins electric
trucks headed to USPS T C
uSimple, a self-driving systems provider, has been testing its Level 4 Class 8 autonomous ummins trucks announced in Arizona for thatmore it hasthan begun a year and recently delivering began eighthauling all-electric freight vehicles for-profit to with the U.S. commercial Postal Service. carriers Cummins in the state. will provide Earlier operator this training, year, TuSimple vehicleexpanded support and its testing data collection facilitiestoinsupport Tucson the from pilot 6,800 program to 50,000 made possible square feet, by a and grant next from year, thethe Califorcompany nia Air plans Resources to growBoard its footprint to the San further. Joaquin To support Valley Air itsPollution development Control program, District TuSimple and projects administered it willby create CalStart. 500 jobs across a variety of The fieldsCumranging from engineering to autonomous mins Powertruck driving and office management. The Drive-equipped Tucson expansion has a projected total economic vans have an impact of $1.1 billion over the next five all-electric years. range The U.S. Postal Service of The up tocompany 85 miles also plans to expand its U.S. will use the Cummins autonomous on urban cycles fleet to 200 trucks in 2019. TuPowerDrive-equipped Simple typical of said USPS that with 500 trucks worldwide, all-electric zero-emisin Fresno it collection will havevehicles. the world’s sions largestvans autonomous and Stockton, Calif. truck – Jason fleet.Cannon – Jason Cannon
commercial commercial carrier carrier journal journal | october | may 2019 2018
19 21
TEST DRIVE: DANA ELECTRIC DRIVELINE
E-powered Peterbilt a true urban outfitter BY JASON CANNON
T
he pickup-and-delivery segment is doing its part to usher electrification into commercial trucking, with several commercial vans and an increasing number of straight trucks already headed to market. The logistics are simple, and duty cycles mitigate many electrified concerns perfectly. The range on most electric commercial vehicles is less than 200 miles, well below the daily needs of an urban delivery driver. Since many P&D fleets cube out before they gross out, added weight from the batteries is no big deal, and they’re all going to return to base, making the lack of an expansive charging infrastructure a non-issue. If you designed the perfect use-case for an electric truck with currently available technology, it just might be a medium-duty beverage application running routes in an urban area — kind of like the Peterbilt Model 220 outfitted with Spicer’s central-motor direct-drive driveline that I took for a spin around Atlanta. Dana’s electric driveline is designed to be a drop-in turnkey solution. Mine just happened to be dropped into a Pete cabover. When you tilt the cab forward, you see the battery management cradle resting where a diesel engine normally would reside. Among the last remnants of that engine is the radiator, which now cools both the motor and the inverter — two components that get hot as electricity flows through them. Anchored by a TM4 Sumo MD HV2600-6P high-torque/low-speed reluctance-assisted permanent magnet motor and a CO200 inverter, Spicer’s electric system pumps out 155 kilowatts of continuous power and 265 kW at-peak. That’s electric jargon for more 20
commercial carrier journal | may 2019
The battery management cradle sits under the cab where a diesel engine normally would reside.
than 200 hp, with 355 peak hp available, and a little more than 2,000 lb.-ft. of torque. The rest of the driveline is more conventional with an SPL 100 driveshaft and a Spicer S130 single-reduction medium-duty single drive axle — both of which would be common in a traditional specification for this truck. The star of the electrical show is Dana’s TM4 motor. With a top speed of around 70 mph, you won’t win many races with it, but I don’t think I cracked 35 mph over the duration of my test. A top end of 70 mph is plenty to get from the distribution center down to the maddening traffic of a congested urban jungle. Depending on the duty cycle and the number of battery packs you spec, Dana’s system features of range between 80 and 120 miles. A 10-kW charger can charge depleted packs in about nine hours, and a 20-kW charger would cut that time in half. If you’re in a hurry, a DC fast charger is good for a fill-up in under an hour, but it comes at the expense of battery life.
The truck features a regenerative brake that helps extend its range by pumping free energy back into its military-grade batteries. I started my drive with a range of 158 miles and parked with 163, so I ended my trip with more available mileage thanks to rolling hills, numerous stoplights and scores of jaywalking pedestrians. The regenrative brake also helps slow the truck, but it will not hold it on a grade. A touchscreen information display – basically a tablet mounted on the dash – lets the driver monitor the truck’s state-of-charge and estimated range. You can switch between a variety of information such as energy consumption and average speed. In a heavily populated setting, the system’s capabilities and potential seem limitless. Throttle response is excellent, the truck leaps off the line, and the Model 220’s turning radius is exceptional. This setup is a remarkable traffic fighter, and considering the potential fuel and maintenance savings at-hand, I think urban trucking electrification makes more sense every day.
Tolls are costly and difficu ult to ma m nage. Why do it yourself? Turrn to Bestpass— the th e commerrci cial a toll management experts. Save time. Save money. Take command today and become a legend! Learn more at getbestpass.com or call 888.410.9696 and toll like a boss!
TEST DRIVE: HYLIIION ELECTRIC DRIVE AXLE
A little extra oomph without using as much fuel BY JASON CANNON
T
he future of trucking is electrified — either parts of the truck or all of it, but electrified nonetheless. Hyliion and Dana, which has acquired a major stake in the electric drive axle manufacturer, are banking on parts of it — specifically, the rear axle part. Hyliion’s 6x4HE “kind of” converts a 6×2 configuration into an ultra-fuel-efficient 6×4. I say “kind of” because it’s still mostly a 6×2 but with some 6×4 capability. It will give you a little boost at launch, but if you’re in the kind of low-traction conditions that 6x2s traditionally hate, the 6x4HE isn’t going to give you much extra bite. It won’t provide a better start or sprint up a grade, but what it will do is dial up supplemental power – a little extra thrust – and take some of the work off the engine, saving a few bucks at the fuel island. Thomas Healy, Hyliion founder and chief executive officer, says the hybrid system can deliver upwards of 15 percent in fuel savings across hilly terrain, which is where the system was engineered to shine. Hill climbs let the electric rear axle provide that extra push to decrease engine load, keeping rpm at optimal levels for the best possible fuel consumption. The descent allows the regenerative brake to pump charge back into the batteries. The system is essentially self-sustaining: no solar panels or plug-ins, just friction created by the truck’s own forward movement. Brand- and engine-agnostic, the 6X4HE can be installed on any Class 8 truck from any manufacturer. For my quick tour around crowded urban Atlanta, it was affixed to a late-model Freightliner Cascadia. 22
commercial carrier journal | may 2019
The Co-Pilot driver display screen, mounted to the dash panel to the driver’s right, shows the driver their “score.”
Packaged neatly along the frame rails behind the cab, the system adds about 800 pounds to the truck when you factor in the axle trade-out. The system itself is comprised of a 300-amp battery pack; a control unit that, based on the needs of the road’s topography, determines when to capture and when to apply power; a thermal management system that keeps the system at an optimal operating temperature while also providing power for idle-free in-cab climate control for 10 hours of HVAC and normal hotel loads; the axle itself; and a Co-Pilot display that lets drivers monitor the 6X4HE, provides real-time driving performance feedback and gives the driver the ability to manage the auxiliary power unit. The Co-Pilot driver display screen, mounted to the dash panel on the driver’s right, shows the driver their “score.” Points are awarded for eco-friendly driving habits, so for competitive users, the fuel economy benefits can scale quickly. Healy pegs the total fuel savings somewhere around 30 percent when
you combine the fuel economy benefits of the electric hybrid system with those from the APU (12 percent) and a rear aerodynamics package (3 percent). The 6X4HE acts automatically, using sophisticated learning algorithms to maximize fuel economy. When the system kicks on, the truck feels lighter and more nimble. You know something is happening because you can feel it — almost like a strong (115 hp/1,500 lb.-ft. torque) tailwind. Similarly, when the regenerative brake kicks in to capture energy for the system’s batteries, there’s a noticeable drag. I would compare it to Stage 1 engine braking. By retaining the diesel driveline and enhancing its performance with an electric component, Hyliion has alleviated charging and range concerns while adding a fuel economy kicker that allows for a payback in somewhere around two years depending on duty cycle. Hyliion’s 6x4HE technology provides a useful entry point into electrification for fleets wary of startup costs and infrastructure buildout.
Your local Mack® dealer is always there for your business. When you partner with Mack, you’re family. Our dealers take the time to get to know you and your business. They’re dedicated to your success and are there to help year after year. With a local dealer in your community, there’s always someone nearby to keep your business running strong. Find a Mack dealer near you at MackTrucks.com/Local.
INBRIEF • Traton Group, formerly Volkswagen Truck & Bus, said it would delay becoming a publicly traded entity independent of its Volkswagen parent due to “the current market environment” and that it would reconsider an initial public offering “once market conditions improve.” Traton is the umbrella company for Man, Scania, Volkswagen Caminhões e Ônibus and Rio and owns a nearly 17 percent stake in Navistar, parent company of International Trucks. • Transtex, a provider of aerodynamic and fleet safety products, acquired the TopKit and LeadEdge assets from SmartTruck, a precision aerodynamics company. The TopKit is designed to redirect air toward the trailer’s rear to help reduce drag, while the LeadEdge is built to improve airflow between the truck and trailer or two tandem trailers. Transtex said the purchase, terms of which were not released, complements its own Edge aerodynamics product line. • Stanadyne, a supplier of fuel management systems and components, acquired Pure Power Technologies, a provider of aftermarket diesel fuel injectors and turbochargers; terms were not announced. Stanadyne said the companies bring together highly complementary product lines and will form a global corporation delivering broad fuel and air management systems directly to OEMs and aftermarket channels. • Peterbilt expanded its 90-Day Vehicle Assurance Warranty to cover all Red Oval Certified trucks. • Kenworth added two new ratings for the 12.9-liter Paccar MX-13 engine available for the T680, T880 and W990. The first rating, 405 hp with 1,650 lb.-ft. of torque, provides constant power for linehaul applications, enhances integration with the Paccar Powertrain and facilitates increased fuel efficiency. The second rating, 455 hp with 1,650/1,850 lb.-ft. of torque, is optimized for fuel-conscious heavy-haul fleets and provides additional torque in the top two gears while pulling a load up a hill, eliminating the need to downshift. • Hendrickson added lift-axle parts information to its Plus+ Parts Look Up System that also features the company’s trailer and truck suspension components and assembly information.
24
commercial carrier journal | may 2019
Lion debuts Lion8 electric Class 8 truck
L
ion, a manufacturer of all-electric school buses and minibuses, has joined the list of players in the ever-crowding electric Class 8 commercial truck field. The Lion8 made its Lion said it already has orders U.S. debut last month at the American Truckand committed buyers for the Lion8 electric Class 8, set to be ing Associatons’ Technology and Maintenance commercialized later this year. Council annual meeting and exhibition. Lion said the truck will be commercialized later this year with first deliveries headed to Société des Alcools du Québec, a provincial Crown corporation in Quebec responsible for the trade of alcoholic beverages within the province. The Lion8 features a range of up to 250 miles on a single charge and offers an “80 percent energy cost reduction,” the company said. Lion8 components require little maintenance, driving down operational costs by about 60 percent, according to the company. Marc Bédard, founder and chief executive officer for The Lion Electric Co., said the truck’s list price will vary depending on how many battery packs are spec’d on the unit but that he expects the Class 8 to retail for between $300,000 to $350,000. “The feedback we’re getting now, we see a lot of interest,” Bédard said, noting the company’s initial production target is 1,000 units. Lion said it already has orders and committed buyers for the Lion8. The first units are available for reserve with a $5,000 deposit, and deposits for additional units are $1,000 each. – Jason Cannon
Tyson, Walmart testing two-stroke Peterbilt 579
A
chates Power announced that it has achieved ultra-low emissions with its 10.6-liter twostroke diesel. The opposed-piston engine reached As part of the pilot, Tyson and an ultra-low NOx standard of .02 g/bhp-hr in the Walmart each will receive a company’s San Diego-based laboratory and will en- Peterbilt 579 equipped with an Achates 10.6-liter diesel. ter a fleet testing phase early next year with Tyson Foods and Walmart in California. Opposed-piston technology requires Achates to use only three cylinders in the combustion process. Combined with its two-stroke capability, the engine sheds more weight thanks to the absence of a valvetrain. Achates said the engine’s CO2 emissions are up to 15 to 20 percent below the greenhouse gas requirement. The California Air Resources Board and several air districts are funding the pilot, which is expected to begin in the first quarter of 2020. Tyson and Walmart each will receive a Peterbilt 579 equipped with an Achates 10.6-liter diesel. Achates is leading a project team consisting of Aramco Services, BASF, Corning, Dana, Delphi, Eaton, Faurecia, Federal-Mogul, Honeywell and Litens, along with the Southwest Research Institute. CalStart is managing the project and will collect and analyze emissions and performance data. – Tom Quimby
Tesla CEO teases Semi delivering Model 3 cars
N
ews and updates from Tesla’s electric Semi program seemed to have dried up since the This picture, posted truck’s official announcement in late 2017, but in late March 30 to Elon Musk’s personal Twitter account, March, Elon Musk, the company’s chief executive shows Tesla’s electric officer, tweeted a picture of the truck. The picture, Semi hitched to a small posted March 30 to Musk’s personal Twitter account, car hauler loaded with four of the company’s shows the Semi hitched to a small car hauler loaded electric Model 3 sedans. with four of the company’s electric Model 3 sedans. Tesla in early March notified shareholders and the U.S. Securities and Exchange Commission that the company had acquired portions of Central Valley Auto Transport’s car-hauling fleet in exchange for nearly 50,000 shares of Tesla stock, a deal worth nearly $14 million. Central Valley, based in Strathmore, Calif., operates a fleet of 95 conventional diesel-powered trucks. Tesla currently is focusing its production energies on the Model 3, but Musk acknowledged in his tweet that the Semi remained on the company’s radar screen. “We’ve been so mired in production & logistics for past 18 months,” Musk tweeted. “Really looking fwd to getting Semi into production.” Tesla has said it intends to commence Semi production this year. In May 2018, Musk pegged order figures at “about 2,000” units. – Jason Cannon
Fontaine, Daycab extend International HX cab
F
ontaine Modification Co. and Daycab Co. are offering an extended cab option for International HX Series trucks that adds eight inches of interior space to the rear of the cab to give drivers more space for storing personal items and adjusting their seats. Many fleets choose the HX Series for applications where length is a primary concern because of the deFor applications sign’s short bumper-to-back-of-cab measurement. where a short BBC isn’t required, the The cab extension was designed to use many origextended cab option inal equipment parts, maintain the existing cab and from Fontaine and exhaust mounting and use minimal specially designed Daycab can expand the International HX’s parts. Daycab builds the extensions at its Tennessee versatility. manufacturing facility and paints them to match the existing cabs. Fontaine then installs them on the trucks at its modification center in Laredo, Texas, which is located near the Navistar International manufacturing plant where the HX Series is built. After installation, Fontaine returns the trucks to International’s transportation system. In other news, Fontaine last month acquired truck upfitter ProBilt Services of Ohio Inc., along with the company’s 30,000-square-foot facility located near the Kenworth assembly plant in Chillicothe. The facility will provide ship-through vehicle modifications to Kenworth trucks. – Jason Cannon
TransPower’s two electric Class 8 trucks are being operated at the Port of San Diego via one of its demonstration projects with Meritor.
