Commercial Carrier Journal, July 2020 by Richard Street

JULY 2020

OUTSOURCING COMPLIANCE Getting help with following regs

DON’T BE DEAF TO DEF ISSUES

Seasonal temps can hurt ﬂuid page 23

page 30

DISASTER AFTERMATH

Planning ahead critical for quick return to normal BOUNCING BACK FROM COVID-19 Fleets get assist from technology page 40

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

TRAILER FOCUS: FLATBEDS See the latest models, specs page 46

CLOGGED DPF COSTING YOU FUEL ECONOMY? Ash from your engine oil is likely to blame

OF INCOMBUSTIBLES IN THE DPF COME FROM LUBRICANTS

Incombustible ash particles from today’s heavy-duty engine oils clog the diesel particulate filter (DPF) in engine aftertreatment systems, decreasing fuel efficiency and increasing fuel costs across your fleet. Now there’s a breakthrough solution.

NEW Delo 600 ADF: Less ash. More fuel efficiency. Delo 600 ADF with OMNIMAX ™ Technology solves the issue of DPF ash buildup while providing outstanding engine protection. By producing 60% less ash compared to today’s low-ash engine oils, Delo 600 ADF increases fuel economy retention by up to 3% to keep vehicles running stronger, longer. Protect your engine and your aftertreatment system with new Delo 600 ADF. It’s time to kick some ash.

BIODIESEL BENEFITS DRIVE

MEET YOUR PERFORMANCE AND SUSTAINABILITY GOALS TODAY Twenty-five years of improvement by Renewable Energy Group and trillions of miles driven have long since proven that biodiesel blends deliver performance superior to that of ULSD, while dramatically reducing emissions. You can safely start using biodiesel blends in your fleet today, in all temperatures, without engine or fueling infrastructure changes. Smart fleet owners see through the decades-old misperceptions and are profiting from the performance and sustainability benefits of REG biodiesel. Join them.

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JULY 2020 | VOL 177 | NO. 7

COVER STORY

Planning for disaster

The devastation COVID-19 is leaving behind may not be as obvious as the visible damage following a hurricane, wildfire or flood, but make no mistake: The pandemic has been a natural disaster for those illequipped to handle it. Experts says it’s important for fleet leaders to assess what their company is learning via its disaster response and pull those lessons forward to be stronger and better. Cover design by Richard Street

JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

8 News FMCSA conducting compliance reviews remotely during COVID-19 … 9 carriers

FEATURES

Bouncing back

The coronavirus pandemic has been one of the most disruptive events in the history of commercial transportation. Carefully planned freight networks and traditional business practices have been altered or dissipated. Through the turmoil, motor carriers have become more reliant on critical technologies to respond faster to change and connect with equipment and human assets at deeper levels.

competing in Small Fleet Champ contest … Congress

Trailer focus: Flatbeds

Today’s flatbed trailers are more productive, require less maintenance, are safer and are built to last longer. Modern engineering techniques have made them stronger and lighter, while running gear and other ancillary items also have made progress with extra protection for areas that are damaged prematurely by harsh road chemicals or repeated exposure to the elements.

Innovators: Groendyke Transport

The Enid, Oklahoma-based tank truck carrier leads the charge for more safety lighting for tanker trailers industrywide.

faces uphill battle to overturn HOS reforms … Driver pay increased $6,000 in 2019, ATA says … ATA planning MCE for Denver in October …

Trucking groups, carriers join lawsuit against California’s A.B. 5

10 InBrief COMMERCIAL CARRIER JOURNAL

| JULY 2020 3

DEPARTMENTS

ccjdigital.com

technology

26 27 27 18 20 21 21

Plasma ignition, emissions devices deliver impressive performance

Knight-Swift unify safety tech Trimble updates Kuebix loadmatching platform Omnitracs One integrates with McLeod Software ITI offers safe driver training to delivery, light-duty fleets

linkedin.com/ccjmagazine

Editorial

Editor: Jason Cannon Senior Editor: Aaron Huff Associate Editor: Tom Quimby Managing Editor: Dean Smallwood News Editor: Matt Cole Contributing Editors: Todd Dills, James Jaillet editorial@ccjdigital.com

Detroit expands DT12 transmission options, redesigns DD15 engine

Design & Production

Art Director: Richard Street Quality Assurance: Timothy Smith Advertising Production Manager: Leah Boyd

Nikola, Ryder end exclusive truck partnership

Fuso dropping new truck sales in U.S.

21 InBrief 22 Samsara report helps fleets build

Nauto launches AI-powered Predictive Collision Alerts

28 InBrief

case for electrification

facebook.com/CCJMagazine @CCJnow

Locomation to test autonomous truck platform

23 InFocus:

Avoiding DEF issues

29 29

Vnomics releases app for True Fuel system CLI offers AI tool to determine P&D location types

30 InFocus:

production@ccjdigital.com

Corporate

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Outsourcing compliance

ALSO IN THIS ISSUE

Upfront Editor Jason Cannonâ&#x20AC;&#x2122;s column

56 Preventable or Not? Tractor-trailer driver John Doe stopped in a dark, abandoned parking lot to finish his paperwork, and when he was done, he began blindly backing his rig, but the back of his trailer fell into a large pothole. Was this a preventable accident?

51 Products Tire, load binder, two-way radio, more 4

COMMERCIAL CARRIER JOURNAL

55 Ad Index | JULY 2020

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UPFRONT

Nikola vying to give birth to green tech Company eyes cabover resurgence in U.S. BY JASON CANNON

f a company can have a dateof-birth, June 4 will be Nikola Corporation’s. Founded in 2014 by serial entrepreneur Trevor Milton in Salt Lake City, the now Phoenix-area-based truck maker made its debut on the Nasdaq stock exchange June 4 – following its successful reverse merger earlier that week with VectoIQ Acquisition Corp. – with Milton, now the 38-year-old head of a public company worth more than $20 billion, ringing the closing bell. Quite a journey for a company that has yet to actually sell a truck. Nikola has more than 14,000 reservations for its tractors — or about seven times more than the last verified figure for Tesla’s fully electric, and twice delayed, Semi. With North American production of its units still at least two years away, Nikola will miss out on the weakest appetite for new trucks in more than a generation. Heavy truck orders for April and May combined to reach barely 10,000 units. Kenny Vieth, ACT president and senior analyst, said he expects North American Class 8 heavy commercial vehicle production this year to fall an “eye-watering” 66% from 2019’s peak. Milton said the number of trucks currently on order represents more than $10 billion in potential revenue to his company. He estimates Nikola will make around $1 million in revenue per truck from fleets and owner-operators who use the company’s seven-year, 700,000-mile fullservice lease option – which includes the truck itself, fuel

and maintenance – for a bundled cost of around a dollar per mile. The company’s list of allies includes Iveco, Bosch and Anheuser-Busch. Within the next year, Milton expects trucks to start rolling off the Ivecomanned assembly line in Ulm, Germany. Some of those trucks will be imported to the States while the company finishes its Phoenix-area plant. Nikola is wading into a zero-emissions equipment segment that is expected to explode. Green transportation nonprofit CalStart expects the number of available and announced models of zero-emissions trucks, buses and offroad equipment in the United States and Canada to rise nearly 78% by the end of this year compared to yearend 2019, and the agency forecasts that figure will more than double by 2023. CalStart expects that by the end of 2020, there will be 169 different zero-emissions medium- and heavy-duty vehicle models in commercial production compared to 95 models in 2019. That figure is expected to increase to 195 models by 2023. Data from the Zero-Emission Technology Inventory (ZETI) of commercial models currently demonstrate driving range capabilities commensurate with user needs, with longer ranges arriving in the next two to three years. Nikola’s hydrogen-electric models boast ranges of up to 750 miles. Nikola is intentionally bringing greener transportation into the limelight, but that could bring with it an unintended effect: ushering in a resurgence of the cabover truck stateside. The company’s Tre model will be made available in North America, and Milton said orders

for the cabover are already piling up, even if they did come in by surprise. “When we originally launched (Tre), we didn’t make it exclusive to Europe,” he said. “It was available to order for anyone who wanted one … but we didn’t expect that much interest in it.” After seeing the volume of U.S. orders for a truck the company intended to debut 5,000 miles away, Milton reached out to fleets to understand why. “They wanted the tighter turning radius,” he said. “They needed something that could get into these tight urban spaces.” Nikola expects to have its batteryelectric truck available next year, followed by its hydrogen-electric models the next year or possibly 2023. Milton said the battery truck moved to the front of the line because the support infrastructure – namely charging capabilities – is more mature, allowing the company to deploy those units while it works to build out its own hydrogen fueling infrastructure. Nikola Corporation on June 3 signed a purchase order with Nel ASA for 85-megawatt alkaline electrolyzers supporting five of the world’s first eight-ton-per-day hydrogen fueling stations. Together, these electrolyzers may produce over 40,000 kgs of hydrogen each day. With unemployment at Depression Era levels; a global pandemic that placed most of us under house arrest for three months; racial equality conversations taking place at volumes not widely seen in more than 50 years; and a new trucking OEM entering the ring with a public listing during the worst global economy in decades, 2020 has been a hell of a year. Happy birthday, Nikola.

JASON CANNON is Editor of Commercial Carrier Journal. E-mail jasoncannon@randallreilly.com.

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

FMCSA conducting compliance reviews remotely during COVID-19

he Federal Motor Carrier Safety Administration issued new guidance on how it will conduct compliance reviews during COVID-19. The agency said it would leverage “all available technology to access information and records” to limit the risk of coronavirus exposure to trucking company employees and FMCSA investigators. Safety ratings will be assigned using the same standards as normal, even if no on-site review has occurred. FMCSA is required to conduct compliance reviews to make sure owners and/or operators of commercial vehicles are fit to operate safely. “Although the definition of ‘compliance review’ in 49 CFR 385.3 describes these reviews as ‘on-site,’ in practice, the advent of electronic recordkeeping and other technology now allows FMCSA to perform the same investigative functions

remotely that it could perform previously only by in-person FMCSA is required to conduct reviews of the motor carrier’s compliance reviews to make files,” the agency said in the sure owners and/or operators of commercial vehicles are fit to guidance. operate safely. The agency added that motor carriers can access and transmit their information through a portal and upload their documents to FMCSA securely. Documents also can be emailed or faxed. “FMCSA may also use email and telephone and video calls as a substitute for in-person interaction with motor carrier officials during the compliance review or to review the findings of the compliance review with company officials during the – CCJ Staff closeout,” the agency said.

9 semifinalists named in Small Fleet Champ contest

he winner of Overdrive’s Small Fleet Champ contest will be announced during Overdrive’s GATS Week, which will feature events during the same week the show was scheduled before it was canceled due to coronavirus concerns. Nine semifinalists will be highlighted this month on CCJDigital.com and OverdriveOnline.com. Three finalists to be named prior to GATS Week will serve on an Aug. 27 GATS Week online panel discussing small-fleet challenges. The winning fleet, which will be announced after the panel discussion, will be featured in CCJ and Overdrive. This and other virtual events will be available via Facebook Live or another platform Aug. 24-28. Among them will be an Aug. 26 hours of service presentation by Joe DeLorenzo, director of enforcement and compliance for the Federal Motor Carrier Safety Administration. The Small Fleet Champ program is sponsored by Pilot Company’s One9 Fuel Network, which offers benefits for small Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-tonewsletters to sign up for the CCJ Daily Report, a daily e-mail newsletter filled with news, analysis, blogs and market condition articles.

commercial carrier journal

| july 2020

fleets. The semifinalists and their driver rolls as of mid-May are: • Ed Burns & Sons, Denver, Indiana; 13 drivers; steel, lumber, other opendeck freight. • Hallahan Transport, LaCrosse, Wisconsin; six drivers; dry van freight requiring special attention to detail, securement or logistics. • JDT, Central Point, Oregon; 22 drivers; lumber, plywood, beams, steel and rebar. • John McGee Trucking, Simsboro, Louisiana; 16 drivers; oilfield waste and production fluids, grain. • PTS Worldwide, Somonauk, Illinois; 28 drivers; securitysensitive U.S. Department of Defense freight. • STS Delivery Services, Avon, Ohio; 18 drivers; steel drums, cleaning supplies, large plastic containers. • Truck Transport, Willmar, Minnesota; 19 drivers; oversized agricultural equipment. • Venice Enterprises, Venice Center, New York; seven drivers; general commodities. • Warren Hartman, Forrest, Illinois; three drivers; window glass, commercial A/C units, agricultural-related – CCJ Staff products.

JOURNAL NEWS

The Invest in America Act, a five-year highway bill to replace the FAST Act, would force FMCSA to delay the HOS rule’s Sept. 29 effective date if passed.