TransPower, Meritor conclude electric truck tests
T
ransPower and Meritor, an investor in TransPower, announced the completion of two multiyear projects for the development, testing and evaluation of the companies’ zero-emissions electric yard tractors and Class 8 trucks. The projects were supported with grants from the California Energy Commission. The two projects were initiated in mid-2015 following the award of $6 million to TransPower for improving and demonstrating its electric vehicle technologies that use permanent magnet motors, large battery packs and advanced controls. TransPower said it developed a new version of its electric yard tractor drive system and improved a variant of its electric drive system used in on-road Class 8 trucks. The company said its electric yard tractors built under the demonstration projects have accumulated more than 15,000 hours of in-service use. TransPower said it has received grants and contracts to convert 100 additional yard tractors and trucks to electric drive and is ramping up manufacturing of electric drive kits for installation on assembly lines of yard tractor manufacturers. Meritor said commercial sales of TransPower components are expected to be accelerated by combining them with its eAxle, a propulsion technology that integrates the main drive motor into the axle carrier housing. – Jason Cannon commercial carrier journal
|
may 2019
25
INBRIEF • Kenworth expanded available options for its medium-duty cabovers. For the K370 Class 7, customers can spec the Dana Spicer S23-172E 23K high-entry axle, Reyco 23K rear suspension, Dana 1710 driveline series, 8K lift-axle pusher, pusher tires and wheels and upsized park and spring brakes. Also, both the K370 and K270 Class 6 now offer the Davco 245 fuel/water separator combined with a battery-disconnect switch on the left-hand rail. • Bendix’s ADB22X air disc brake now features a new adjustment mechanism engineered for increased vibration robustness while improving the running clearance between the friction and the rotor to improve pad life and reduce residual brake drag. • Xtra Lease, a provider of over-the-road trailer rentals and leases, is investing more than $300 million to purchase more than 10,000 new dry vans, reefers, flatbeds and chassis in 2019, the company’s largest capital investment for trailers in a single year. Xtra Lease’s fleet will grow to about 85,000 trailers, including 1,400 new flatbeds and new vans and reefers equipped with side skirts, air disc brakes, trailer tracking and cargo sensors. • Penske Truck Leasing is adding four Fuso eCanter battery-electric work trucks to its California-based fleet. Penske said the eCanter’s initial estimated range of up to 80 miles and a fast-charging option make the truck a viable option for fleets seeking to reduce emissions and noise pollution in urban delivery settings. • East Manufacturing, a provider of aluminum flatbed, drop deck, dump and refuse trailers as well as aluminum truck bodies and steel dump trailers, made aluminum air tanks standard equipment on all its makes and models to reduce weight and guard against corrosion. • Southern Tire Mart purchased 46 GCR Tires & Service stores and six GCR retread plants from Bridgestone Americas Inc.; terms were not released. Southern, based in Columbia, Miss., currently operates more than 90 commercial truck tire centers in 10 states. Bridgestone will continue to operate more than 130 GCR stores across the United States and Canada.
26
commercial carrier journal | may 2019
Hyundai Translead upgrades HT ThermoTech reefer trailers
H
yundai Translead announced upgrades to its HT ThermoTech refrigerated trailer line featuring enhancements designed to provide more efficiency and reliability. The company said new design features and manufacturing processes, as well as new automation assets, leverage the Hyundai Motor Group’s automotive and manufacturing expertise to Hyundai Translead minimized heat transproduce a more thermally efficient, mission with a redesigned structure mass so the insulated panels can include more durable and lighter trailer. insulating material. • Improved thermal efficiency: Joints and closures were eliminated or improved to be less dependent on caulking and sealants. Primers and bonding techniques are incorporated in the manufacturing process to add to the integrity of laminations between sheet materials. Preventing bonding separation between the outer skins and the insulation helps discourage water gain due to condensation. Hyundai Translead also has taken steps to address longevity by redesigning the components most susceptible to damage. The deck now uses taller, stiffer structures to help support the floor surface. Heavy-duty aluminum floor extrusions fit together with a mechanical lock to take stress off the welded joints, and the new fully automated welding fixture lays down a weld-bead of greater mass for additional strength. All wood structures within the deck were removed and replaced with sustainable recycled materials that help increase fastener retention and will not absorb moisture. The company said the combination of material choice and design ingenuity allowed 13 percent greater floor ratings with no weight addition. • Greater durability: Structural floor sills have been redesigned with rigid PVC, a more durable and recycled material. In addition to material changes, the floors also feature a new “mechanical lock” design with the floor pieces secured together prior to welding. Uniform computerized welding of every vertical seam in the flooring of each trailer now is fully automated at Hyundai Translead’s plant to facilitate a more consistent and durable weld. To combat corrosion, all steel deck structures, support legs and braces, slider components and rear impact guards undergo hot-dipped fully submersed zinc galvanization after assembly to help protect all component surfaces, including welds. The integral stainless-steel front impact assembly comes with a coupler assembly fully submersed with paraffin-based undercoating as standard equipment. • Reduced weight: All insulated panels were optimized to help reduce weight. Sidewall, roof, deck and front assemblies are lighter by converting to lighter-weight raw materials or applying design techniques that require fewer components or leaner assemblies. According to the company, today’s HT ThermoTech trailer is 600 pounds lighter than previous base linehaul models. – Dean Smallwood
Nikola showcases hydrogen-electric Class 8
A
mong the first to champion trucking’s transition to an electric drivetrain, Nikola Motor Co. last month gave the world its biggest update on the hydrogen-electric tractor that had been tucked away since its original unveiling in December 2016. Nikola’s zero-emissions tractor shared the spotlight at Nikola World – a two-day event that was equal parts product reveal and rock spectacle held by the company at WestWorld in Scottsdale, Ariz. – with releases from the company’s powersports and energy divisions. The desert location for the event was a housewarming of sorts for Nikola. Arizona Gov. Doug Ducey said Maricopa County, where Nikola expects to create upward of 2,000 jobs by relocating its headquarters from Salt Lake City and establishing a manufacturing facility, has been the fastest-growing county in the United States for the past two years. Trevor Milton, chief executive officer for Nikola, kicked off the event by riding in on a Budweiser wagon pulled by the beer maker’s famed Clydesdale horses. Riding shotgun was Ingrid De Ryck, Anheuser-Busch’s vice president of procurement and sustainability. Anheuser-Busch, the largest beer manufacturer in the United States, placed an order for up to 800 hydrogen-electric tractors last year. The first product Milton unveiled was an autonomous-capable military all-terrain vehicle, the Nikola Reckless. Andrew Christian, vice president of business development and defense for Nikola Powersports, said he believes all military vehicles will feature battery-electric and hydrogen fuel cells in the future, a transition goaded by the system’s ability to operate silently with no heat signature and with no negative environmental impact.
Nikola’s zero-emissions Nikola Two tractor shared the spotlight at Nikola World, a two-day event held by the company at WestWorld in Scottsdale, Ariz.
“Preserving our world is a primary motivation,” Milton said. Next up, Milton and Michael Erickson, president for Nikola Powersports, showcased two zero-emissions off-road toys, including the first look at the Nikola Water Adventure Vehicle concept watercraft and the updated NZT off-highway vehicle. Jesse Schneider, executive vice president of hydrogen for Nikola, laid out the company’s hydrogen fuel-cell vision consisting of the world’s first purpose-built fuel cell Class 8 truck, enabling more hydrogen storage, optimized powertrain placement and a robust hydrogen fueling network. “We recently opened our first hydrogen station at our Phoenix headquarters,” Schneider said, noting that the facility was built and opened in about four months. “We are
leading the way and working with industry and other OEMs to develop hydrogen standards to enable fueling in less than 15 minutes. The goal is safety and interoperability so that anyone can fuel at our station. This is a big deal.” Milton said he expects the company to build almost 100 hydrogen stations per year through 2028, with each being among the largest in the world. “All of our own hydrogen production, Nikola builds, to make sure they can support the trucks that we sell,” he said. The company also debuted the Nikola Tre European cabover tractor and its North American cousin, the Nikola Two. Milton said the two trucks represent important components in Nikola Motor Co.’s stable that he said didn’t have any trucking commercial carrier journal
|
may 2019
27
INBRIEF • Old World Industries opened a distribution center in Bolingbrook, Ill., and launched Old World Logistics, which will transport the company’s products, including Peak coolant and antifreeze and BlueDEF. The distribution center houses 50 employees and a new fleet of commercial trucks. • Denso, a provider of vehicle components and technologies, is opening a distribution center in Jeffersonville, Ind. The company said the location, which will be fully operational this summer, joins another distribution center it recently opened in Rancho Cucamonga, Calif., to serve its growing customer base, reduce transit times, achieve higher fill rates and manage inventory more efficiently. • Prestolite Electric announced expanded warranty coverage for its premium alternators – including its IdlePro and IdlePro Extreme units – that will extend coverage to three- or four-year terms and unlimited mileage. The Prestolite Power Promise also covers manufacturing defects, premature component failure, worn mounting holes and failure due to loose terminal connections or the elements. • Yokohama Tire’s instructional “Tire Tips” video series is designed to help commercial drivers proactively identify and prevent tire issues. The six segments are posted at YokohamaTruck.com/commercial/tires-101/tireology/tire-tips. • Paccar celebrated the production of the 200,000th MX engine produced for the North American market at its engine plant in Columbus, Mississippi. The milestone engine, an MX-13 rated at 455 hp and 1,650 lb.-ft. of torque, resides in a Kenworth T680 daycab delivered to UPS (CCJ Top 250, No. 1) for its regional-haul operations. • DClimate, a provider of hybrid auxiliary power units, teamed with Chattanooga, Tenn.-based Covenant Transport (No. 38) to test the system’s performance on two tractors. DClimate’s hybrid APU combines high-efficiency HVAC modules with a patented battery management and rapid recharge system. DClimate said the Covenant test resulted in single-digit idle times, fuel savings, a runtime past the 10-hour rest period requirements, extended battery life and optimized air distribution and airflow.
28
commercial carrier journal | may 2019
engineers when the company started in his basement five years ago. “When we first started this company, one of my requirements was that none of my engineers could have worked for another trucking manufacturer before,” he said, noting those applicants often had preconceived notions about what was and was not possible. Each of the trucks will be available with hydrogen-electric or batteryelectric power. “The powertrain of battery-electric and hydrogen-electric are no different.” Milton said. “They’re identical. The only difference is how the motors are actually propelled.” According to Nikola, there currently are more than 13,000 of the company’s trucks on order. The Nikola trucks feature up to 1,000 hp and 2,000 lb.-ft. of torque. The company also recently announced a battery-electric vehicle option for the
urban short-haul trucking market. Nikola has partnered with Ryder System (CCJ Top 250, No. 18) and Thompson Machinery to offer sales, service and warranty support through their 800-plus locations across North America. Milton said he felt it was important that the company diversify from hydrogen-electric only in order to offer the best possible green solutions to potential customers. “Emissions are the enemy,” said Mark Russell, president for Nikola Motor Co. “It’s not about hydrogen or battery.” Milton said the company is on track to meet its 2022 production target. “We want to transform everything about the transportation industry,” he said. “With Nikola’s vision, the world will be cleaner, safer and healthier.” – Jason Cannon
Nikola invests in lab for fuel cell development
N
ikola Motor Co. announced it has signed a $16 million order to purchase equipment for the first phase of its fuel cell development laboratory, the initial installment in an overall investment plan that totals several hundred million dollars. “It is critical that we move fast and have the best equipment as part of our truck development process,” said Mark Russell, Nikola president. “By creating our own facility, Nikola will be able to test and validate its fuel cell components in half the time it would take other OEMs and third-party labs.” Russell said Nikola intends for the lab to be the world’s most advanced fuel cell research and development facility, where the company will develop, test and validate its entire fuel cell system, including membrane electrode assemblies, stampings, stacks and power electronics. The lab also will include climate-controlled chambers and dynamometers to test components independently or as a complete powertrain system. “This lab will be filled with extremely talented fuel cell engineers and is a critical part in our truck development, enabling Nikola to set a new efficiency benchmark for heavy-duty fuel cell systems,” said Trevor Milton, Nikola CEO. “We believe the fuel cell will replace the diesel engine in the next 10 years. It is a race to the finish line now for our team. Other OEMs have expressed interest in using Nikola’s fuel cell drivetrain and hydrogen stations, and we plan on making them available to other OEMs who share our vision.” – Jason Cannon
Isuzu Commercial develops truck for craft beer industry
I
suzu Commercial Truck of America, in collaboration with body maker Supreme, Delivery Concepts Inc. and Anaheim, Calif.-based craft brewer Bottle Logic, has developed an Isuzu NRR craft beer truck. The low-cab-forward truck was designed for microbrew operations that make and deliver craft beers in their communities. After reviewing Bottle Logic’s operations, Isuzu, Supreme and Delivery Concepts created a body equipped with: • A 16-foot Supreme Kold King insulated body cooled by a Thermo King 680R unit with electric standby to give brewers more flexibility in loading the truck in the evening for the next morning’s delivery; • A 2,500-pound Maxon TE25L tuck-
Isuzu’s low-cab-forward NRR craft beer truck was designed for microbrew operations that make and deliver craft beers in their communities.
away liftgate with side steps to help ease loading and unloading. E-track is mounted on the body’s interior to secure kegs during transit; • Two 24-by-24-inch toolboxes, one on each side, to store tables, chairs and event material. A 15-foot overhead retractable awning provides a shade for servers and customers; and • An eight-tap beer station integrat-
ed into the driver's side of the body with a 10-gallon overflow tank and a mounting on the body’s interior for the CO2 manifold. Covering the taps on the exterior is a locking door that swings up to serve as a menu board. LED lights illuminate the taps to provide a clean hightech appearance. – Jason Cannon
YOUR PLACARD NEEDS ARE OUR SPECIALTY With thousands of placards and numbering kits, J. J. Keller provides the biggest selection of placards available. PLUS our team of subject-matter experts monitor DOT regs for any changes that could impact your operations. Trust us to provide the complete hazmat compliance package.
FLIP-FILE • NUMER-ALL™ • SINGLE FLAT • ACCESSORIES
800-327-6868 | JJKELLER.COM/PLACARD PC 204882
commercial carrier journal
|
may 2019
29
technology MAKING THE LATEST TECHNOLOGY DEVELOPMENTS WORK FOR YOUR FLEET BY AARON HUFF
Quicker freight payments
Carriers, brokers can choose low-cost options
W
aiting 30 days or longer to receive payment on freight transactions is unworkable for many transportation companies. “We need it quicker,” says Lexi Howard, manager of Memphis, Mo.-based Buffalo Trucking, a five-truck refrigerated and dry van fleet. To speed the intake of working capital, Howard looked into factoring invoices, which turned out to be less expensive than using quick-pay programs offered by its freight broker customers who generally charge a 5 percent fee to pay within seven days. Buffalo Trucking’s search led to evaluating two factoring companies. One charged 4 percent to release funds in one week. The other charged a flat rate of 3 percent and transferred funds the same day. The customer service of the latter, Instapay, also was noticeably better. The choice was easy, says Howard, who has been doing business with InstaPay for nearly a year to date. InstaPay is owned by Flexible Funding, which has been in the transportaFASTER CASH: Factoring traditionally has been a last resort for motor carriers and freight brokers.
CHANGING TIMES: Increased competition and market demand have helped alleviate factoring costs.
NEW TREND: Digital brokerage firms offer fast payments to carriers to secure capacity with no fees.
30
commercial carrier journal
|
may 2019
Increased competition and market demand have alleviated the cost of factoring to help brokers keep up with a trend of well-funded digital brokerage firms that offer fast payments to carriers to secure capacity with no fees.
tion industry since 2016 after more than 20 years of factoring experience in the temporary staffing industry. “I absolutely love them,” Howard says. “They are super-easy to work with. If I have any questions, I call them, and the online process is awesome.” Taking out costs Factoring traditionally has been a last resort for motor carriers and freight brokers to accelerate cash receipts, given a high fee structure of 7 to 8 percent of the invoice amounts. Increased competition and market demand have helped alleviate factoring costs to help brokers keep up with a trend of well-funded digital brokerage firms that offer fast payments to carriers to secure capacity with no fees. Today’s fees associated with factoring generally are 4 percent or more. By developing technology to operate more efficiently, InstaPay has been able to lower its fee structure to 3 percent and provide same and next-day payments at no extra charge, says Sam Bokher, the company’s head of growth. InstaPay’s computer vision technology captures data from invoices by using algorithms that find mistakes and inconsistencies. The company also has developed artificial intelligence tools that monitor various data sources to detect lending risks, he says. InstaPay also has increased efficiency and customer service by using automated chat support and text messaging features to give fleets and freight brokers immediate answers to their business needs, Bokher says.