Congress faces uphill battle to overturn HOS reforms

ith the clock ticking toward the current highway law’s Sept. 30 expiration, the U.S. House last month proposed a possible successor to the 2015 FAST Act. Relative to trucking, the bill would derail the just-finalized rule by the U.S. Department of Transportation to institute changes to hours of service regulations. The Invest in America Act also includes a long list of other trucking provisions, including those around carrier safety ratings, detention times at shippers and receivers, truck parking, lease-purchase agreements and driver training. The Invest in America Act, the text of which was released June 4 by the Democrat-controlled House’s Transportation and Infrastructure Committee, may be on a fast track to nowhere, however, at least in the current Congress. The bill faces an uphill battle to clear the Republican-controlled Senate, especially in time for the FAST Act’s Sept. 30 expiration. Congress likely will need to pass one or more short-term extensions until it can iron out a longer-term highway bill. However, the House bill does offer a preview of the direction Congress might head with any FAST Act successor. Highway bills, such as the

current FAST Act and its MAP-21 and SAFETEA-LU predecessors, are major vehicles for Congress to steer trucking regulatory policies. MAP-21 called for DOT to mandate the use of electronic logging devices. The FAST Act pulled Compliance, Safety, Accountability (CSA) scores from public view and required the Federal Motor Carrier Safety Administration to overhaul the CSA program. Outside of the likely unpopular provision to delay hours of service reforms finalized in May after two years of regulatory work by DOT, the House’s Invest in America legislation is brimming with other trucking policy provisions, highlighted by: Truck parking. The bill designates $250 million for grants to construct parking areas for commercial trucks. That would include rest areas, as well as new lots adjacent to existing public and private parking facilities such as truck stops, warehouses, distribution centers and weigh stations, as well as “turnouts,” the bill says, along existing federal highways. The grants also could be used on technologies that help drivers find parking via notification systems. Detention pay and limits. The bill calls for FMCSA to issue a rule that sets limits on how long drivers can

be detained at shippers and receivers without being paid for their time. While the rule likely would put the onus on carriers to pay drivers for that detention time, if they don’t already, it also likely would give carriers strong leverage to work with shippers and receivers to cut excessive dwell time at docks. CSA and Safety Fitness scores. Though FMCSA in 2017 scrapped a rule to overhaul how it rates carriers for compliance interventions, the House’s Invest in America bill calls for the revival of the Safety Fitness Determination rule. Likewise, it would require FMCSA to institute, within a year, a new scoring methodology for the CSA program and for its scores to be made public again. Truck leasing arrangements and driver training. The bill would require FMCSA to establish a task force on lease-purchase arrangements between carriers and independent contractors to study predatory leasing agreements and whether new laws or regulations are needed to “promote fair leasing agreements,” the bill states. The legislation also would require the agency to give quarterly progress reports on the entry-level driver training rule that was delayed last January until 2022. – James Jaillet

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SPONSORED INFORMATION

Ask the Lawyer: Pandemic Version Part 2

am writing this article well into the COVID-19 pandemic. Last month, I explained that saferat-home orders, which have led to fewer cars on the road, have not resulted in more citations for CDL drivers. I also explained whether you do or do not need to sign a citation handed to you when you are pulled over. Q: How is COVID-19 impacting the courts and hearings? A: Since COVID-19, the new norm is something along the lines of chaos. Courts initially began suspending jury trials, pushing back court dates and prohibiting in-person hearings. While most courts are still taking these steps, a few courts have begun conducting remote phone hearings. In some courts, you call in and then the court calls back when your case is called. Unfortunately, this can take a while. Another method is a court may assign counsel and defendants specific call-in numbers. Once on the line, you are in a virtual room with the officer who wrote the ticket and/or the prosecutor on the case to allow for the parties to discuss the matter. One issue with the virtual rooms is that they are often crowded as all the defendants are in the room at the same time, and it can be difficult to ascertain which defendant is speaking. The upside with this scenario is that there are several officers and prosecutors working a court’s docket, which allows cases to be addressed simultaneously. The judge is brought in at the appropriate time or if resolution can’t be reached short of a trial. Another thing to keep in mind with remote phone hearings is that you will need to submit your evidence to the court ahead of time. If you received a citation for no insurance and you have since acquired proof that you had insurance at the time of the citation, you will need to submit that to the court before the hearing. You can’t simply tell an officer or prosecutor that you have it if you are on a conference call. They will need to be able to see and confirm that it says what you claim it says. Remember, the courts are doing the best they can to keep up with the dockets and still provide everyone with their day in court. These are just difficult times for which most were not prepared.

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JOURNAL NEWS

INBRIEF 7/20 • The American Transportation Research Institute asked motor carriers of all sizes to participate in its annual Operational Costs of Trucking report that collects cost information such as driver pay, fuel expenses, insurance premiums and lease or purchase payments. Fleets are asked to provide full-year 2019 cost per mile and/or cost per hour data at truckingresearch.org/2020/06/02/2020-operational-costs-data-collection. • The American Trucking Associations opened nominations for the 2021-22 America’s Road Team. ATA members are encouraged to nominate drivers who exhibit strong interpersonal skills, have impressive safety records and demonstrate a positive attitude toward the industry and their careers. Nominations are due Aug. 17. Go to Trucking.org. • The Federal Motor Carrier Safety Administration issued a waiver through Sept. 30 that allows fleets to forgo pre-employment testing for drivers who have participated in a controlled substances testing program within the previous 90 days of hire or rehire. Current regulations limit that time period to 30 days. Also, drivers now have until Sept. 30 to renew CDLs and medical certificates that expired on or after March 1. FMCSA’s initial waiver, granted March 24, extended the license and certificate expiration dates to June 30. • FMCSA denied a waiver request from Department of Defense hauler PTS Worldwide that would have allowed its team drivers to split their 10-hour off-duty time into segments of either 4/6, 5/5 or 6/4 hours. The agency said the petition did not include an analysis of the safety impacts the exemption would cause and that research shows that the longer sleeper berth period needs to be at least seven hours. • Motion Picture Compliance Solutions (MPCS) – a group representing carriers that provide transportation services to and from theatrical, commercial, television and motion picture production sites – was granted a waiver from certain CDL Drug and Alcohol Clearinghouse requirements. The waiver allows MPCS member companies to not be required to conduct a full query of the clearinghouse when hiring a driver, but instead to conduct limited queries. The group operates its own DOT Violation Database for its members to check the status of their 12,000-plus drivers. • Extreme Logistics, Illumination Fireworks Partners and Ace Pyro, companies that haul fireworks from June 28 to July 8 each year, received fiveyear waivers to allow their drivers to exclude off-duty and sleeper berth time from the 14-hour clock. FMCSA said pyrotechnicians rarely drive the full 11 hours allowed by regulations but are required to be on-duty longer than 14 hours and drive at the end of their day. • Lytx received a five-year waiver to allow its advanced driver assistance systems (ADAS) to be mounted lower on windshields than what is allowed by federal regulations. Lytx filed the request with FMCSA last December, petitioning to allow its ADAS to be mounted in the center of the top of the windshield about eight inches below the upper edge. Federal regulations require a six-inch distance. • Cargo theft activity was higher year-over-year in the first quarter of 2020 despite a drop in theft values, according to cargo theft recording firm SensiGuard. The firm reported a 49% increase in theft volume with a 9% decrease in value in 2020’s first quarter. • Trucker Buddy International, which helps educate schoolchildren about the trucking industry via a pen-pal relationship with professional truck drivers, and Trimble, a transportation technology provider, announced that 22 school classes each were granted $500 for supplies and equipment as part of the School Supply Grant Program.

JOURNAL NEWS

Driver pay up $6,000 from 2017 to 2019, ATA says

Stephanie Hamilton

Owner Exodus Protransport LLC Full-time nurse Full-time single mom to three sons

So many nights after working long hours at the hospital, as I walk to my car, I wonder if I have the inner strength to keep running my trucking company... ... Then in the distance, I see the window lights of a nearby hotel in the shape of a heart, and I know I can’t and won’t give up. People need me. At the end of the day, I’m thankful for the opportunity to help others because deep inside, I know it’s always worth it to let my own light shine.

855-491-1978 | tbsfactoring.com

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| july 2020

verage company driver pay rose nearly $6,000 from 2017 to 2019, according to the American Trucking Associations’ latest Driver Compensation Study. According to the study based on Fleets reported offering significant data from 2019, average pay for truckbenefit packages load national irregular-route solo van to attract drivers, drivers was about $58,000 last year. including paid leave, insurance, “These results show that fleets did incidentals and exactly what we would expect them to retirement plans. in the face of a tightening market for drivers — they raised pay and increased benefits,” said Bob Costello, ATA chief economist. Fleets reported offering significant benefit packages to attract drivers. More than 90% of truckload, less-than-truckload and private fleets surveyed offered drivers paid leave and health insurance, the survey found. “We saw large carriers hire more entry-level drivers in 2019, including drivers directly from driver training school, which lowered the average pay for these carriers, but they did not reduce pay rates,” Costello said. “It was just a different driver – CCJ Staff experience pool.”

ATA planning MCE for Denver in October

he American Trucking Associations plans for its annual Management Conference and Exhibition to be one of the first in-person Registration is now open events for the trucking industry in for ATA’s MCE, which will be held Oct. 24-27 at the 2020 following COVID-19. RegisGaylord Rockies Resort tration is now open for the event, and Convention Center which will be held Oct. 24-27 at the in Denver. Gaylord Rockies Resort and Convention Center in Denver. “Each year, MCE is a touchstone event for trucking, and never has that been truer than this year,” said Chris Spear, ATA president and chief executive officer. “We anticipate MCE will be one of the first opportunities for our industry to come together and meet face-to-face and begin mapping our road to recovery from this pandemic and its economic impact.” With a theme of “Moving Forward from Crisis to Recovery,” the 2020 MCE will focus on what fleets and others in trucking need to do as the economy rebounds. To register, go to mce.trucking.org. – CCJ Staff

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JOURNAL NEWS

Trucking groups, carriers join lawsuit against California’s A.B. 5

group of trucking organizations and carriers filed briefs in support of the California Trucking Association’s lawsuit against California’s A.B. 5 law that challenges the owneroperator model in the state. There were six separate amicus briefs filed to the appellate court in support of CTA’s lawsuit. An amicus brief is a legal document filed by parties that are not part of the court case but have strong interest in the subject matter. The six briefs were filed by: • Owner-Operator Independent Drivers Association • American Trucking Associations • Western States Trucking Association • American Dream Coalition • Cal Cartage Transportation Express and K&R Transportation California • American Chemistry Council, Consumer Brands Association, Institute of Scrap Recycling Industries, National Industrial Transportation League, National Shippers Strategic Transportation Council and Fertilizer Institute CTA sued the state last November over the law, which enacted the ABC test for determining whether a worker is CCJ Safety 2020 Ad.pdf 1 5/21/20 1:09 PM

CMY

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an employee or a contractor. Most difficult for trucking, the B-prong of the ABC test Six separate amicus briefs were prevents employers from filed to the appellate court contracting with workers in support of the California Trucking Association’s lawsuit. that perform the same work as the business itself, which effectively limits carriers from leasing owner-operators to haul freight under traditional owner-operator agreements. Joining CTA in the lawsuit were two independent owner-operators, Ravinder Singh and Thomas Odom. Judge Roger Benitez, of U.S. District Court in Southern California, issued a last-minute restraining order Dec. 31 to temporarily block enforcement of A.B. 5 on trucking before it took effect Jan. 1. Benitez then heard arguments Jan. 13 from both sides of the case as to whether he should issue a longer injunction against the law until the lawsuit can be heard and adjudicated. A few days later, he sided with CTA, Singh and Odom, granting their request to put a stay of enforcement on – CCJ Staff the law pending the ongoing lawsuit.

Know how to meet demand when you donâ&#x20AC;&#x2122;t know the future.

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PA R T N E R S O LU T I O N S / PR E PA S S

Are You Missing Out On Weigh Station Bypassing?

Due to COVID-19, we’re experiencing depressed freight levels and rates, plus the usual delays you can’t control – such as weather, driver detention and accidents. It has never been more important to find additional ways to maximize your hours and ultimately, your profit. One simple way is through a weigh station bypass service. Whether or not your trucking operation is using weigh station bypassing, now is a great time to examine the benefits and ensure you are leveraging the full value. Trucking companies using weigh station bypass services save an average of $8.68 and five minutes each time their truck bypasses a truck weigh station, according to a Federal Motor Carrier Safety Administration calculation. However, there are additional features and benefits associated with most bypass services that can help you save even more. Each bypass system operates differently, meaning what works well for one trucking operation, doesn’t necessarily work for another.

Determine which bypass technology is best for you

It is important to select a bypass technology option that gives you the most bypass opportunities. There are two types of technology. Radio Frequency Identification (RFID) utilizes a transponder mounted inside the windshield to identify a specific vehicle. Commercial Mobile Radio Services (CMRS) uses cellular phone technology for identification using an app

on mobile phones, tablets and in-cab telematics devices. While RFID is more reliable, CMRS provides broader coverage. It is important to speak with a provider that offers both to help determine the best solution for you.

Weigh station bypass systems can do much more than just bypassing

Some bypass services offer reporting tools to help improve safety and safety scores with actionable data. These dashboard tools help you identify specific areas of improvement including inspection trends. When evaluating weigh station bypass providers, compare the safety and bypass data tools they provide to determine what types of information and delivery methods work best for your operation.

Evaluate your routes to ensure the most bypass opportunities

When evaluating weigh station bypass service providers, an obvious consideration is the number of service locations. However, there are big differences in how the various providers count the number of weigh station locations they offer service. Instead of relying on a large number, learn about operational fixed sites, mobile sites and non-operational sites. Evaluate weigh station bypass providers based on the actual bypass opportunities on your routes.

Integration of electronic toll payment and management capabilities.

Even if your trucking operation rarely has to pay tolls, having a truck bypass system that also manages toll payments is a major cost-saving benefit. Some reports estimate the number of tolled facilities in the U.S. will increase rapidly in the coming years. Therefore, you may want to consider a bypass technology solution that can include electronic toll payment services on the platform.

You can use both types of bypass technologies

Some fleets maximize bypasses with both a transponder and a mobile app working together. When fleets take advantage of both RFID and CMRS, they can then make the most of each bypass opportunity, while also being able to take advantage of toll management and payment services. Some providers offer options of bypass technology for the same monthly rate.