Obstacle detection Geotab updates INTERESTED IN TRUCKING TECHNOLOGY? INTERESTED IN TRUCKING TECHNOLOGY? telematics Scan barcode or go to www.goo.gl/Ph9JK to for bigdevice trucks Go tothe ccjdigital.com/news/subscribe-to-newsletters to system subscribe CCJCCJ Technology Weekly e-maile-mail newsletter. subscribetotothethe Technology Weekly newsletter. ear View eotab an-
R G
Safety debutnounced its ed its RVS-125 GO9 telematics Geotab’s Sensestat Wireless device, a fleet GO9 device system Howard maysays showBuffalo that at Trucking midnight, follows the unitaissimple still a quarter-mile process to factor away from invoices through Obstacle Detection management is built to the InstaPay. unloading She prints spot. freight bills from the company’s QuickBooks software, scans the System designed product designed complement a wider range bills “We and arecorresponding very carefully watching proof-of-delivery how it is unloaded” documents to determine and uploads when them to InstaPay to warn truck with better accelRear Viewof Safety’s RVSvehicles through itsactually online are portal. drivers of potential eration tracking, containers available for pickup to set realistic delivery appoint125 Sensestat Wireless compared to Obstacle Detection OncePrince the documents are as uploaded, InstaPay electronically the paymentobstacles behind a more accurate ments, said. “Our job an intermodal provider is to makedeposits sure a great the device’s System isprevious designed in the customer’s bankhappen account theand same or next day depending on the time oftheir vehicleGPS withand better number of little things onon time correctly.” for easy installation iterations. day the process was completed. a detection support range for on heavy-duty trucks, “It is super-easy, quick and very organized,” Howard says. of up to 8 feet. vehicle-generatThe with no need to install Predicting trailer capacity cabling. system is engied data andexcess new vehicle types. When making deliveries, drivers often lose productive time unloading or Factoringfor forempty brokers neered to provide Maintaining its ability to searching trailers to take to their next load appointments. If no Freighttrailers brokersare that use factoring and asset-based lending services to offer carriersthe driver both self-configure audible and forvisual most warning vehicles, empty available onsite, office personnel may begin cold-calling lower-cost in quick-pay options abletrailers. to compete for truck capacity and grow their indicators to Geotab’s avoid backing GO9 device accidents. features incustomers the area to locateare empty business more(CCJ effectively. The wireless creased ECUcode is engineered space andto memory be U.S. Xpress Top 250, No. 16) equips its trailer fleet with SkyBitz’s InstaPay doesembedded not have awith minimum requirement forthe brokers to largest factor invoices, waterproofand andaincludes more powerful multipleprocessor. antenna tracking system cargo sensors. One of nation’s Bokher says. Brokers invoices with proof-of-delivery images to the portal.installation options. A user can–connect Aaron Huff to truckload carriers, theupload Chattanooga, Tenn.-based company uses the inforIntegrations between InstaPay andtrailers transportation management software mation it receives to predict when will be unloaded and ready for systems a Sensestat-equipped trailer by pressing the can eliminate printing, scanning and uploading, monitor’s sync button. – Aaron Huff pickup, said Aaron Wood, the company’s managerhe of says. trailer management. Bestpass offering InstaPay billssystem the shipper and pays theU.S. carrier. While some brokers may prefer The SkyBitz is integrated with Xpress’ custom transportation reporting, analytics to bill their shipper they also can choose to that haveWood InstaPay their management systemcustomers, and with ESRI’s mapping software usesmanage to estpass announced Embilling and collections, Bokher says. departures, turnaround times and set up geofences for tracking arrivals, power, its new reporting and A broker with a 15 margin on aand $1,000 invoice could offer aregions. motor carrier a trailer inventories by percent customer location geographical planning analytics platform designed to same-day of $850 3 percent fee. The carrier $25.50 for the con“The bigpayment thing that bitesfor us aand any carrier is when wewould have pay loaded traillliancetransform Scale de- tolling data into meanvenience, themarkets broker may decide provide service at noout,” cost he forsaid. its carrier. ers going or into where we dotonot havethe loaded freight a truckcharts scale and graphs to help InstaPay handles the carrier payments theplanning broker. Some companies buted ingful U.S. Xpress is managing trailer counts infor each regionfactoring to engineered customers to weigh identify tolling activity charge a wire transferoffee of between $40network. for this payment service, he says. maintain the balance capacity across$20 its and freight The company trends printoraanomalies and make Inuses addition to factoring, InstaPay offers freight brokersits antrailers asset-based also secondary carriers and railroads to reposition in itslending pro- each axle and without strategic requirbusiness decisions. gram that is similar to a bank line of credit. Brokers assign a chosen group of invoices receipt to network. InstaPay, and the total amount thebeen invoices become the broker’s of credit. ing a driver toThe stop.company The also announced In the three years U.S. Xpressofhas using the SkyBitz trailerline tracking If a broker assigns 10 invoices $1,000 each,tothe broker can borrow $10,000. The Alliance AxleWeigh availability In on South Carolina’s system, its trailer count has goneforfrom 17,000 about 14,000 by increasing The Alliance Toll broker makes carrier payments as usual, and in interest is charged dailysaid. on the outstandMotion Truck 16-mile ScaleSouthern is Connector efficiency andthe managing the available capacity its network, Wood AxleWeigh In ingWith loan SkyBitz, amount.U.S. The Xpress loan is cleared the broker’s customers built to weigh Road individu(I-185). – Aaron Huff also canwhen identify trailers at locationsmake that payment. have Motion Truck a broker its credit line inThese 20 days, it only pays interest on the al axles by driving over notIf moved forcloses an extended period. events could signal possible me-balance for Scale is preconfigured for easy 20 days. The credit line andthat interest rate depend company’s chanical defects on trailers are causing driverson toanot hook up.size and financialthe scale at 3 mph reinstallation and standing, with interest rates in the 15 to 20 percent range, Bokher says. gardless of truck length U.S. Xpress also increases trailer capacity by monitoring their use by can be installed Technology continues to remove friction points for all or configuration. third-party carriers and shippers through interchange on a gravel parties involved in freight New starts factoring Designed for easy agreements. “We know whentransactions. one of our trailers driveway, eliminating the need and asset-based lending products givewhere assettrailers and nonasset use, a driver stops at moving,” Wood said. The system tracks for ramps. transportation companies a way to receive working capital the controller and are picked up and dropped and how many miles they Bestpass quicklysoatthe a lower costcan to cover immediate enters his truck’s I.D. Empower is designed moved company bill carriers for theexpenses author- and supto take raw tolling data and help portor business growth.use of its trailers. number, andusers the controller willcharges calculate the ized nonauthorized visualize toll over gross, tare and net values. The scale features time, violation occurrences, toll usage load by authority highly factory-calibrated cells andand a preproAARON HUFF is Senior Editor of Commercial Carrier Journal. tolled vehicles. E-mail ahuff@ccjmagazine.com or call (801) 754-4296. grammed indicator. – Aaron Huff
In-motion scale Beach axle weighs
A
commercial commercial carriercarrier journal journal | september | may2018 2019
35 31
technology
INBRIEF • Detroit Connect, Daimler Trucks North America’s suite of connected vehicle services, announced that third-party telematics service providers now can be integrated into the Detroit Connect platform. Customers now can access Zonar’s patented telematics technologies – including Ground Traffic Control, Zonar’s web-based fleet management offering – without having to install additional hardware on the vehicle. • Truckstop.com, a provider of online freight matching and load board tools for carriers and brokers, announced an investment from private-equity firm Iconiq Capital, making Iconiq the majority shareholder in the Idaho-based company. Truckstop.com officials declined to disclose the amount of the transaction or the percentage share Iconiq now holds but said founder Scott Moscrip and its existing management team maintain a significant ownership stake. The company plans to expand its portfolio of offerings to improve efficiencies for its customers. • Geotab, a provider of Internet of Things and connected transportation technologies, plans to acquire BSM Technologies, a provider of telematics and asset management products for more than 165,000 vehicles across government and private fleets in the United States and Canada; terms were not announced. BSM will contribute some of its product and services development in asset tracking, winter operations, third-party integration and offroad equipment tracking to the Geotab Marketplace, the company’s online solutions center. • Stoneridge, a provider of electrical and electronic components, modules and systems for commercial vehicles, divested its non-core switch and connector lines to SMP for $40 million as part of its plan to realign its operations and engineering footprint on technology platforms and growth products that drive more value for customers. • Hwy Haul launched a digital brokerage platform for the logistics and shipping market designed to cut down inefficiencies for fleets and drivers. The platform has a portal for shippers to create and track shipments from pickup to delivery, a mobile app for drivers to book and deliver loads without making check calls, and a portal for fleets to manage their assets and drivers.
32
commercial carrier journal
|
may 2019
Lytx data reveals riskiest roads in most populous states
L
ytx shared data revealing the top 10 stretches of road where the video telematics and analytics provider observed the most driver cell phone use, as well as the riskiest roads in the country’s five most populous states. The chart shows road segLytx identified areas of Long Beach, Calif.; New ments that had the highest York City; and Berkeley, Ill., to be the riskiest volume of observed cell phone use behind the wheel in 2018 of the top five most populous states. Memphis, based on Lytx client data. Tenn., and Los Angeles contain the roads with the highest observed cell phone use. Nationwide, Lytx captured 1.35 million instances of cell phone use in 2018. On average, Lytx data show drivers who use handheld cell phones while driving are about 50 percent more likely to get into a collision within 90 days than drivers who do not. “As expected, the majority of concentrated risk fell in high-density areas, including cities, ports and road stretches with interchanges or on- and off-ramps where there are a high volume of merging vehicles and overall activity,” said Kyle Warlick, a Lytx intelligence analyst who conducted the study. “Based on the U.S. risk ranking, we can see that driving in New York, Illinois and California roads is generally riskier than driving in Texas and Florida despite those states’ large populations.” Insights were derived from the entire Lytx U.S.-based client database from Jan. 1, 2018, to Dec. 31, 2018. The rankings are according to Lytx’s proprietary risk score system. – Aaron Huff
McLeod Software adds TopMatch to PowerBroker
M
cLeod Software announced TopMatch, a technology that combines multiple carrier search criteria into one comprehensive search to facilitate the optimal match for every load. The technology is part of the company’s digital freight matching offerings for brokers. Tom McLeod, president and founder of McLeod Using TopMatch, PowerBroker users can define Software, discussed a profile with multiple search types and assign difnew connectivity tools ferent weights to each factor based on what they for carriers and brokers at the company’s 2018 believe is the value of that parameter in the search. user conference. Factors might include rate, lane and availability histories. The search results will provide a list of carriers sorted and scored based on the weighted factors. McLeod Software said the goal is to provide the broker a prioritized list of the first carriers to receive an offer, with those at the top of the list being most likely to be the best candidates for the load. TopMatch also feeds the best-ranked carriers into PowerBroker’s Waterfall Tendering to automate the freight matching process by using the system’s machine-learning technology to offer the load to preferred carriers without human intervention. – Aaron Huff
HEROES NEVER SETTLE One exciting new look, two superior new products, three unbeatable heroes to always keep you moving. Reach for Howes and never settle for less than the absolute best.
Howes, the Makers of DIESEL TREAT, Introduce: DIESEL DEFENDER Maximum lubrication & superior cleaning for unrivaled performance
DIESEL LIFELINE Coming Fall 2019
Alcohol-free emergency rescue solution
TESTED. TRUSTED. GUARANTEED. SINCE 1920.
HOWESLUBE.COM
1-800-GETHOWES (438-4693)
technology
INBRIEF • I.D. Systems Inc., a provider of enterprise asset management and Internet of Things technologies, acquired all outstanding shares of Pointer Telocation Ltd., a provider of telematics and mobile IoT systems, for $140 million. • DriverReach, a mobile-enhanced driver recruiting and hiring management system, formed a srategic partnership with Fleetworthy Solutions that allows Fleetworthy’s Intelligent Compliance technology to be integrated with the DriverReach platform to help companies maintain all necessary risk management, safety and compliance measures through every stage of the recruiting and hiring process. The companies said the partnership provides fleets with an all-in-one recruiting system that integrates safety and compliance technology into an applicant tracking system. • Honeywell is collaborating with Enrich Software, a provider of asset management and maintenance software systems for fleets, to develop voice-directed software to help streamline and improve truck maintenance and inspection programs. Honeywell Voice Maintenance & Inspection, an Android-based software application that provides voice prompts via a headset to guide technicians through a preventive maintenance inspection, now is integrated with Enrich’s Emconex, an enterprise asset management system for commercial truck companies, to help technicians adhere to a standardized work process and minimize errors. • AssetWorks, a provider of integrated fleet management software products, announced a partnership with Utilimarc, a provider of fleet analytics and smart data management, to provide FleetMetrics, a benchmarking tool designed to allow government fleets to view, measure and evaluate technician productivity, fleet mix makeup and optimal maintenance cost per mile. • Velociti Inc., a provider of technology design, deployment and support services, and Samsara, a provider of connected operations technologies, announced the collaborative formation of Samsara Technology Support Services, a program designed to protect technology investments through system health monitoring, 24/7 mobile repair, inventory management and other services.