Evaluate provider’s level of support

PrePass Safety Alliance is dedicated to making highways safer and more efficient through innovative data-driven solutions. We achieve success through strategic partnerships with our customers. PrePass starts with an understanding of your business operation, goals, objectives, and challenges. With PrePass’ consultative approach and solutions, you improve safety, reduce compliance risk, and control operating costs within a single, comprehensive program.

Visit prepass.com/CCJ to download the free whitepaper, “6 Things to Consider when Selecting a Weigh Station Bypass System” for even more details and pointers so you can start saving time and money. You can also contact PrePass at 1-877-867-6704.

Weigh station bypass savings by the numbers

Data reflects a real PrePass customer’s savings. Fleet Size: 325 trucks Time period: 1 year

12,000 gallons of fuel saved

Received green lights 94.3% of the time*

Nearly 2,600 hours saved

30,800 bypasses per year

Total of $154,000 in operating costs saved

*Affected by both technology reliability and ISS scores

PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

Still plenty of life for diesel, gas Plasma ignition, emissions devices deliver impressive performance BY TOM QUIMBY

ould diesel particulate filter (DPF) regenerations become a thing of the past? A Southern California startup is gaining the attention of OEMs and believes it’s possible. For the past few years in Torrance, California, Transient Plasma Systems (TPS) quietly has been developing an aftertreatment emissions system for diesels and an ignition system for natural gas and gasoline engines. Both harness the power of low-temperature transient plasma to deliver impressive performance gains. For diesel applications, the Transient Plasma Emissions Remediation System can reduce NOx up to 80% while cutting diesel particulates up to 85% with no regeneration required, the company said. “The technology’s quite simple, and that’s what we see as one of the value propositions for diesel,” said Dan Singleton, co-founder and chief executive officer for TPS. “It’s like getting a guitar string or wire down the center of the exhaust pipe where we apply our technology, and that’s where the plasma is produced.” In addition to zapping harmful emissions, the system increases the flow of exhaust, which can lead to greater performance. “You can look at it as replacing a section of exhaust pipe,” Singleton said. “It doesn’t have a lot of obstruction. Basically, it would reduce back-pressure compared to what’s currently used for particulate removal for a diesel particulate filter. It wouldn’t require regeneration in the way that a diesel particulate filter would, which causes both the driver and the companies managing them some problems.” Transient’s diesel emissions system consists of a plasma

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commercial carrier journal

| july 2020

Transient plasma ignition pulses travel 3,000 times faster than a bolt of lightning.

power module, a reactor and an electrode. The system can be altered to render more desired results. The length and diameter of the reactor, along with the number of electrons, can be changed to enable more effective emissions control. Power requirements for the system are relatively low at less than 300 watts, or about 1.6% of engine power. Inspection and maintenance of this high-tech emissions system is designed to be a step up from a conventional DPF. “When used to reduce diesel particulates, the TPS system is expected to need lower maintenance than current diesel particulate filters, and when the TPS system is used for NOx reduction, it could improve the life of the diesel oxidation catalyst (DOC) by lowering the operating temperature,” Singleton said. While the system has not been road-tested yet, lab test results have been promising. A 2.2-liter diesel engine equipped with TPS’ emissions system was able to meet stringent Tier 4 regulations set by the U.S. Environmental Protection Agency and the California Air Resources Board without the need for conventional emissions control devices such as a DPF or a DOC. Timing is everything In the ongoing race to lower emissions and increase fuel

increased fuel economy and more power. economy, TPS is focused on bringing its plasma ignition But as promising as TPS plasma ignition technology might system to market first, which may mark the beginning of the be for all spark-ignited engines, it’s being marketed initially end for century-old spark plug technology. for natural gas engines in heavy-duty trucks. Engines such as A test at Argonne National Laboratory offered exciting the ISX12N are used in Class 8 trucks, so system durability is results on a Cummins Westport ISX12N natural gas engine. not a concern. Jason Sanders, TPS co-founder and chief scientist, called “We have been the test “a major doing some highly milestone in the accelerated lifetime development of our testing to try and nanosecond pulsed point out any potenplasma ignition techtial flaws in the technology. Our ignition nology,” Singleton technology reduces said. “It is based on fuel consumption in solid-state electroncombustion engines ics that are extremely by a significant The TPS ignition system does not require changes in engine design. It’s designed reliable. We expect to amount, and it can as a drop-in to take the place of conventional ignition. do well there. That’s do so with an easykind of why we’ve to-implement solubeen focused on tion that requires no the heavy-duty gas engine redesigns.” side, because we feel Retrofitting an that if it’s validated engine is relatively there in that tough easy, Singleton said. environment, then Spark plugs are The Transient Plasma Emissions Remediation System can reduce NOx up to 80% it’s a much more swapped out with while cutting diesel particulates up to 85%. No regeneration is required. comfortable concept more-thoroughfor the gasoline OEMs to adopt. We don’t expect any major burning plasma plugs, each of which is connected to an ignition module that is wired to a power supply controlled by hurdles there.” As fleet interest continues to grow in all-electric and fuelthe electronic control unit. The engine is tuned to maximize cell trucks, TPS has taken the position that those interesting performance beyond the limits of what conventional spark alternatives are not quite ready for prime time. plugs can deliver during combustion. “Like everyone else, we’re excited about electric, too,” “The same ignition technology that’s been around for so Singleton said. “I’m an engineer by training, but I’m always long is at its limit for how dilute a mixture you can ignite,” Singleton said. “Cummins Westport uses exhaust gas recircu- very practical about what can be done, and as exciting as electric is, there just isn’t a direct path to ubiquitous EVs. It’s lation (EGR) to get emissions down and improve efficiency, just not going to happen that quickly. Most realistic forecasts but we can extend how much EGR you can add in that say that even by 2030, the adoption rates aren’t even going to engine beyond the limits of traditional spark ignition. That’s be that high. We’re only 2% EVs today. where we get the efficiency gains and the emissions gains.” “Look how long it took hybrids to take up a larger market As more exhaust gases are consumed during combustion, share, and that’s a much simpler and easier technology to emissions improve along with fuel economy. According to TPS, the technology has proven itself in over adopt that doesn’t require new infrastructure or anything like that,” Singleton continued. “In the meantime, we’re poltwo dozen tests with several OEMs. In addition to trials at luting much more than we need with both CO2 and NOx Argonne, the system also has been tested at Sandia National emissions, so we really need a next evolutionary step before Laboratories. ubiquitous EVs. That’s where we see this technology coming Tests reveal that the plasma plugs enable a higher cominto play. We know it works. We’re in the process of showing pression ratio, an increased specific heat ratio, faster comthat it can be in a commercial form faster and available as a bustion, improved combustion timing, increased knocking solution now to get those emissions down and also get the resistance, reduced heat-transfer losses and reduced pumpfuel economy improved for the consumer.” ing losses. All these attributes add up to lower emissions, commercial carrier journal

| july 2020 19

Detroit expands DT12 transmission options, redesigns DD15 engine

etroit announced enhancements to its DD15 engine and an expanded lineup for its DT12 automated manual transmission intended to provide Freightliner Cascadia customers with better fuel economy, performance and durability. The DT12 transmission has evolved into the DT12 On-Highway Series to offer three purpose-built options, all of which now are available to order. The updated DD15 Gen 5 engine will be available for January 2021 truck builds. The Detroit DT12-HE transmission is an all-new DT12 option engineered for performance, capability and efficiency. The new transmission boasts higher overall ratios for improved downspeeding and an improved oil system design, both contributing to increased efficiency. The DT12-HE debuts with Cascadia production beginThe DT12 transmission has evolved into the DT12 On-Highway Series ning in early 2021. to offer three purpose-built options. Also included in the DT12 On-Highway Series is the DT12-HL transmission, a lightweight carry-over option offering comparable efficiency and durability to the rest of the portfolio and intended for weight-sensitive applications. The DT12-H is a revised designation for the original DT12 and retains the same characteristics. Both the DT12-H and DT12-HL are available for order in current Cascadia builds. The new DD15 Gen 5 engine is designed to provide enhanced performance, durability and fuel economy for the Cascadia, including increased downspeeding, better combustion and a new swirl piston design, bringing up to a 3% improvement in fuel efficiency from propulsion alone. The new engine also stands to reduce carbon The new DD15 Gen 5 engine is dioxide emissions. designed to provide enhanced A new ball-bearing simple-geometry turbocharger performance, durability and helps reduce friction and allow peak power and torque fuel economy for the Cascadia. to be reached faster. Peak horsepower is reached at 1,500 diesel particulate filter (DPF) service intervals. rpm versus the prior generationâ&#x20AC;&#x2122;s 1,625 rpm, and peak torque The DD15 Gen 5 also debuts ThermoCoasting, a new is achieved at 900 rpm versus the previously rated 1,075 rpm. feature designed to prevent aftertreatment cooldown durModified inlet ports in engine cylinders and a new piston bowl ing a driving regen to help keep the system at the optimum shape combine to create a swirl effect that creates a fuel spray temperature. To accomplish this, ThermoCoasting will engage pattern for better atomization. Along with an ultra-high comthe engine brakes when necessary between 900 and 1,500 rpm pression ratio, the swirl piston design helps make combustion while the engine mimics coasting by maintaining zero torque cleaner and more efficient. at the flywheel to balance power delivery. Other thermal manA new EPA GHG21-compliant aftertreatment system agement improvements include improved cooling circuitry for the DD15 Gen 5 debuts a smaller unit design to reduce weight by more than 60 pounds while increasing nitrous oxide and temperature distribution across the cylinder heads. â&#x20AC;&#x201C; CCJ Staff conversion and, dependent on duty cycle, allowing increased 20

commercial carrier journal

| july 2020

Nikola, Ryder end exclusive truck partnership

ikola Corp. and Ryder System in late May announced the termination of their 3½-year exclusive partnership on Nikola’s forthcoming hydrogen-electric semis. Ryder in late 2016 inked a deal to serve The original agreement opened as the exclusive distribution and mainRyder’s North American network of tenance provider for then-Nikola Motor more than 800 service locations to lessors and owners of Nikola tractors. Co. (NMC), which opened Ryder’s North American network of more than 800 service locations to lessors and owners of Nikola tractors. That deal has been mutually called off, enabling both companies “to explore emerging opportunities within the rapidly growing commercial transportation industry,” Nikola said. Trevor Milton, executive chairman for Nikola Corp., said his company now will be working with “major truck dealerships” to sell and service Nikola trucks. “As the market evolves, each of us are now free to expand our operations to other partners, something the previous agreement did not allow us to do,” Milton said. “We look forward to finding ways to continue to work with Ryder in the future as a customer and have found them to be a great partner.” – Jason Cannon

Fuso dropping new truck sales in U.S.

itsubishi Fuso Truck of America (MFTA) MFTA said it will continue to announced in late May that it plans support its eCanter all-electric to discontinue new truck sales in the United trucks that are in operation States and Canada and hone its attention in the in the United States under the terms of each customer’s North American market to a service-focused respective lease. operation. Justin Palmer, MFTA president and chief executive officer, said the company plans to realign its organizational focus toward service operations in the coming months, “and we remain committed in supporting a parts and service network for many years to come.” Fuso’s U.S. and Canadian customers will be supported through an authorized Fuso service network for warranty repairs, maintenance services and replacement parts until 2028 to allow Fuso to “honor warranties on vehicles that are currently operating, as well as new trucks that will be sold in the coming months,” the company said. “The intention is to have present Fuso dealerships in the United States and Canada remain operational and for new vehicle sales locations to have the option of continuing to retail available truck stock for a period of time.” The company currently plans to maintain its headquarters in Logan Township, New Jersey, along with its parts distribution and technical training centers and to continue to employ “a majority of its employees in the near term.” – Jason Cannon

INBRIEF • ZF Friedrichshafen AG completed its acquisition of commercial truck technology company Wabco. • The National Institute for Automotive Service Excellence (ASE) resumed testing in selected areas of the country with testcenter availability and lifted stay-at-home orders. Those who have registered for a test but have not yet scheduled an appointment have until Sept. 30 to take them. • Hino Trucks introduced its Ultimate Confidence Initiative with no payments and interest and free service until January 2021 on new models purchased before Aug. 31. • Xtra Lease has ordered about 4,000 new trailers for 2020, including a mix of dry vans and reefers. The new trailers will arrive at the company’s rental facilities throughout the year, all with aerodynamic side skirts, low-rolling-resistance tires and trailer-tracking units. • The North American Council for Freight Efficiency (NACFE) has updated its Tire Pressure Systems Confidence Report. Developments in tire pressure monitoring and inflation led NACFE to revise the 2013 report, which now notes that the systems have become the enabler of modern tire management systems. • Truck-Lite Holdings changed its corporate name to Clarience Technologies to reflect the company’s broader focus on providing total visibility to the commercial transportation industry through its family of technology-driven brands that include Truck-Lite, Davco, Road Ready, Rigid and Lumitec. • Daimler Truck Financial’s Keep the Word Moving finance program runs through July 31 and allows buyers to delay their first payments for up to 120 days, along with down payment allowances of up to $5,000. Eligible trucks include the Freightliner Cascadia, M2 and SD models; and Western Star 4700, 4900 and 5700 models. • SelecTrucks enhanced its SelectLease fair market value (FMV) leasing program from Daimler Truck Financial. The program now offers eligibility for a single DTNA vehicle for owner-operators, warranty coverage for the entire life of the lease, a lower down payment and lower monthly payments. • Strick Trailers enhanced its VT100 plywood panel dry van model with Ridge Corp.’s vertically installed DymondPly lining composite panels. commercial carrier journal