34
commercial carrier journal
|
may 2019
Paragon expands Live Management functionality
P
aragon Software Systems announced expanded Paragon’s Live functionality of its Live Management software Management software module is designed to designed to give transportation operators improved provide stakeholders visibility at each step in the planning and execution across the business with process, providing a real-time view of planned, actual access to vital informaand historic transportation activity. tion via a smartphone, tablet or desktop. The functionality of the Arrivals Board and Live Dashboard components now includes a transportation planning and execution environment where data is shared across the whole business rather than being stored in separate silos. A new Analysis component is designed to allow users to gain a greater understanding of what is happening within their operations via a wide range of metrics such as vehicle usage, planned versus actual comparisons, distance per drop and on-time performance. Interactive business intelligence can be accessed online to review the performance of a single site or multiple locations. A new Route Detail component is designed to provide non-Paragon users with functionality that provides access to transportation schedules based on a specified date range in an intuitive and user-friendly way. The information within Paragon is accessible via a website interface, with the ability to drill down to view depot, driver and individual drop data. “Live Management, and the increased visibility of data that it gives, is a key facilitator of ‘control tower’ planning, in which your best people are brought together to form a ‘center of excellence’ planning team while still being able to share crucial information with any authorized person,” said Phil Ingham, support director for Paragon Software Systems. – Aaron Huff
Convey develops platform for managing last-mile delivery
C
onvey announced a new platform designed to resolve last-mile delivery issues. The Delivery Experience Management platform featuring Exception Recovery is designed to allow shippers to identify issues and take action Convey’s Delivery to resolve them before a customer complains, as well as Experience Management platform predict and prevent future issues with carriers. featuring Exception Data shows that 10 to 12 percent of shipments have Recovery is designed issues such as a wrong address, a weather delay or damage. to resolve last-mile delivery issues before Data also shows that 84 percent of customers won’t return a customer complains. after a negative delivery experience. Exception Recovery is designed to allow users to: • Identify shipments at risk via real-time status updates; • Customize views, receive alerts and gain visibility with flexible search functions; • Assign owners and collaborate across teams and carriers to share files, communicate and track activity in a single space; and • Track and manage activity with shared dashboards to analyze performance and set exception-handling assignments by agent, carrier or exception. – Aaron Huff
technology
Nauto develops new driver coaching dashboard, mobile app
N
auto has developed a Coaching Dashboard for fleet managers and a mobile app, Nauto Driver, to help drivers self-coach themselves. The company’s Nauto Prevent technology is designed to provide real-time in-cab notifications that help stop high-risk Nauto Prevent uses an driving behaviors the moment they occur and coach inward-facing camera and drivers to improve their behavior over time. AI-powered algorithms to Nauto’s Coaching Dashboard uses algorithms pow- help identify distracted driving behaviors while a ered by artificial intelligence to help detect and revehicle is moving. view high-risk events for fleet safety operations while maintaining driver privacy. Nauto’s automated event analysis is designed to prioritize high-risk driving events in real time, eliminating the need to wait for fleets to review and discuss coachable events with drivers. Nauto Driver is designed to provide drivers with mobile visibility of their driving behaviors to coach themselves proactively to improve. The app gives fleet drivers direct visibility into their Visually Enhanced Risk Assessment Scores and high-risk driving footage. It is available in both iOS and Android versions. Nauto also has updated its VERA Scores with a new risk algorithm based on analysis and learnings from over 250 million video miles. – Aaron Huff
KeepTruckin expands safety features of mobile fleet platform
K
eepTruckin has expanded the safety features of its mobile fleet management platform’s optional Smart Dashcam. The expansion includes four features that use machine learning to identify behaviors associated with critical events: video recall, video annotation, in-app driver coaching and sensor fusion. With KeepTruckin’s video • Video recall allows fleet and safety managers recall feature, fleet and safety to pull video footage from the previous 35 hours of managers can pull video footage from the previous 35 driving time. Machine-driven algorithms analyze the hours of driving time. footage to detect and highlight events of interest to fleet managers and provide context. • Video annotation automatically assigns tags that describe the context leading up to an event so that fleet managers can prioritize events for review and monitor changes over time. • In-app driver coaching helps drivers access safety performance data to increase self-awareness and coach themselves based on driving history. • Sensor fusion uses a combination of vehicle speed, GPS speed, accelerometer and gyroscope data to identify risky driving events and assess driving performance data through driver scorecards. “Machine learning extends a new layer of intelligence that allows us to contextualize footage and provide fleets with educational insights into specific driver behaviors,” said Jai Ranganathan, vice president of product for KeepTruckin. – Aaron Huff
INBRIEF • DAT Solutions announced integrations with eight transportation management software systems to provide freight brokerages, third-party logistics providers, shippers and motor carriers with load board access, freight pricing, carrier qualifying and onboarding. Integrations now are available to clients of TMS systems Chameleon Software, PriorityShip TMS, SmartSCM, Teknowlogi, TMSfirst, UTech, EKA Solutions and 3PL Systems. • Verizon Connect announced a partnership with Iveco, a manufacturer of commercial and industrial vehicles in the European Union, to provide its fleet customers with vehicle telematics and a mobile workforce management software platform suited for fleets of all sizes. • Trimble, a provider of transportation management software products, announced that Windom, Minn.-based refrigerated carrier Fortune Transportation selected its Trimble Video Intelligence system for its 135 trucks. Video Intelligence uses forward-, side- and rear-facing cameras to provide fleets with a 360-degree view of their vehicles. • Transtex, a provider of intelligent fleet management platforms, announced that Covenant Transportation Group (CCJ Top 250, No. 38) is deploying 130 of its E-Smart units at the fleet’s facility in Chattanooga, Tenn. E-Smart is designed to allow fleets to proactively improve safety, compliance, security and fuel efficiency through real-time driver management by using Transtex’s proprietary Intelligent Speed Adaptation technology and geofencing to accurately determine a driver’s real-time location and cap the maximum speed their vehicle can attain in a posted speed zone. • Descartes announced that Knoxville, Tenn.-based Axle Logistics selected its MacroPoint capacity matching system to improve its ability to find new carriers and cover loads. MacroPoint is designed to match open loads with available trucks from a user’s carrier network by combining historical load data and the ability to look over multiple days in the future to find optimal combinations. The forward-looking capacity leverages MacroPoint’s Capacity Co-op, an opt-in network designed to allow freight brokers to share unused capacity. commercial carrier journal
|
may 2019
35
technology
in focus: TIRE MANAGEMENT
The pressures of dropped assets Suppliers aim for a better approach to managing trailer tires BY AARON HUFF
T
he air pressure of trailer tires is a persistent challenge to manage. When assets are dropped at fleet terminals and customer locations, they may not be seen or touched for days or weeks at a time. Slow air leaks escape detection, and the resulting low pressure degrades fuel economy and triggers unplanned maintenance events. Automatic tire inflation systems can alleviate some of these concerns, but they are useful only when trailers are connected with tractors that supply the air pressure. Fleets often are unaware of tire problems until trailers are loaded and the driver sees a warning indicator light from the inflation system. Checking in at the gate One way to manage dropped trailers is with tire pressure monitoring systems that alert drivers through LED indicator lights as well as capture and transmit data from wheelmounted sensors to the office using short-range and widearea wireless networks. Stemco’s AirBat RF TPMS uses radio frequency technology to transmit tire data through a gateway reader from wheel sensors that capture tire pressures, fuel usage information and mileage readings. AirBat RF can integrate with trailer and tractor telematics providers to gather and display information. Doran Manufacturing’s YardCheck 360 TPMS uses valve sensors that connect wirelessly to a transceiver device mounted to the trailer. The valve sensors are compatible with automatic tire inflation systems by connecting them to the existing hoses with an inline “T” fitting. The transceiver has rechargeable batteries that draw power from the tractor through the trailer’s 7-way pin connector. The device also communicates tire pressures and temperatures when it is within range of Doran’s dedicated gateway reader with a Wi-Fi router. Fleets station the reader at their facilities. Doran’s reader uses a Wi-Fi signal with amplified coverage of up to three miles in diameter. When a trailer is outside a Wi-Fi connection, such as at a shipper facility, the transceiver will capture and store tire data to be transmitted to the office. The transmission can be through an integration with fleet mobility systems in tractors or the next time the trailer enters a location with the YardCheck360 Wi-Fi router. 36
commercial carrier journal
|
may 2019
Dana’s Rhombus TireAnalytics 2.0 tire maintenance and lifecycle management platform allows a technician to connect and access psi and tread depth measurement devices wirelessly to reduce manual data errors, as well as manage tire serialization to track tire history and status. For larger fleets, the cloud-based platform also facilitates standardized tire inspection and maintenance practices across terminals.
Connectivity options When a trailer is disconnected from a tractor, the YardCheck 360 transceiver wakes up every 24 hours to send tire pressure and temperature updates through Doran’s gateway reader. Fleet managers receive email alerts if any tires need attention. Tire pressure and temperature data is monitored using a dashboard in a web portal. The data also can be downloaded into existing tire maintenance software packages. Doran is working with trailer-tracking providers on integrations that would make it possible to use their wide-area cellular or satellite networks to send tire data to the office, said Jim Samocki, vice president and general manager for Doran. Because YardCheck360 has no wireless subscriptions, it has no monthly service fee for data, but it does have an annual server and maintenance fee, he said. The YardCheck 360 transceiver’s hardware and battery are designed to last more than a decade, and the valve sensors have a useful life of more than five years, Samocki said. YardCheck360 is compatible with Doran’s existing SmartLink offering that captures tire pressure data from sensors installed on all 18 or more tires. The trailer-mounted transceiver communicates with a similar device on the tractor, which sends sensor data from tires through the vehicle’s J1939 databus to be picked up and displayed by in-cab devices. Drivers can view tire data and alerts on all 18 wheels by using a SmartLink device or the in-cab display unit from telematics providers that include Omnitracs, PeopleNet and Geotab. Fleet managers view information through a web portal when the tire data is transmitted through cellular or satellite networks.
technology
DPL releases miniature asset tracker
D
PL Telematics, a provider of advanced asset monitoring and telemetry technologies, released its AssetView Mini Tracking System built for wireless monitoring and remote tracking of any powered or unpowered asset to help improve logistics, manage inventory and curb theft. The tiny portable GPS unit is self-contained and is designed for fast installation in seconds. The company said the AssetView Mini features: • No external wiring or antenna. Quick unwired attachment to any asset in a hide-and-track installation; • A compact and portable size. Measuring only 3.3-by-2.5-by-0.94 inches, it may be rotated between company assets and hidden easily; • Internal battery power. Powered by three AAA 1.5-volt batteries that are customer-replaceable, with low power notifications to alert customers remotely;
• Long battery life. Self-powered for up to three years for daily updates and up to six months for more detailed tracking; • Wireless two-way communication. Activate recovery mode or set movement alerts over the air from the software or mobile app; • An IP 67-rated and UV-stabilized design. Waterproof for deployment in harsh environments; • Little to no sky view requirement. May be hidden inside or under most assets; • Dual GPS and GLONASS positioning. Faster and more accurate locations by using twice as many satellites as traditional GPS devices; and • Global cellular coverage. Track assets across borders. The AssetView Mini’s proprietary Adaptive Tracking technology increases its reporting frequency when movement is detected and reduces it automatically
DPL Telematics’ AssetView Mini is designed to allow owners to monitor any asset from an Internet-based software package and mobile app.
when stationary, lengthening battery life while alerting on curfew violation, movement or geofence breach as well as allowing the user to switch to Recovery Mode over the air. “The AssetView Mini is both an easyto-use and easy-to-maintain tracking solution for any asset to decrease loss exposure, better manage inventories and improve logistics,” said Tony Nicoletti, vice president of sales and business development for DPL. – Aaron Huff
The PrePass MOTION™ app expands bypass locations. Instead of one-size-fitsall solutions, PrePass allows you to select the technology that’s best for your weigh station bypass needs. Whether you value the convenience of a mobile app or the proven reliability of a transponder, PrePass has you covered. Learn about the benefits of each solution by visiting prepass.com/CCJ or calling 877-867-6704. And start bypassing today!
commercial carrier journal
|
may 2019
37
PA R T N E R S O LU T I O N S / P R E PA S S
Weigh Station Bypass
Transponders & Mobile Apps
There are two possible technologies used for weigh station bypass, each with different benefits. The Texas A&M Transportation Institute (TTI) recently completed a study on cellular bypass mobile apps, as compared with transponders for bypassing weigh stations. PrePass introduced the concept of electronic weigh station
bypassing more than 25 years ago. Since then, trucks from qualified fleets have been approved to continue past weigh
Transponders currently in use for electronic bypass and virtually every electronic tolling system globally, are based on RFID technology, or Radio Frequency Identification. This is the same technology chosen by the U.S. Department
of Transportation (USDOT) for connected and autonomous vehicles. The USDOT made this choice because RFID is extremely fast, accurate and reliable.
For a successful electronic bypass, the system must attribute the right safety rating, the right credentials and the right WIM
readings to the right truck, all at highway speeds in the midst of other traffic and in split seconds. RFID transponders do that very
well. PrePass transponders, for example, are 99.99% accurate. Technology is always on the move. Today, electronic bypass is also possible using CMRS technology, or Commercial Mobile
stations at highway speeds with the use of in-cab transponders. This process verifies that the fleet’s safety record and
Radio Services. You know it better as cellular technology. CMRS is flexible. It can be an “app” on a smart phone, a tablet, or as
(WIM) readings. This is good news for truckers – who save time, money and fuel by not stopping.
completed a study on cellular bypass mobile apps. And there were a few key conclusions from this research.
credentials meet federal and state standards and the vehicle is operating within legal weight limits as shown by weigh-in-motion
part of an on-board telematics platform in a truck. TTI, a highly recognized scientific research entity, recently
•
First, unlike electronic bypass with RFID transponders, CMRS technology can have difficulty distinguishing vehicles traveling close together. Vehicle distances affect the accuracy of CMRS at weigh facilities
RFID transponders are also used for toll payment capture, a function that is not available on
CMRS platforms in the foreseeable future. Many truck fleets use the same transponders for both
with WIM scales when the system cannot attribute the correct safety, credentials and weight to the correct vehicle. The result
•
of any miscorrelation by a CMRS system should result in a “red light,” directing the truck to pull in. Second, weak cell signals do not appear to be a problem for CMRS technology — so long as connectivity is maintained and “calls” are not
weigh station bypass and electronic tolling.
When approaching a weigh station that accepts both technologies, the CMRS app automatically defers to
the more accurate RFID transponder. This ensures that a driver will not receive a “red light” from one device and a “green
dropped. Wireless signal connectivity should be considered wherever CMRS technology is used. This study was performed at a WIM-equipped site where cellular connectivity was strong
light” from the other.
There are benefits to
both CMRS apps and RFID
and there was optimal geo-fence placement. Third, and in conclusion, accuracy rates within this controlled environment for CMRS mobile bypass apps ranged from 81.5% to 93.9%. That’s without considering connectivity and is well short of the 99.9%
transponders when used
for weigh station bypass.
CMRS apps can meet the needs of some users who
prefer mobile applications
reliability of a transponder. With these results, the TTI Study suggests that both RFID
for convenience, travel
past weigh stations without PrePass readers, and are willing to
and CMRS technologies have a place in electronic weigh station bypass — so long as users know what to expect from each: • CMRS technology is flexible. Its apps can be installed on smart devices and on-board computer platforms already in the truck. • CMRS can allow the geo-fencing of “virtual” weigh stations at locations where wireless signal connectivity is strong and where it may not be cost-effective to install the roadside hardware required by RFID. • CMRS technology is not as fast, accurate, or reliable as RFID technology. There will be more “red lights” with CMRS — more trucks directed into weigh stations, even when credentials should allow them to bypass.
accept higher pull-in rates. The TTI study tested the PrePass
MOTION bypass application within a controlled environment.
The accuracy of CMRS can depend on the bypass provider,
mobile device model, cellular data provider, connectivity and
vehicle distances. RFID transponder technology remains the gold standard for its accuracy and reliability.
The optimal solution is to use a CMRS app alongside an
RFID transponder to leverage the reliability of a transponder for bypass and electronic toll payment, along with enhanced
coverage afforded at non-RFID sites by a mobile application.
Download the full white paper at prepass.com/tech
Compare Bypass Solutions GOOD
BETTER
BEST
Technology
MOTION app on mobile or telematics device
Transponder on windshield
MOTION app with Transponder
Connectivity
Cellular network (CMRS)
Radio Frequency Identification (RFID)
Cellular and RFID
Performance
81.5% to 93.9% when cell coverage is good
99.9%
99.9%
Locations
Available at most PrePass sites
Available at PrePass and third party sites with RFID readers
Available at all PrePass and third-party sites
• Location coverage
• Bypass rates • Third-party sites • Toll payment service
• • • •
Benefits
Location coverage Bypass rates Third-party sites Toll payment service
RECOGNIZE TRUE INNOVATION. SUBMIT YOUR NOMINATION TODAY! Each month, CCJ editors select and recognize a for-hire or private fleet for solving common problems with out-of-the-box solutions.
As an Innovator: • You become part of a select group of people who convene each year in Key Largo, FL to network and discuss new ideas, challenges and solutions. • You are honored with a full article in Commercial Carrier Journal magazine for your innovation.
Visit CCJINNOVATORS.COM to submit your nomination. SPONSORED BY
ATLAS TRUCKING Taylor, Mich.
Atlas Fleet Services’ 73,000-square-foot facility features 10 service bays, an alignment bay, a multipurpose bay and capacity for 32 tractors.