| july 2020 21

INBRIEF • Donaldson, a provider of filtration products and systems, reached a mutual agreement with Nelson Global Products to terminate Nelson’s previously disclosed purchase offer for Donaldson’s Exhaust and Emissions business. • Daimler Trucks North America launched Excelerator, an online platform designed to streamline the parts ordering process. Excelerator succeeds Pinnacle Truck Parts as Daimler’s one-stop parts ordering platform and offers digital images and expanded search functionality. • Paccar Parts opened a new 250,000-square-foot parts distribution center (PDC) in Las Vegas, Nevada. The facility includes a 20,000-square-foot small parts mezzanine and serves 95 Kenworth, Peterbilt and TRP locations in the Southwest United States and Northwest Mexico. • Cummins Filtration’s Fleetguard app allows users to search for parts, create custom lists, share literature and find part numbers and details on thousands of Fleetguard products. The app lets aftermarket parts dealers, distributors and maintenance managers search the Fleetguard catalog by cross-reference, equipment type or attribute and barcode. • Aperia Technologies, a supplier of tire management technologies, introduced its Pro+ risk-free program for Halo Connect with no upfront payments required. Pro+ includes a perpetual warranty and can be canceled at any time after 12 months of service. • TireView.com, the website dedicated to the Pressure Systems International (P.S.I.) tire pressure monitoring system and TireViewLive telematics platform, has been updated with installation and troubleshooting resources for OEMs, dealers and fleets. • Meritor Inc. announced enhancements to MeritorPartsXpress.com that include Xact Search, a tool to help users identify and order brake shoe kits based on specific search criteria, and Xpress Lane, a tool that offers quick ordering and price availability. • Hendrickson Trailer Commercial Vehicle Systems launched its online digital Trailer Suspension Parts Catalog with interactive navigation for all devices at MaaxUptime. com. The catalog allows searches by part number or name.

commercial carrier journal

| july 2020

Samsara report helps fleets build case for electrification

amsara, an electronic logging device (ELD) and mobile fleet management technology provider, has a new online Fleet Electrification Report tool and Electric Vehicle (EV) Consulting Samsara’s Fleet Electrification service that it is offering to help with crafting EV strategies. Report tool is Samsara also shared results from a survey it completed intended to help recently with Wakefield Research that had more than 300 fleets make a business case for fleet manager respondents. light-duty electric According to the survey, economic uncertainty surroundvehicles. ing COVID-19 has not derailed the shift to electric in the long term, as 90% of fleets believe EVs are the inevitable future, while 82% expect their businesses to be at least a quarter electric within 10 years. Fleets that already have invested in EVs indicated they have a more economicresilient fleet, with 96% reporting they feel prepared to weather a recession, compared to 72% of non-EV fleet owners. Reducing environmental footprint is another important consideration for fleets that are looking to adopt EVs (37%), but they put bottom-line benefits such as reducing fuel spend (44%) and maintenance costs (44%) higher. Samsara said the Fleet Electrification Report tool could help fleets present a business case for EVs to senior leadership that survey results show have hesitations, as 71% of respondents reported that company leadership/management had concerns or hesitations about moving to EVs, while just 41% of fleet managers had concerns. Meanwhile, 92% of fleets say their confidence in running their fleet is related to – Aaron Huff how much information they can monitor across all their vehicles.

Locomation to test autonomous truck platform

ocomation, a trucking technology platform designed Locomation’s to provide human-guided autonomous convoying, trucking technology platform is designed announced a research project with the Transportation provide humanResearch Center (TRC), a testing, research and innovation to guided autonomous center for the automotive industry based in East Liberty, convoying. Ohio. Locomation will conduct active testing at TRC alongside TRC’s research and development team to drive further innovation on the testing and validation of Locomation’s autonomous technology. Testing is scheduled to continue at TRC throughout 2020. Locomation’s research will be conducted at TRC’s new 540-acre SmartCenter that provides high-speed straightaways and cityscape simulations, providing a variety of intersection types, roundabouts, access ramps and other navigational situations that a vehicle would encounter in everyday driving in a safe, secure and repeatable real-world environment, all before these vehicles and components are rolled out onto public roads and highways. – CCJ Staff

in focus: DIESEL EXHAUST FLUID

Don’t be deaf to DEF issues Seasonal temperature spikes can hurt fluid BY JASON CANNON

iesel exhaust fluid (DEF) doesn’t require a lot of attention, but with summer now in full swing, precautions should be taken to protect the fluid from the impact of high temperatures, which can decrease its useful life. DEF’s shelf life is directly related to its storage temperature. Jay Gagnon, senior product manager for BlueDEF, recommended storage temperatures between 12 and 86 degrees Fahrenheit to maintain an optimal shelf life of up to two years. The container should be protected from direct sunlight, he said. Generally, there are no labeling requirements for DEF at the pump, which can make knowing the actual brand of the DEF being dispensed a mystery. While many states have regulations that require identifying the manufacturer and brand on pump receipts, some locations do not include it. “Poor-quality DEF can cause mechanical and drivability issues, and when this happens, word gets around quickly,” Gagnon said. “Your best assurance of receiving high-quality DEF is dealer reputation and peer word-of-mouth.” Drivers accustomed to purchasing DEF in containers should look at the expiration date if it’s printed on the bottle and use it before that date, said Jeffrey Harmening, manager-EOLCS/ DEF/MOM for the American Petroleum Institute (API). If an expiration date is not present, look at the traceability code for a date. “This date is usually equivalent to the packaging date,” Harmening said. “As a last resort, ask for the most recently delivered DEF products.”

BlueDEF is stable, colorless, nonflammable and nontoxic, and Gagnon said it is classified as a minimum risk for transportation. Harmening said DEF should not be stored for extended periods in a truck, especially if the storage area in the vehicle often is hotter than the recommended storage temperatures displayed on the label. “DEF stored at 86 degrees and above will only last about six months,” he said. Harmening said API has found that the biggest misconception by fleet managers is the belief that if the urea concentration of their DEF is on spec, then the DEF meets the required quality. While it is true that the concentration is important, there are many other important DEF quality characteristics built into the ISO 22241 specification, he said. Fleet managers responsible for procuring DEF should confirm that their suppliers are providing DEF that meets the ISO quality standard. “One way to do this is to ensure that their supplier is providing a Certificate of Analysis (or Quality) with every shipment that addresses all of the quality characteristics that the specification requires,” Harmening said. “Purchasing API-licensed DEF is the best way to be sure your DEF meets the rigorous requirements of the specification, because these products are not only tested before they are released to the marketplace, they are also subject to testing in API’s Aftermarket Audit Program.” For shops, handling, storage and dispensing DEF is important, Harmening said, to help prevent off-spec DEF from reaching the marketplace. “Temperature during transport or at

While many states have regulations that require identifying the DEF manufacturer and brand on pump receipts, some locations do not include it.