Atlas Trucking invests in its own repair facility to keep everyone’s equipment up and running BY JASON CANNON
F
ive years ago, Taylor, Mich.-based Atlas Trucking had a downtime problem. Servicing a fleet of 71 trucks on the company’s dirt lot, and using shipping containers for workshops and parts storage, was a slow and sloppy process. “When it rained, Marc [Scibilia, Atlas director of safety] and his guys were on their backs in a mud puddle fixing lights on a trailer or crawling around under a tractor,” says Jeffery Bronson, senior director of transportation. “It had just gotten to the point that it wasn’t professional. It was dangerous.” The private fleet for Eaton Steel Bar Co. soon leased a small shop space about five miles from the terminal and “started doing service with a roof over our head,” Bronson says. Local owner-operators and nearby fleets frustrated with the local truck service network then began to inquire about the carrier taking on their maintenance needs. “When we went to outsource what we didn’t want to do in-house, it was a three- or four-week wait just to get it looked at, which in my world is totally unacceptable,” Bronson says. “It was actually getting to the point that I was leasing a couple tractors just to keep the company drivers creating revenue, because I pay them whether they run or not.” But while Atlas had graduated its maintenance department to a roughly 4,000-square-foot four-bay shop, it was offsite and not large enough to take on the level of outside repair work that Bronson believed potentially was available. Bronson had his eye on a piece of property closer to the trucking company that would allow the carrier to expand service capacity, and last May, the trucking, logistics and now service provider closed on the 11-acre site. Atlas Fleet Services was born. “Me and Marc looked at each other and said, ‘What are we going to do with this?’ ” Bronson recalls. “ ‘How do we offset our costs?’ The answer is that we service the public, because there’s a big need out there.”
The ‘Garage Mahal’ In January, Atlas Fleet Services opened its 73,000-square-foot three-shift 24-hour commercial repair facility in the shadows of its namesake truck fleet and its Eaton Steel Bar parent. Today, 15 technicians not only service the company’s growing fleet of trailers and mixed trucks – now up to 130 units from various OEMs – but also provide around-the-clock for-hire maintenance services for the trucks of their Detroit Metro area fleet competitors, owneroperators throughout the region and overflow work from local dealerships. The facility features 10 service bays, an alignment bay, a multipurpose bay and capacity for 32 tractors. Minor repairs can be handled in Atlas’ Rapid Assessment Bay in “a couple of hours,” Bronson says. The larger facility has slashed Atlas Trucking’s downtime by upward of 80 percent “at least,” Scibilia says. “We have so much more control now than we did when we worked out of the contain-
The Taylor, Mich.-based dedicated fleet starts its own repair operation in response to regional demand and its own needs. commercial carrier journal | may 2019
41
Atlas employs 15 technicians who not only service the company’s fleet of trailers and mixed trucks but also provide around-the-clock for-hire maintenance services.
ers. Being that we were in a dirt lot, we couldn’t do anything that required a sterile environment. We couldn’t do transmissions, clutches and brakes.” With an investment of about $4 million, Atlas Fleet Services wasn’t looking to cut corners and wanted to get into the business “the right way,” Bronson says. “We could just service trucks with Atlas on the door and pay our bills,” he says. “From the aspect of ‘get everybody you can get, and charge as high as you can charge,’ we don’t have that mentality, because we don’t have to be like that for any reason. Our goal is to service the customer as best as we can and charge a fair wage, and hopefully they come back.” The company invested in multiple diagnostics platforms to accommodate a customer base operating everything from heavy-haul tractors to expedite vans, and it hand-selected technicians and specialists to handle the work. “We went out and bought the best equipment we knew to buy,” Bronson says. “When an owner-operator comes in and hands you his keys, he’s handing you the keys to his livelihood. If you screw it up, it’s going to cost him.” But there’s more to providing service than just turning wrenches, and a fleet providing public service has to go all-in in every conceivable way. “We have a customer lounge that’s extremely nice,” Bronson says. “We have leather furniture, a TV, drinks and personal restrooms so the mechanics are not sharing a restroom with a customer. It’s 42
commercial carrier journal | may 2019
the closest thing to a dealership experience without the cost of a dealership.” Diversification strategy Bronson also has worked to diversify much of Atlas Trucking’s interests beyond simply hauling for Eaton Steel Bar. The company’s logistics arm has grown from handling primarily steel shipments for its parent company to a full third-party logistics service, working with a variety of shippers and carriers to move freight across the United States and Canada for more than 500 customers. “We’ve been working a sustained model with Atlas Trucking and Atlas Logistics so that most of our revenue is not all Eaton-based shipments,” Bronson says. Outside customers account for about 35 percent of Atlas Fleet Services’ monthly revenue, and that grows at a rate of about 5 percent each month. Bronson says his goal is for outside service customers, which include local dealerships, to eventually reach 70 percent. Atlas’ 24/7 capability has led local truck dealers to hand over much of their leasing and rental maintenance, “because that lets them extend their service without putting up any capital” Scibilia says. For the first two years, Bronson expects Atlas Fleet Services to account for upward of 25 percent of Atlas Trucking’s overall revenue, with a goal of growing it to more than a third. Balancing service and competition Atlas Fleet Services openly solicits new
maintenance business from its trucking competitors, which Scibilia says has caused some “strange looks” along the way, but he says there’s enough freight to move for all parties to be successful, adding that if he can convince a wouldbe customer to visit the shop, he’s certain they’ll want to do business. “We’re trying to develop different relationships than I think anybody else in the industry,” Scibilia says. “We’re all in the same game. There’s more than enough to go around.” Bronson says the fleet services business doesn’t weight Atlas Trucking’s own equipment with any priority over its public customers. They’ve gone to great lengths to ensure that customers wouldn’t feel like there’s any risk in their trucks being shuffled to the end of the line. “We’ve been pretty proactive with our own maintenance on the Atlas side, and we do keep a couple spares on-hand so owner-operators and the outside customers can take priority,” Scibilia says. “If I can pull a guy off an Atlas piece of equipment that’s not in dire need to put them on a customer piece of equipment, I will, because I know that I’ve got spare Atlas equipment to utilize if need be.” Bronson says the goal is always 0-percent downtime, adding his company has cultivated a relationship with at least one local customer that allows the customer to email Atlas’ service department when a truck has an issue on its route. Atlas technicians on the second shift will pick up the tractor when they arrive for work and drive it to the shop for the second and third shifts to address. In many cases, the repaired unit is delivered back to the lot and in service the next morning. “They can go from whatever downtime they had using outside vendors to zero downtime,” Bronson says. 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.
Fleets can use the online CarriersEdge platform to assign lessons to individual drivers and groups. Drivers can use a CarriersEdge mobile app in vehicles to complete their training.
Fleets use online learning management systems to compress driver orientation, training time BY AARON HUFF
M
anagers at Epes Transport believed they were losing some of their driver recruits who had to wait for their orientation classes to begin. The Greensboro, N.C.-based truckload carrier started classes on Monday mornings. Drivers who received job offers came in on Sundays to start orientation. But with the weekly rotation, some recruits possibly were waiting a whole week to start. Some competitors gave drivers the option to start on any day of the week, 44
commercial carrier journal
| may 2019
says Mike Hammond, vice president of driver development and retention for Epes, which overhauled its orientation process in October 2017. Classes that used to run Monday through Thursday now begin any day of the week, and drivers can be dispatched with their first load on the same day they arrive. “It is a much better experience for drivers,� Hammond says. Fleet executives and managers are working to make orientation training more efficient. They also want to make the process more effective to increase
driver retention and achieve better results in safety, compliance, productivity and other critical areas. Getting rid of paperwork and making the experience more engaging for drivers are the top priorities. The vehicles fleets are using to do this include online learning management systems and new training content and media.
Prepared for arrival With LMS technology, carriers are able to assign documents and training for new drivers to complete before
TECHNOLOGY: TRAINING AND ONBOARDING arriving for orientation. Starting outside the classroom gives carriers a higher degree of confidence that drivers they recruit are going to show up, says Cindy Nelson, vice president of marketing and driver solutions for EBE Technologies. Through Ships, EBE provides an LMS platform and other driver recruiting and onboarding applications. Ships can prepopulate fields in documents for drivers to fill out, such as names and addresses, and track drivers’ progress through training assignments. Aaron Purvis, chief technology officer for Instructional Technologies Inc., is seeing this trend among carriers that use his company’s Sentix LMS platform to assign tasks for drivers to complete before they arrive. “If a potential driver is willing to take steps on their own before they show up, it is a good indication they are willing to follow through,” Purvis says. Fleets are being upfront with newly recruited drivers and are reevaluating their processes for orientation training to be completed outside the classroom, says Liz Everson, senior marketing manager of Cloud Solutions for J.J. Keller and Associates. “We are seeing fleets migrate to a more flexible offering,” Everson says. Fleets also are using online training programs to become more efficient and to allow them to spend more time with drivers, she says. Epes allows driver recruits to complete orientation training outside the classroom. The company uses Safety as a Service’s LMS to assign custom training videos and electronic forms to drivers. Last fall, Epes started paying drivers $100 to complete its orientation online, and drivers receive another $125 when they come to the office to finish. The number of “no-shows” to orientation has dropped significantly, Hammond says. Epes also saw its qualified driver
applicants increase by 80 percent and its new driver hires improve by 30 percent. Hammond says the technology has freed recruiters to sell. Recruiters previously were encumbered by data processing and managing drivers through the orientation process, he says.
How drivers learn Another benefit to an online classroom is being able to gather feedback from drivers to improve training results. Two years ago, the orientation process at Premium Transportation Logistics involved a lot of paperwork and
U.S. Bank addressing driver training
U
.S. Bank, a provider of freight payments and the Voyager fleet card sysTony Tolliver, director of workplace tem, recently partnered with the American innovation for North@Work (left), and Jeff Pape, senior vice president Trucking Associations and Minneapolis of product and marketing for U.S. nonprofit North@Work to address the truck Bank Global Transportation. driver shortage at a local level. The organizations hosted a panel and showcase event at Dart Transit (CCJ Top 250, No. 56) headquarters in Eagan, Minn. Jeff Pape, senior vice president of product and marketing for U.S. Bank Global Transportation, estimated that representatives from up to 20 local trucking companies attended the event. Professional drivers from America’s Road Team, an ATA outreach program, also spoke at the meeting. North@Work focuses on connecting African-American males ages 25 and older with sustainable career paths. In the past 18 months, 60 men have graduated from its Class B license program, and its first Class A-licensed driver graduated earlier this year. Tony Tolliver, director of workplace innovation for North@Work, hopes the involvement diversifies professional truck drivers and helps solve the issue of driver hiring and retention across the state, where one in 18 jobs is in the industry. At press time, the organization was planning an event in mid-April in the Minneapolis area to sign up more candidates for its free commercial driver’s license training program. “We’re changing the lives for the people of North Minneapolis who are ready and willing to do the work by filling the gap employers need while giving those from underserved communities a chance,” said Tolliver. For its part, U.S. Bank is working to grow digital capabilities for carrier companies that assist the driver rather than replace them. “We are working on a number of different mobile solutions and user experiences to help make the driver experience easier and more productive,” Pape said. “There are great achievements to be made with the growth of advanced technology.” Events such as the outreach program with ATA and North@Work are aligned with U.S. Bank’s Community Possible, the company’s social responsibility platform through which it aims on closing gaps between people and possibility. – Aaron Huff
commercial carrier journal
|
may 2019
45
TECHNOLOGY: TRAINING AND ONBOARDING
“The driver does not feel like their time is wasted.” – Aaron Purvis, chief technology officer, Instructional Technologies Inc.
Stay Metrics rebranded its online driver training platform to reflect the separate packages it offers for driver onboarding (Drive First), safety (Drive Safe) and health and wellness training (Drive Fit). The company works with Luma to deliver the training as short interactive modules called “eNuggets” that help drivers remember essential content.
classroom training, says Jeff Curry, president of the Toledo, Ohio-based truckload carrier. When Curry joined PTL two years ago, “I knew right away that (orientation) was too inefficient and cumbersome for drivers,” he says. PTL initially began using an online driver training platform, but Curry quickly realized it was not going to work for his company’s 125-truck fleet of owner-operators. “I was not pleased with it at all,” he says. The platform lacked a feedback mechanism for drivers and was devoid of analytical tools to help PTL improve how drivers were learning. 46
commercial carrier journal
| may 2019
Curry switched to Drive First, an online learning management system from instructional design company Luma. The platform comes with a collection of short “eNugget” learning modules on safety, compliance and other driver orientation topics. It also has electronic forms that have reduced “a massive amount of paperwork,” Curry says. Luma uses Drive First’s real-time analytics, feedback loops and ongoing surveys to evaluate and customize the content to achieve the desired training results of its clients. With Drive First, PTL assigns forms and eNugget modules for drivers to complete prior to arriving for orientation. The fleet has compressed the orientation process by more than a full day that drivers were spending in the office, Curry says. With a more efficient and automated orientation process, PTL hired 288 drivers in 2018 without adding more office staff. Drive First also has benefited drivers, since “time is money,” Curry says. “It is a tremendous efficiency gain for us and, I hope, a better experience for the drivers. Everybody has won in this deal.”
A number of companies that provide LMS systems say they are gathering feedback from drivers and their fleet clients to continue to improve the learning experience. Fleets using the Sentix platform can set up and schedule surveys to ask drivers about their training experiences, Purvis says.
Efficient learning Another way that online training is helping fleets deliver a more personalized orientation experience is by assigning only the courses that apply to specific job types. A local driver would have a different training schedule than a long-distance driver. “The driver does not feel like their time is wasted, and the company is not wasting time by giving the same broad brush to everyone,” Purvis says. Carriers using the Sentix platform can tailor the Pro-Tread training modules to each driver by job type and upload specific training content and electronic forms, he says. In some cases, training providers also use a variety of media types that give drivers the option to adapt the training to their learning preferences, such as by having content read to
An activity dashboard in EBE’s learning management system shows the training status of new drivers.
TECHNOLOGY: TRAINING AND ONBOARDING them in their native language versus reading text. Training also is migrating away from standardized videos that present content to learners at the same pace. Gina Anderson, chief executive for Luma, says current research shows that attention spans when watching video are decreasing to 30 seconds or less. “I am really not fond of videos, and there are a lot of videos in trucking,” Curry says. “Videos get dated pretty quick.” Additional research shows the average adult can hold seven pieces of information in their working memory, Anderson says. Even if a driver is attending orientation and is motivated to learn, his brain “might put a halt on the learning because it is simply too full,” she says. Luma’s eNugget modules are designed to be completed quickly to help maximize learning. The company’s analytical data show drivers’ average maximum time to complete a module is 9.43 minutes. Drivers spend that time reading, listening and playing learning games. They rate the eNuggets with animations and game-like interactive features – where they click and drag-and-drop – the highest. “Drivers really do like it,” Curry says of the eNuggets. He describes Luma’s approach to training as giving drivers “microbursts of information” with “a video game component.” Driver training is being delivered in a way that eases the burden on employees and contractors. The message should be “we are investing in you,” says Brian Kubiak, director of marketing for J.J. Keller’s online training product line. “The content itself is changing as well,” he says, and is becoming “something that is engaging that drivers actually want to take part in.”
Roadmaster Group’s nearly 10,000-square-foot Legacy Lodge will be used as a retreat and training center for Tri-State’s drivers, operations team and mechanics.
Roadmaster Group unveils employee Legacy Lodge
R
oadmaster Group, a specialized transportation company with operations across the United States, last month unveiled its Legacy Lodge at Tri-State’s headquarters in Joplin, Mo. Tri-State is a provider of high-security transportation and the largest operating division in the Roadmaster organization. The nearly 10,000-square-foot lodge will be used as a retreat and training center for Tri-State’s drivers, operations team and mechanics. “Our employees are the heartbeat of our company, and we wanted to show them in a unique way exactly how much we appreciate their hard work and loyalty,” said John Wilbur, chief executive officer for Roadmaster. “It was named Legacy Lodge to honor the rich history of Tri-State, which was founded in 1931, and the many employees who have worked with us for decades.” The building originally was built in 1957 and served as Tri-State’s original operations center and shop. Roadmaster selected Phoenix-based Swenson Realty Group to design and redevelop the project that now features a custom kitchen, a fitness center, theater rooms, a laundry center, chandeliers, polished metal ceilings, male and female locker rooms and a club room anchored with a 20-foot-high stone fireplace. There also are areas for gaming, billiards, shuffleboard, darts, ping-pong, cornhole and a classic checkerboard table. The club room has two large overhead glass garage doors that open and connect to a 2,500-square-foot landscaped and lighted outdoor patio, with a gas firepit and barbeque island, that showcases the company’s historic 1947 White semi-truck and trailer that periodically is used for parades. “Our mantra has always been that we don’t want to build just a good trucking company,” Wilber said. “We want to build a great company, and our new Legacy Lodge is a perfect reflection of that attitude.” Jeff Swenson, president of Swenson Realty Group, is developing new facilities for Roadmaster across the country. “This is not your typical truck terminal ‘driver’s lounge’ or ‘truck stop’ found throughout the industry,” he said. “It’s more like the quality of amenities and appointments that you’d find in a private club.” – Aaron Huff
commercial carrier journal
|
may 2019
47
TECHNOLOGY: TRAINING AND ONBOARDING ConversionU is an online driver orientation and onboarding platform that includes training content and the option to have drivers fill out pre-hire paperwork online. ConversionU’s Conversion Orientation and Conversion Onboarding are powered by EBE Technologies.
Adaptive learning Another strategy to make driver training more effective is to customize individual orientation based on results from skill and knowledge assessments. Before assigning drivers a training course, fleets using the CarriersEdge online learning platform can assign standardized tests to drivers to determine specific areas where they need more training, says Mark Murrell, president for CarriersEdge. Kubiak refers to this practice as “adaptive learning.” A 20-year veteran may do better in certain courses than a rookie and be given an accelerated training schedule, he says. Little Guys Delivery Service assigns CarriersEdge training courses to new drivers during orientation. At first, some drivers were hesitant
to use computer-based training, says Ahmed Fadul, general manager for the Toronto-based company. The carrier operates 15 trucks and contracts with operators of 35 light vehicles to provide expedited less-thantruckload delivery service. Within six months of Little Guys launching the CarriersEdge training program, the drivers liked it, Fadul says. “It provided them with a lot of information they didn’t know,” he says. “For some of the drivers, it refreshed information they knew earlier but didn’t put into practice. It helped to shake the complacency and get them back to safely driving the truck.” Fadul plans to make further use of CarriersEdge by having managers take the same training courses. By having everyone go through the
Vertical Alliance offers training content through a learning management system. Fleets can ask drivers to submit photos of specific activities such as fuel-efficient driving and freight loading and unloading methods to create customized training modules.
48
commercial carrier journal
| may 2019
same training, “it helps managers talk to the drivers,” he says. “Everyone is on the same page and knows the proper methods and requirements for hauling our loads.” Ryder System (CCJ Top 250, No. 18) is using ITI’s Sentix platform and Pro-Tread modules as an option for new employees to comply with safety orientation training requirements. Drivers, technicians and warehouse personnel must complete certain training modules before starting their jobs at any Ryder location across North America. “Every one of our operations varies so greatly,” says Brandon Folck, the company’s group director of safety, health and security. “There is a baseline orientation that must be done, but we have over 150 courses available to each of our operations to use.” Folck says ITI continues to work with Ryder to tailor its training for drivers so they are able to complete it in a timely manner. “They work very well with us to change how one is trained and to streamline the online training content,” he says. A growing number of companies that use online training say they are giving drivers more efficient and rewarding learning experiences. With the time and money saved, fleets are able to focus their resources on one-on-one interactions with drivers to retain more of them and improve their performance.
Technology, funding critical to solving trucking’s growing parking problem
A
BY JEFF CRISSEY ccording to figures published by the Federal Highway Administration and the Federal Motor Carrier Safety Administration, the number of large truck registrations in the United States rose by 27.6 percent between 2008 and 2016. The estimated vehicle miles traveled for those trucks increased 26.6 percent. There are more trucks on the road today than ever, but truck parking capacity has been unable to keep pace, exacerbating an already bad situation. The issue of safe truck parking was underscored on March 4, 2009, when 35-year-old trucker Jason Rivenburg arrived at a receiver facility ahead of schedule. Unable to enter the facility early, he pulled over at an abandoned gas station just 12 miles from his destination near Columbia, S.C. Two days later, his body was found in the cab of his truck with two gunshot wounds to the head. The incident sparked a national conversation around the scarcity of truck parking in the United States. In 2012, Jason’s Law was enacted with the signing of the MAP-21 transportation authorization bill. That language created new avenues for federal funding of public and private truck-parking initiatives. It also required a study of the availability of parking facilities within each state. Truck parking has been near the top of the list of driver concerns in the American Transportation Research Institute’s Critical Issues Facing the Trucking Industry 50
commercial carrier journal
American Truck Parking’s site shows truck parking availability and truck parking locations. The FHWA-funded project also offers dynamic parking availability in eight states.
annual report that ranks issues affecting both commercial drivers and motor carriers. But ATRI’s 2018 report published last October indicates the truck parking problem isn’t just an issue for drivers anymore. For the first time in recent memory, truck parking was listed as a top concern for motor carrier respondents (No. 9 in 2018). “I have long made the point that if the driver shortage is the No. 1 concern for carriers, and driver retention is the No. 2 concern for carriers, then they best understand, appreciate and be working toward
| may 2019
looking to identify solutions to the driver side of the [survey], where truck parking is the No. 2 concern,” said Rebecca Brewster, ATRI president and chief operating officer. Making matters worse Many states have shuttered rest areas, either seasonally or permanently, as a cost-cutting measure. Last year, Connecticut shut down one of its seven state-operated rest areas and closed facilities at the remaining locations between the hours of 3:30 p.m. and 8:30 a.m.
The Iowa Department of Transportation currently is considering a proposed measure that would eliminate 11 full-service rest areas and 16 parking-only rest areas, a move that would eliminate 35 percent of the state’s truck parking across its rest area network. Without available parking, many drivers are forced to find parking wherever they can. The first Jason’s Law Truck Parking Survey conducted in 2015 by FHWA revealed 53 percent of drivers regularly use a commercial truck stop for rest, while 20 percent regularly use a rest area. Other options used regularly include a shipper/receiver location (20 percent), an on/off ramp (8 percent), an abandoned lot/isolated area (10 percent) and behind a shopping center (11 percent). The electronic logging device mandate that took effect in April 2018 hasn’t affected truck parking capacity, but it has put a premium on drivers finding the right spot at the right time or risk exceeding hours of service in search of a safe, authorized parking spot. Illegally parked trucks on the road shoulder and on-ramps also confound state law enforcement officers who may be reluctant to wake a sleeping driver who may be out of hours and have them move to an authorized parking spot due to safety concerns. “A driver sleeping in a truck parked on the side of a highway may be more of a danger to other motorists if he or she is awakened and ordered to vacate the premises,” said FHWA in its Jason’s Law survey analysis. “Police officers presented with this scenario often find themselves in the uncomfortable position of weighing the competing hazards of an illegally parked truck and a fatigued driver.” ATRI’s 14-day truck parking travel
diary study of 148 participating drivers conducted in 2016 found that almost 84 percent of participating drivers admitted to parking in unauthorized/illegal areas at least once per week, with 58 percent saying they did so at least three times per week or more. Nearly two out of three respondents to an Overdrive survey on the effects of the ELD mandate on parking availability reported lots are full or close to full earlier in the evening and/or later in the morning. Fleets are taking notice, particularly as the parking conundrum is eating into productivity and customer expectations. “There has been enough of a collective cry on the part of drivers that this is such a significant issue for them that fleets are recognizing and acknowledging that it is a real problem for the trucking industry,” said Brewster. “Our fleet customers are seeing their drivers are having to pull off the highways early in their driving window to make sure they can find parking,” said John Archard, vice president of sales for Love’s Travel Stops & Country Stores. “Certainly, that fleet would prefer to have the truck driving down the interstate moving freight rather than just finding parking.” The Jason’s Law survey revealed that 39 percent of respondents spend an hour or more to find truck parking. ATRI’s diary study showed drivers were leaving valuable minutes of available drive
time on the table in favor of a parking spot. Eighty-six percent of participants forfeited at least 30 minutes of available drive time on average, with 46 percent saying they gave up more than an hour. The report, A Comparative Analysis of Truck Parking Travel Diary Data, can be downloaded at truckingresearch.org/ atri-research/truck-parking. The diary study also showed 43.5 percent of drivers spent more than 10 minutes per day on average looking for available parking, while searching during peak times of 4 p.m. to 7 p.m. and 7 p.m. to midnight often resulted in search times of 15 minutes or more. Owner-operator Tilden Curl, who specializes in step deck freight along the congested I-5 corridor between his Washington State home and Northern California, has seen the peak extension phenomenon firsthand. Before the mandate, he said, “things were really starting to get pretty full at rest areas and other places” by 8 or 9 p.m. Now “you have to plan your schedule to be parked by six in the evening.” Leveraging technology In response to the growing truck parking problem, major travel centers and solutions providers are leveraging technology to help ease the burden, and drivers are increasingly turning to smartphones and other in-cab communications devices to help locate available parking locations.
“[Fleets] would prefer to have the truck driving down the interstate moving freight rather than just finding parking.” – John Archard, Love’s Travel Stops & Country Stores
commercial carrier journal
| may 2019 51
COVER STORY | TRUCK PARKING
Intelligent Imaging Systems offers hardware and software solutions as part of its IIS Smart Parking platform that uses both cameras and in-ground sensors to detect open parking locations and keep track of available parking capacity in near-real time. Travel Centers of America provides parking counts for TA and Petro locations through its free TruckSmart driver app. The counts show “total parking spaces” by location and “available parking spaces.”
TA-Petro launched its Reserve-It parking reservation system that allows drivers to use the app to reserve and pay for parking spots up to 30 days in advance at most locations. Drivers can check in for a reserved parking space after 4 p.m., with a check-out time of 3 p.m. on the day of departure. The company also offers a no-cost option with its Preferred Parking program at 11 TA and Petro sites across the country. Customers receive 24 hours of free
truck parking for every 60 gallons of fuel purchased, up to a maximum of 72 hours of parking at a single location. Drivers can earn another 24 hours of free parking when they spend $20 or more in the store, restaurant or service area. Pilot Flying J also offers paid parking reservations and allows drivers to pay with My Rewards points and search real-time available spaces. “We offer Prime Parking to our guests, which allows drivers to reserve a spot at
COULD COMMERCIALIZATION STEM THE TIDE OF REST AREA CLOSURES?
F
or years, states have closed rest areas temporarily or permanently as budget-cutting measures during funding crises. These continuing closures pose further setbacks to the availability of truck parking. The problem is worsened by the scheduling pressures created by the electronic logging device mandate. Consequently, when President Trump’s infrastructure plan was introduced last year midway through the ELD mandate’s soft enforcement period, its call for giving states the ability to commercialize rest areas and profit from them carried more import than past efforts at rest stop commercialization. Rest areas built in the 1950s or earlier, as well as service plazas along toll roads, can offer commercial services. By law, rest areas built after 1960 can sell only vending machine items. The ability to commercialize these rest stops would give states the ability to add restaurants, fueling and maybe even additional parking. Commercialization proponents envision a much more prosperous future for rest areas. “Our 57 rest areas see approximately 26 million people a year,” said Jimmy Parrish, rest area section supervisor for the North Carolina Department of Transportation. “If each of those people spent just $1, that would be $26 million. That would generate enough money to where it would pay for maintenance, construction of new facilities and renovation of existing facilities.” Of those 57 rest areas in North Carolina, 38 are on interstates. Parrish said the state spends just under $10 million each year to operate its rest areas. If commercialization were legalized, he said, the easiest thing to add would be food services. Adding fuel services would be more difficult due to fuel tank permitting. With planning, more truck parking could be added. Parrish said a road-widening project on I-26 south of Asheville will include the demolition of two rest areas. The rebuilds will 52
commercial carrier journal
| may 2019
increase truck parking at each location from 11 to 35 spaces without the state buying more land. “If the money is there from commercialization, we could do a lot to help with truck parking on existing sites just by reconfiguration.” Having met with other states’ rest area and DOT managers at the National Safety Rest Area Conference, Parrish believes many states would support commercializing rest areas because of the new funding stream. The National Association of Truck Stop Operators and the National League of Cities urged lawmakers in 2018 to reject rest area commercialization. The groups said it would threaten truck stops and other private businesses and that commercialization would not result in more parking. NATSO also claims that the older rest areas able to sell food and fuel have “stifled business growth” at nearby interstate exits. The group claims that in counties with commercial rest areas, there are 56 percent fewer restaurants, convenience stores and truck stops versus comparable counties. “While at first glance, commercializing rest areas seems like an easy way for state departments of transportation to get more money, the fact is this would devastate all of the businesses that for the last 50 years have been established at the interchanges to meet the needs of highway travelers,” said Lisa Mullings, NATSO president and chief executive officer. “This includes the truck stops and travel plazas that have invested along the Interstate Highway System and provide 90 percent of the nation’s truck parking capacity.” The White House’s 2018 infrastructure proposal would have required rest area profits to be reinvested in the corridor in which they are generated to support new infrastructure investment. It also specifically noted that states would not be allowed to charge for “essential services” such as water and restroom access. It didn’t mention truck parking among those services. – Matt Cole
FULL-LINE SUPPLIER
CLIMATE CONTROL COVERAGE
Let Us Be Your Heavy-Duty Parts & Equipment Supplier
www.oreillyauto.com/professional-catalogs
OVER
7000
APPLICATIONS AVAILABLE
MURRAY AND IMPORT DIRECT COMPRESSORS
Every new compressor design is put through rigorous durablity testing before being approved for production.
AVAIL ABLE EXCLUSIVELY AT
• Meets or exceeds OE specifications
• Designed for long life and dependable service
• 100% pressure, vacuum and submersion tested MAKING IT FASTER AND EASIER THAN EVER TO ORDER PARTS
FIRSTCALLONLINE.COM Visit our website for a complete, internet-based catalog designed exclusively for the Professional.
ADV 1412
SP13125_GATS_APRIL_1-3_Ad.pdf
1
3/15/19
8:06 AM
COVER STORY | TRUCK PARKING
TRUCK PARKING COMMUNITY
The Mid-America Association of State Transportation Officials debuted its Trucks Park Here to provide drivers and carriers with real-time parking availability along major freight corridors across eight states.
• FREE truck parking • TA truck service & repairs • Shuttle bus transportation to convention center • Showers, food vendors and entertainment
C
M
Y
CM
MY
• Daily meet & greets and celebrity appearances • Live performances and drawings
CY
CMY
K
HEALTH AND WELLNESS PAVILION
• Free health screenings
The world’s largest indoor custom show truck beauty contest
See the latest industry products
REGISTER NOW! using our website
TruckShow.com 54
commercial carrier journal
more than 300 Pilot and Flying J travel centers,” said Stephanie Myers, supervisor of external communication for Pilot Flying J. The ATRI diary study revealed more than half the participants were willing to pay for a parking reservation at a truck stop, but Love’s has decided not to pursue the pay-to-park model offered by its competitors. “Anything we do for parking has to add value and not be in our estimation something that is just a tax to charge for parking because we know it is in demand,” said Archard. “We haven’t found a lot of fleet customers have found a way to use reserved parking in a way that adds value. What we are pursuing as an alternative to paid and reserved parking is a system that accurately publishes available parking. We look at this as a ‘must-have’ on an ongoing basis.” In the meantime, Love’s is putting a premium on parking capacity as it continues its aggressive expansion. Existing stores average between 80 to 100 parking spots per location, but new stores average 100 or more parking spots. Love’s currently is adding between 3,000 and 4,000 parking spaces per year with new locations as well as adding capacity at existing locations. Third-party providers also are demonstrating uses for truck parking technology. American Truck Parking, a FHWA-funded research-deployment effort led by the UC-Berkley Transportation Sustainabil-
| may 2019
ity Research Center and the California Department of Transportation, displays truck parking locations at private truck stops, logistics terminals and public rest areas. The company also is demonstrating dynamic parking availability at select locations in California, Florida, Indiana, Kentucky, Minnesota, Ohio, Virginia and Wisconsin. The Mid-America Association of State Transportation Officials received a $25 million grant from FHWA to establish a unified truck parking information management system (TPIMS) in Indiana, Iowa, Kansas, Kentucky, Michigan, Minnesota, Ohio and Wisconsin. The Trucks Park Here system went live in January and uses sensors in individual parking spots and/or vehicle counts as they enter and leave a facility to track truck parking availability. The number of available spots is displayed on roadside message boards and also is available via smartphone apps and web-based data feeds. “Safe, convenient parking is crucial for commercial drivers who spend long stretches of time on the road,” said Andy Barber, state highway engineer for the Kentucky Transportation Cabinet. “TPIMS will help truckers locate open spaces in safe, appropriate lots found on popular travel corridors to discourage drivers from parking on highway shoulders, off-ramps or at abandoned facilities that can compromise safety and deteriorate roads.”
20 YEARS OF DRIVING AMERICA FORWARD
AUGUST 22-24, 2019 Dallas, Texas
REGISTRATION IS NOW OPEN! www.truckshow.com/Register @TruckShow #GATS | #TruckShow
GreatAmericanTruckingShow #GATS | #TruckShow
Cargo security investment worth the expense of preventing costly theft BY JASON CANNON
C
argo theft statistics firm SensiGuard recorded 592 U.S. cargo thefts in 2018 worth an average of $142,342. The fourth-quarter holiday season was particularly active with 171 thefts. “There’s three principals of cargo security,” says Michael Nischan, vice president of transportation and logistics risk control for Epic Insurance Brokers and Consultants. “Secure the truck, secure the facility, and the less who know, the better.” But despite all that money sitting on the dock or on a trailer, and the relative ease in which protective measures can be implemented, many carriers have a lackadaisical approach to security, Nischan says. “The biggest problem I see with the cargo and equipment theft problem is sort of like personal health,” he says. “It’s that companies don’t want to deal with it. They’re either turning a blind eye to the situation, they think they’re immune for whatever reason, or they just don’t want to take the time or the energy or make the financial investment to combat the problem.” Analyze what you’re doing Asset security strategies can vary, and according to Nischan, there is no one-size-fits-all solution. But the first step in addressing needs, he says, is evaluating current practices. The logical place to start is how people access the property and cargo. Nischan says security gates and door latches often are secured using inadequate and inexpensive consumer-grade locks. “You’re wasting your money,” Nischan says. “[Fleets] think they can go down to Home Depot or Lowe’s or any hardware store and just go to the locks section and buy
Fontaine Parts Connection offers a line of products to help secure heavy-duty vehicles and freight. The line includes a “clean hands” kingpin lock, dashboard locks for the brake valves, locking nuts for the wheels and gladhand locks to help keep trailers from being disconnected and moved.
any lock, and the problem is solved.” “A lock only keeps an honest man honest,” adds Gerry Mead, executive director of innovations for Phillips Industries. As simple as locking capabilities sound, technology has carried them a long way. Jacob Peterson, East Coast sales for National Fleet Products, says his company’s app-based UFO Cloud Lock allows fleet managers to monitor and record who opens and closes a vehicle door, and when and where it happens.
EDITOR’S NOTE: THE FOLLOWING STORY IS PART 2 OF A THREE-PART SERIES ON “MEDIUM-DUTY TRUCKS.” APRIL’S INSTALLMENT COVERED LOW-ROLLING-RESISTANCE TIRES. JUNE’S COVERAGE WILL HIGHLIGHT NEWS AND NEW PRODUCTS FROM SPRING TRUCK SHOWS. 56
commercial carrier journal
| may 2019
EQUIPMENT: CARGO SECURITY
National Fleet Products’ UFO Plus Lock for rear and side vehicle doors is engineered to lock automatically when the door is closed, improving security compliance and operator convenience. The lock’s stainless-steel body is drill-resistant, and its flush-mounted dome-shaped design makes it difficult for tools to get a grip.
a visual deterrent. By immobilizing the asset, Dok-Lok lessens the likelihood that it will be taken, according to Bowman. Dok-Lok also can be integrated into the facility’s existing alarm system and programmed to activate when tampering is detected, just as the alarm would sound if a would-be thief kicked in the front door. In instances where trailers aren’t dropped at the dock, devices like Phillips Connected Technology’s Trailer Lock-Down can lock the air brakes when power is disconnected from the tractor. To release the brakes and pull a trailer, a PIN code from dispatch has to be entered from a smart device that can communicate with the control box, Mead says. While less sophisticated, kingpin locks are inexpensive yet effective tools for preventing unauthorized coupling. And while security cameras – what Nischan calls “one of the simplest tools” for companies to acquire – aren’t a deterrent, they are helpful after the fact in an investigation. “We live in a world now that surveillance cameras are just everywhere,” he says. “This is a very simple, very accessible tool. [Cameras] maybe don’t deter the crime, but we can at least get useful information, suspect description, vehicle description … something that’s of use in an investigation later to secure prosecution and conviction.”
The lock also can be engaged or unlocked remotely, and from the platform’s back end, managers can textmessage digital keys to employees who may need temporary or one-off access. It relocks automatically when the door is closed. “From the fleet perspective, they’re looking for forced compliance,” Peterson says. What if the thief succeeds? Using the system’s geofencing capabilities, a vehicle’s If a thief has beaten perimeter security and the security cargo area can be rendered inaccessible between points, on the loading dock, carriers have to start thinking about he says. Access can be granted to cargo recipients or at asset recovery, because that unit – and its load – is gone. designated destination points along a route. Telematics-enabled security devices aid with recovery But a high-quality lock only will deter theft to a degree, by reporting trailer location to the carrier. Sensors are and if it fails, a thief now has access to the trailer and critical aids following a theft, but they’re only helpful if what’s inside, making loading dock security important. they’re not discovered by the thieves, Mead says. “When a trailer is positioned at the loading dock, the trailer becomes an extension of the facility,” says Ken Bowman, director of marketing for Rite-Hite. “Cargo theft doesn’t just happen on the road or at truck stops. It can happen anywhere.” Rite-Hite’s Dok-Lok secures the trailer to the dock. The device not only prevents the trailer from Bolt Locks are designed to secure tools, gear, trailers and other equipment. A single ignition key moving during loading and unloading but also serves as can be programmed to open any number of locks, reducing the need for multiple keys. commercial carrier journal
| may 2019 57
EQUIPMENT: CARGO SECURITY Transport Security’s Enforcer Seal Guard Lock is a hasp and trailer seal protector designed to prevent unauthorized seal removal and tampering while in transit. The self-contained lock is made from hardened steel and has a corrosion-resistant stainless-steel surface. It is engineered to be mounted onto existing trailer latches.
“I’ve been involved in several cargo theft issues where we pinged the trailer, and it got us right to our sensor, but they’d simply removed it and threw it in a ditch, while our trailer was moving down the road somewhere else,” he says. “A thief will find a way to defeat any device, so you have to think outside a thief ’s realm, and one of the best ways to defeat them is going covert and hiding devices that they can’t easily get to.” A good base-layer of covert cargo security, Mead says, is a GPS-enabled sensor with an accelerometer that can be hidden easily in a wiring harness. “You’ve got to have a hidden-away GPS unit, a covert one,” he says. “You can have your regular one on the side, but you’ve got to have something that’s hard for them to get to and isn’t easy to defeat.” GPS capability can help with recovery, and the accelerometer triggers an alert when it senses the trailer is moving, allowing for the theft’s discovery earlier. Telemetry-based security sensors also can set up geofences, Mead says. “Movement inside the geofence is good, but any movement outside the geofence triggers an event, but really you want [notification of ] some kind of movement, period,” he says. “When you’re talking about a $5, $6 monthly pill to swallow [in monitoring fees], but you get base location on your units and you get to know when they move, that’s the first part of security, knowing where your asset is, and second, knowing if it’s doing what it’s supposed to.” Full truckload thefts accounted for the most thefts by event type last year, at 74 percent of all cargo thefts, according to SensiGuard. “Lose one trailer, and you pay for a lot of those [monitoring] devices,” Mead says, adding that monitoring fees can vary to upward of $18 per asset per month for more all-encompassing packages. 58
commercial carrier journal
| may 2019
What’s being stolen? For the first time in a decade, electronics were the moststolen product type last year, accounting for 20 percent of all thefts. Electronics thefts rose 33 percent from 2017, overtaking food and drinks and home and garden products for the top spot. Food and beverage products continue to be targeted because of their low price points. They also are hard to trace because of a lack of barcodes and RFID tags, and the goods – or, in this case, the evidence – usually are consumed quickly. Nischan says being proactive in monitoring theft patterns and continually evaluating internal defense programs are important parts of an anti-theft initiative. “If you think your company is all set, that you’ve done everything to address the risk, be aware that may change in three months,” he says. “That may be something that evolves seasonally or as the market changes, but it’s good to regularly review and test your programs to identify areas for improvement.” Being seen as an easy target can have implications other than simply the loss of assets and loads. While carriers with a solid anti-theft program may not realize an immediate reduction in insurance premiums, a reduced number of incidents eventually could lead to overall savings. “Your premiums will improve over the long term,” Nischan says. “However, there are insurance companies that from time to time will recognize or partner with a vendor, and they will offer preferred pricing for those technologies.” On the other hand, inadequate security measures – such as using ties when locks would be more appropriate – expose the carrier to greater potential liability. “If I’m the guy who’s supposed to be getting the load, I’m going to sue the pants off that carrier and say their security methods were negligent,” says Brad Klepper, president for Interstate Trucker, a trucking law firm. “They’re clearly below the standard of care for the industry. Using zip ties to secure your trailer isn’t getting it done, so you’re negligent in doing that, and you’re li-
“Lose one trailer, and you pay for a lot of those [monitoring] devices.” – Gerry Mead, executive director of innovations, Phillips Industries
EQUIPMENT: CARGO SECURITY able to me.” Nischan says the key to deploying an effective anti-theft defense strategy is setting clear goals. “It’s not necessary to turn your facility into Fort Knox with night vision and barriers and guards and IDs and policies and procedures and AMG-Security Technology’s CarPro-Tec all these exGPS Plus is a wireless anti-theft alarm travagant things system with a room volume sensor programmed to register any change in a tracat once,” he tor or trailer’s volume to detect another says. “That’s not person, while a motion detector registers how it works. If all movements in the trailer’s interior. If an you go through attempt is made to steal the tractor-trailer, a gyroscope sensor registers the truck’s an assessment change in position, prompting an alert. process and begin studying what you’re doing, how you’re doing it, what your risk is, what your commodity is, and then utilizing some simple tools to begin managing your processes, you can build a foundation from there. But you have to start somewhere.” What about the driver? Drivers don’t have a lot of say in their company’s antitheft strategy, but they play a critical role. Nischan says vehicle inspections, along with precise monitoring of hours-of-service status, are good measures that keep the truck moving and reduce the likelihood of theft. “Make sure the company has good pre-trip and posttrip inspection processes, good loading and unloading processes, that [the driver] sticks to maybe a 200-mile red zone – doesn’t stop within 200 miles if it’s a high-target type of commodity – those types of things all in unison,” he says. “It’s up to that driver to follow policies and procedures, to be consistent and to never make exceptions.” An analysis of theft data during Thanksgiving week last year by cargo theft recording firm CargoNet showed that the highest number of thefts occurred on Wednesday when many drivers parked their trucks before the holiday. Many of those thefts occurred in areas that were less occupied over the break, such as warehouses, parking lots and truck stops. 60
commercial carrier journal
| may 2019
California was home to the most reported thefts in 2018, accounting for 26 percent of total thefts for the year. Texas claimed the second spot with 15 percent of total thefts, followed by Florida with 11 percent. Illinois and Georgia rounded out the top five. Nischan says when working through security measures, fleets should be mindful of where drivers stop for rest breaks and ensure that the driver has sufficient food onboard to limit the times they would need to stop for snacks and drinks. Regardless of what security measures a fleet deploys, it’s important to take all perceived threats seriously. “[If ] there is ever any question about a driver who feels he’s being followed, or maybe he approaches his destination, it’s late at night, and there’s a vehicle parked not far from the facility with a few folks inside, and it looks out of the ordinary, maybe just don’t stop, and keep going,” Nischan says. “If it looks unusual, always follow your gut, and at least investigate. You can trust, but verify.” As far as personal protection goes, concealed-carry and Second Amendment rights currently are among the hottest of political buttons. But a carrier’s firearm policy could trump a company driver’s personal right to carry a weapon, regardless of what the Constitution says. “That’s really [the fleet’s] property, and they have the right to determine what their policy is with regards to trucks and firearms in the vehicle,” Klepper says. “That is company property.” There’s also the consideration of crossing state lines with a firearm. Just because a driver is licensed to carry in one state, those rights don’t carry over universally in every state. While the Second Amendment is federal, how it’s applied within each state is up to the states themselves, Klepper says. “If you’re going to start carrying in your truck, you better know what Autoventions’ Trailer Sentry is a Blueyour carrier’s poltooth-enabled cargo security device designed to allow the user to lock a trailer and icy is and the laws cab through a proprietary combination of of each and every hardware and software. The device is in a state you’re going fully enclosed case that bolts to the frame to roll through,” he rails underneath the trailer/cab and is passcode-protected through a mobile app. says.
SNAG-FREE® WALL
Utility’s side wall is hard to catch, but easy to love. The 4000D-X Composite® dry van features our Snag-Free® wall design. With 80K steel logistics posts that provide 675 securement slots, the light weight and strong 4000D-X Composite delivers best-in-class cargo securement, making it the best choice for high cube, heavy-duty applications. Find a dealer at UtilityTrailer.com
© 2 019 Utilit y Tr a ile r M a nu fac tu r ing C o.
Transmission fluids, gear oils
Remanufactured calipers
Bendix Spicer Foundation Brake’s remanufactured calipers are produced using the same processes and standards as the company’s new components. After inspection and disassembly, the used caliper cores are separated, blasted and cleaned, and an e-coat is applied. Key components are replaced with new OEM versions, and the calipers are reassembled. Bendix Spicer Foundation Brake, www.foundationbrakes.com, 866-610-9709
Mixed-service tire
Cooper’s mixed-service Roadmaster RM351 HD tire has a deep 32/32nds tread depth. Tie bars between the outside lug and the shoulder, along with linked and interlocked shoulder grooves, help ward off tire squirm and irregular wear. The robust casing is a four-belt steel design, and the thick sidewall has a curb bar protector to help shield the casing from cuts and scrubbing. Five lugs have an open pattern to help minimize stone retention while enhancing traction, while stone ejector ledges, coupled with angled grooves, help prevent stone drilling. It comes in sizes 11R22.5 and 11R24.5 in Load Range H.
Hot Shot’s Secret’s Blue Diamond Severe Duty Transmission Fluids and Gear Oils are formulated for all vehicles that experience heavy loads to provide longer transmission and gear protection and performance with extended drain intervals. The formulas facilitate improved thermal stability while reducing deposits, varnish, sludge and heat transfer with improved oxidation stability. The company’s FR3 nano technology provides a higher level of energy efficiency for improved shift response, more horsepower and reduced noise and vibration. Hot Shot’s Secret, www.hotshotsecret. com, 800-341-6516
Dashboard display panel Ametek’s Universal Instrument Panel-Color Display is designed for custom dashboards in heavy trucks and construction, military and other applications, with easily customized gauges, telltales and displays for specific vehicle requirements. The panel is based on the company’s Next Generation Instrumentation.
Cooper Tire, www.coopertire.com,
Ametek, www.ametekvis.com,
800-854-6288
970-244-1241 commercial carrier journal | may 2019
63
PRODUCTS
Liftgate electrical assembly
Phillips’ Weather-Tite M2 liftgate electrical assembly has a dual pole plug connection that offers added corrosion protection and is interchangeable with a standard J3082 liftgate dual pole socket. The unbreakable noncorrosive plug housing is molded to the electrical cable, and the company’s moisture-blocking Weather-Tite seal at the front of the plug helps keep contaminants from entering the socket cavity, impeding corrosion from developing and traveling past the union inside the socket and into the liftgate’s electrical system. Assemblies are available with heavy-duty jacketing in straight and coiled versions and come in varying lengths with a choice of two- or four-gauge fine stranded copper wiring. Phillips Industries, www.phillipsind.com, 800-423-4512
TPMS display monitor
TST’s Full Color Wide Screen Display is designed to monitor tire pressures and temperatures and is engineered to work with all existing sensors. It can manage a psi range from 0 to 214 and report tire pressures while the truck is stationary or in motion. The display uses audio and visual alerts to notify the driver of a problem, and an autosensing feature allows the monitor to be adjusted for the load being hauled. Truck System Technologies, www.tsttruck.com, 770-889-9102
Truck weighing instrument
Fairbanks’ FB2560 Instrument incorporates faster processing power, expanded USB capabilities, an updated operating system and more memory than its predecessor FB2558 truck weighing device. The FB2560 maintains the same feature set, including setup, calibration methods and user-friendly web interface. The device has a processor speed of 1.83 gigahertz quad core with 4 gigabytes of memory and five USB ports: three USB 2.0, one USB 3.0 and one that can be used with a keyboard. The external display uses a Digital Video Interface-1 (DVI-I) connector. Fairbanks Scales, www.fairbanks.com, 800-451-4107
Spill kit
Shift protection system
Marmon-Herrington’s Safe Shift Protection System is a proprietary electronic control system engineered to prevent damage to axle, driveline and transfer case components caused by improper operation. The system monitors vehicle conditions through the chassis CAN bus and is designed to prevent improper shifting through onscreen feedback. Other features include power-takeoff protection and the potential to run at faster baud rates for future system advancements. Marmon-Herrington, www.marmon-herrington.com, 800-227-0727
Eco-Absorbent’s Large Truck Kit spill response package contains plugs and putty to temporarily plug fuel tank punctures, along with other items needed to address unexpected fluid spills. Designed as a “green” spill response package, the kit includes one bag of Eco-Absorb, 10 hazmat absorbent pads, three hazmat absorbent socks, one large and three small wooden plugs, a 10-ounce container of putty, two pairs of gloves and a disposal bag. Eco-Absorbent Technologies Inc., www.eco-absorb.com, 866-820-8050 commercial carrier journal | may 2019
65
USA MANUFACTURER OF INNOVATIVE TOOLS & EQUIPMENT
845-679-4500
www.ipatools.com MADE IN
INDUSTRY-LEADING ADVANCED DIAGNOSTIC U S A
MOBILE UNIVERSAL TRAILER TESTERS
OVER MODELS Go Paperless: Perform10 Complete Inspections with One Machine Across ALL Locations • Customizable DOT/PM truck and trailer inspections • Captures data from electrical, ABS and air brake systems • Generates, records and analyzes inspection results • Automatically categorizes images taken during inspection • Walk-through expert guidance prevents recurring mistakes #9008-DL/SE
SUPER MUTT® 7-Way Round
Bluetooth 10" TA BLE T ®
For Wireless Diagnostics
12
BU T TON
REMOTE 100+ Foot Range
#9005A
SUPER MUTT®
SERVICE-TRUCK EDITION 7-Way Round
Complete data captured in one report #5700
ALPHA MUTT® 7-Way Round
OVER 10 MODELS AVAILABLE FOR EVERY APPLICATION Accessories Available for All Models
Commercial, Light Duty, Utility, RV Trailers, Service Trucks, Military and More 24-HOUR REPAIR/REPLACE POLICY • PROUDLY MADE AND ASSEMBLED IN THE USA • SATISFACTION GUARANTEED ON ALL PRODUCTS
PRODUCTS
Releasable cable ties Flatbed liftgate trailer
Doonan’s Chaparral II flatbed trailer is available with Maxon’s medium-duty Railift RC-2B liftgate series. The 28-foot-by-102-inch aluminum two-axle trailer with 22.5inch tires is designed for added capacity and durability, and the self-contained liftgate is designed to help ease loading and unloading and facilitate a level ride throughout the lift for load stability. The liftgate has a large platform for palletized or cart loads and a lifting capacity of 2,000 pounds. Doonan Specialized Trailer, www.doonan.com, 800-734-0608
Advanced Cable Ties’ releasable model is suited for a range of cable, wire and hose bundling applications that require easy access to add or remove items and for any application that requires customization for future changes. The one-piece extended-pawl design and low insertion force help provide consistent performance after repeated use, while the bent tail is designed for quick and easy installation or removal. To use, apply a thumbnail to release and remove the tie, then reposition and reuse. The smooth edges help prevent damage and discomfort. They are available in natural, UV black and specially ordered colors. Advanced Cable Ties Inc., www.advancedcableties.com, 800-861-7228
WE HAVE PARTS FOR THE LONG HAUL RECYCLED, RECONDITIONED, REBUILT, AND AFTERMARKET
SEARCH
OUR NATIONAL INVENTORY ONLINE
www.LKQHEAVYTRUCK.com
CALL US TODAY!
(877) 557-8782 commercial carrier journal | may 2019
Untitled-2 1
67
12/6/16 9:02 AM
PRODUCTS
Clip-on ammeter
Purkeys’ Milliamp Clip-On Ammeter is designed to detect a parasitic load by measuring low current in electrical systems without disconnecting any cords from the power source. The ammeter is engineered to measure the magnetic field generated by current flowing through the conductor by clamping its interlocking jaws around a wire. Purkeys, www.purkeys.net, 800-219-1269
N I E Z A V E DR AL
US PATENTED
R
L OI
NE&WED
V
V
IMPRO
www.business.toshiba.com,
REPLACES YOUR DRAIN PLUG TURN THE LEVER TO DRAIN OIL
THE EASIEST OIL CHANGE Optional Hose Connections
STRAIGHT
ATTACH THE REMOVABLE HOSE END
LEVER CLOSED
CONNECT A HOSE
LEVER OPEN
OPEN THE LEVER TO DRAIN OIL
L-SHAPED
Available at Participating NAPA Auto & Truck Parts stores nationwide and all Traction and Global Parts locations
www.EZoildrain.com 68
Toshiba America’s B-FP3 portable thermal barcode printer is designed with highspeed 3-inch receipt and receipt/label capability. The light, compact and rugged mobile printer is engineered to operate in extreme temperatures thanks to high dust protection and splash-proof ratings, as well as drop-resistant durability. Color LCD displays help facilitate clear visibility of battery level, printer and connection status. Built-in Wi-Fi, Bluetooth and USB connectivity is capable of pairing with smartphones, handhelds and mobile computers. The printer also supports iOS, Android and Windows devices. Toshiba America Business Solutions,
REMOVABLE HOSE END
LEVER CLOSED
Rugged mobile printer
(425) 999-1200
949-462-6000
Commercial primers
PPG’s low-VOC ESU481 2.1 Epoxy Primer-White and ESU482 2.1 Epoxy Primer-Black are part of the company’s Delfleet Essential commercial paint system. Each primer is compatible with the system’s basecoats and single-stage topcoats and uses proprietary technology for added adhesion and corrosion resistance. The flexible primers are suited for use with a broad range of substrates, including aluminum, cold-rolled steel, stainless steel, galvanized steel, galvaneal, fiberglass and enamel surfaces. They are designed to lay down easily with no sanding required, offer fast recoat time and dry quickly in as little as 30 minutes before topcoating. PPG Commercial Coatings, www.ppgcommercialcoatings.com, 800-647-6050
commercial carrier journal | may 2019
EZ Oil_CCJ1217_PG.indd 1 Untitled-17 1
10/27/17 9:00 AM AM 12/1/17 9:52
PRODUCTS
Aluminum mechanics bumper
Pride Bodies, a supplier of service bodies used in the construction, municipal and service industries, offers an aluminum mechanics bumper that weighs up to 200 pounds less than similar steel offerings, providing a material designed to withstand salt and liquid calcium chloride while helping to reduce fuel costs and overall weight to allow for accessories such as service cranes, air compressors and welders. Pride Bodies Ltd., www.pridebodies.com, 877-726-3447
Side guard for straight trucks Nu-Line’s Straight Truck Side Guard is engineered to provide an additional protection barrier in the event of a side collision for trucks that work in close proximity to pedestrians and cyclists. The side guard’s flexible construction is designed to allow for fast, easy assembly without welding or fabrication. It attaches to the frame with two single bolts and is designed for easy adjustment for height and distance from the frame to the wheel’s edge. Nu-Line, www.nuline.ca, 866-837-2082
Engine coolant recovery tank Dorman’s Engine Coolant Recovery Tank is made of durable plastic and is designed to prevent coolant fluid loss and to resist expansion and cracking caused by extreme temperature fluctuations. The tank comes with a reservoir cap and a level sensor. Dorman HD Solutions, www.dormanproducts.com, 800-523-2492 commercial carrier journal | may 2019
69
ZamZow_OVD0813_PG.indd 1
DirectEquip_CCJ0909_Pg.indd 1 8/12/13 8:25 AM
10/28/09 11:31 AM
Follow@CCJ Now
Because you could lose more than a wheel!
Subscribe CCJ Digital
JOIN THE CONVERSATION.
loose and unsafe
No grease ! 888.829.1556
The New ETCOM Bushing Line
wheel-check.com /wheelcheck /+wheel-check
ETCOM’s “No Grease”
S-Cam Composite Bushing • Eliminates grease in your brake system. • Ends contamination of the brake shoes and drums from grease, which can cause serious braking and safety issues.
WheelCheck_CCJ0215_PG.indd 1
• Less likely of being ticketed or tagged by Law Enforcement.
1/26/15 11:48 AM
• Lowers maintenance costs, increases “Up Time” and productivity. • Reduces brake squeal and easy to install. • Holds its original shape. Will not melt or cold flow from overheated brakes and will not “squeeze-out” over time. Precision fit for your Tractor, Trailer, Truck or Bus
• Greatly prolongs the life of the brake system by maintaining a tighter tolerance in your brake system. • Not affected by road grime, oils, fuels or contaminants.
CJ0413_PG108.indd 1 pecial
S uards BrickG le! b il a v a a Dig_CCJ0413_PG108.indd 1
3/21/13 9:56 AM
or call us at 610.325.4496.
3/21/13 9:56 AM etcomAd-4.5x3.5.indd 3 Untitled-33 1
• Protects your load from strap damage. • Protects your straps. • Holds your freight in place. • Saves Money on claims. • Made from HD Polyethylene. • Crack resistant. • Light weight and user friendly. • Hundreds of happy customers.
Veeboards_OVD0319_PG.indd 1
For more information, visit our website at www.etcominc.com
2/8/19 1:13 PM
8/31/2016 10:33:10 AM 3/20/17 9:52 AM
AD INDEX BestPass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . getbestpass .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . commercial .bridgestone .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Castrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . castrol .com/pc-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 CCJ Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjinnovators .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 CCJ Solutions Summit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjsolutionssummit .com/register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 CMA Double Coin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . doublecointires .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Direct Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . directequipmentsupply .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Drivers Legal Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . driverslegalplan .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12, 13 Etcom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . etcominc .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 EZ Oil Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ezoildrain .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Firestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firestonechallenge .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 GATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckshow .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54, 55 Howes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . howeslube .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Instructional Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . instructiontech .net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . internationaltrucks .com/erb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 IPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ipatools .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 J .J . Keller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . jjkeller .com/placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 LKQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lkqheavytruck .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 Mack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . macktrucks .com/local . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . minimizer .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . napaonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Noregon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . noregon .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 O’Reilly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firstcallonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . peterbilt .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BC PrePass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . prepass .com/ccj . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 PrePass Partner Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . prepass .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38-39 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . promiles .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 RigDig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rigdig .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 TA-Petro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ta-petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 Trimble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . trimble .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . utilitytrailer .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Veeboards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . veeboards .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Verizon Connect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verizonconnect .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Wheel-Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wheel-check .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xtralease .com/capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . zamzow-tarp .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 commercial carrier journal | may 2019
71
PREVENTABLE or NOT?
Doe can’t block Buick’s divided-highway barrage
E
The new ELDT rules start next year, and CDL schools need more than just a new book. With On Ramp™, you get online training in all 30+ required training areas, planned integration with DOT's new registry, assessments, record-keeping and an LMS to manage it all.
INSTRUCTIONTECH.NET
72
commercial carrier journal | may 2019
nergized by a filling North Carolinian Trucker’s Breakfast of double-thick pecan-laden waffles drenched in hot maple syrup and melted butter, tractor-trailer driver John Doe hopped back onto Yawl Road and pointed his chrome bulldog eastward toward Greensboro, under a blue cloudless sky, masticating a Gummy Bear to aid digestion. Arriving at the stop-sign-controlled intersection with four-lane Federal Highway, where he needed to head north, Doe entered and blocked the southbound lanes, John Doe was turning left onto a divided highway and whose sole occupant – a green 1988 Buick had blocked the right lanes, piloted by Granny Cirillo – was several where a fast-approaching blocks away. Doe paused for a northbound car was unable to avoid pickup to clear the intersection before accrashing into his big rig. Was this a preventable accident? celerating into … HONK! HONK! Holy catfish! Instead of braking, Cirillo had rocketed blindly toward Doe’s truck and, while leaning on her horn, was attempting to careen around the front of … WHUMPELLO! Oh no!! Since Doe contested the preventable-accident warning letter from his safety director (the crazed suicidal Cirillo had attacked viciously and without provocation, 10-4?), the National Safety Council’s Accident Review Committee was asked to resolve the conflict. Alas, NSC quickly ruled against Doe, noting that blocking lanes doesn’t preclude vehicular assault. Had he bothered to look, Doe would have detected the impending kamikaze attack and averted it by remaining stationary until Granny had whizzed around his rig.
WE CARRY IT ALL When you need heavy-duty parts that last, NAPA has you covered with a variety of options from the most trusted brands in the business. Quality Parts. Helpful People. That’s NAPA KNOW HOW.
Introducing the Model 579 UltraLoft™, with a lightweight integral cab-sleeper design that takes the Model 579 to new levels of driver comfort and performance. The distinctive exterior features a bold, sculpted roofline and aerodynamic enhancements for increased fuel economy. The new interior offers best-in-class headroom, bunk space and storage. The standard PACCAR Powertrain, including the PACCAR MX-13 engine and the advanced PACCAR Automated Transmission, maximizes fuel efficiency and drivability, making the Model 579 UltraLoft the driver’s truck of choice. For more information, stop by your nearest Peterbilt dealer or visit Peterbilt.com.
CLASS PAYS