the point of storage or sale can harm the shelf life of DEF sold in containers,” he said, adding that shops and drivers should make sure their DEF stock is rotated to use the oldest product first. “It’s important to know what you are putting into your DEF tank. The quality of the DEF going into your vehicle is as important as the quality of the engine oils or fuels used in your vehicles.” Additional considerations when storing and handing DEF, according to Harmening, include the following: • Bulk storage tanks should be dedicated for DEF. Don’t switch products in the bulk tank without rinsing it with distilled or deionized water or on-spec DEF. • A closed loop system for transferring DEF from a drum or bulk tank is recommended so contaminants don’t get into the DEF. This is important in a shop or construction site with dust or dirt in the air. • Use dedicated equipment for putting DEF in a tank. Don’t use funnels, pitchers, hoses, etc. that are used for other fluids. • Anything used for dispensing DEF should be cleaned with distilled or deionized water and followed by a DEF rinse. Don’t use tap water for cleaning. commercial carrier journal

| july 2020 23

n PA R T N E R S O L U T I O N S / T H E R M O K I N G

Smarter Fleet Operations begin with Staying Connected

Thermo King telematics solutions keep your products, people and assets safe â&#x20AC;&#x201C; remotely

Fleet connectivity and remote monitoring has never been more important or more valuable than now. With the world’s pandemic challenges, fleets have been forced to rethink service offerings and practices to limit contact with customers and equipment. At the same time, the requirements of keeping products safe throughout the cold chain — and providing the necessary proof points — are vital to all involved. This includes the communities depending on the essentials to be delivered safely and the fleets relying on each successful delivery to protect profits.

while protecting drivers, service shops and customers from unneeded personal contact with equipment and each other. Telematics provides the answers needed to elevate uptime, anticipate issues and proactively — and safely — plan for the unexpected. TracKing is standard on all 2018 or newer Thermo King trailer units, as well as the latest T-90 Series of truck units, and all include a free, 90-day subscription of TracKing telematics solutions, which includes: two-way commands, remote service watch downloads, asset location, temperature data and more than 100 critical data fields from the refrigeration unit. Taking remote support a step further, Thermo King representatives offer free demo sessions of the innovative telematics solution through a webinar tool accessible from any computer.

PROTECTING THE LOAD Thermo King’s TracKing® telematics is a GPRS/GPS temperature and asset management system that is part of the company’s ConnectedSuite™ product line. It not only offers real-time visibility into the location and status of GUARDING ASSETS, DELIVERING INFORMATION assets, but it also increases fleet efficiencies by detecting THAT MATTERS potential issues, determining maintenance actions, While TracKing telematics delivers the information that offering remote communication with the refrigeration unit matters to fleets and ensures data-driven, streamlined controller and delivering the information customers and operations, the practical intelligence it provides can quickly regulatory agencies demand. double as crime-stopping intelligence. Its asset location Is the unit on? What’s the temperature set-point? Was detection capabilities have stopped thieves in their tracks. the temperature maintained throughout the journey? “TracKing helped us solve Was security breached with an a three-month mystery of our unauthorized door opening? missing trailers,” said Tri Quach, Telematics takes the guesswork general manager at iHaul Freight out of temperature compliance, of British Columbia in Canada. cargo traceability and security. “The police were not having any Temperature reports and graphs, luck with the recovery … and unit fuel levels, door sensor data TracKing saved the day.” and cargo tracking are available The company had two brandinstantly, with a push of a new trailers with Thermo King button or with a real-time alarm. Precedent® refrigeration units The advantages are clear: A stolen and, with the help of constant view of fleet operations Thermo King of British Columbia, provides efficiencies and proof TRI QUACH, GENERAL MANAGER AT IHAUL FREIGHT was able to activate TracKing of compliance when it comes remotely to establish a GPS to required load and shipment location and recover both trailers. parameters. The proof is in the “It’s a great example of the value that unit connectivity data, ensuring that both the load and your business are offers fleets,” said Clint Huntington, sales manager at the protected. dealership. “It truly shows that the advantages of datadriven fleet operation go beyond real-time temperature LIMITING PHYSICAL TOUCH monitoring. TracKing also provides asset security and “TracKing can be activated remotely. It can offer data and ultimately peace of mind.” diagnostic information remotely and can communicate remotely with drivers and technicians via Bluetooth DELIVERING SMARTER FLEET OPERATIONS technology. There is no need to physically touch the unit For companies looking to deliver smarter fleet operations unless it is deemed necessary — either in the form of through remote connectivity, teaming up with a immediate action due to cargo risk, or the scheduling of dedicated partner is essential. Thermo King was founded a service appointment for general maintenance,” said Rod in 1938 to deliver proven solutions that would allow Castro, strategic account manager — telematics for Thermo customers to confidently ship refrigerated products King. throughout the cold chain. The TracKing telematics Fundamentally, telematics is designed to give valuable solution provides the real-time data that proves it, remote visibility of assets to fleets and customers alike, keeping the products, assets, drivers, technicians and ensuring cargo is safe throughout the cold chain. The value customers safer at the same time. Learn more about of that visibility — through the availability of 24/7 data — TracKing and the entire lineup of ConnectedSuite has grown exponentially throughout the past months as solutions at www.thermoking.com/connected. fleets work to maintain demanding transport schedules

“TracKing helped us solve a three-month mystery of our missing trailers. The police were not having any luck with the recovery … and TracKing saved the day.”

technology

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

The bigger get safer

Knight-Swift unifies merged fleet’s safety recorders BY AARON HUFF

night-Swift Transportation (CCJ Top 250, No. 4) is replacing the video telematics system in 12,000 Swift Transportation company- and contractor-owned trucks. The decision came after a change in Swift management on Sept. 8, 2017, when Knight Transportation and Swift merged to create the largest truckload fleet in North America. Knight took over the administration of Swift, a company four times its size. Dave Jackson, chief executive officer for the merged Phoenix-based companies, said the goal from day one was “to be the safest company in the truckload industry the world has ever seen.” Building the foundation Changing the driver qualifications process of Swift came first. Knight had been using hair follicle testing since 2011. On Jan. 1, 2018, all new Swift drivers had to pass an enhanced drug screening process that resulted in hiring 2,000 fewer drivers in 2018 during the strongest freight environment since deregulation. Other top priorities included establishing driver training programs, expectations and accountability systems to foster the right culture at Swift. Knight executives then turned their attention to safety technology. Jackson and Brett Sant, Knight-Swift’s senior vice president of safety and risk management, spoke to CCJ about the decision they reached last March to replace the technology Swift had been using with SmartDrive. Knight has been using the SmartDrive video-based driver safety system since 2016, and “we knew that experience was

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commercial carrier journal

| july 2020

Phoenix-based Knight-Swift is replacing about 12,000 video telematics systems in Swift company- and contractor-owned trucks with SmartDrive technology.

very positive,” Sant said. Knight has seen reductions in its frequency of U.S. Department of Transportation-recordable crashes in “meaningful ways,” Jackson added, as well as reductions in insurance and accident claims costs. The results came not just from installing SmartDrive cameras or “external event recorders,” as Knight describes the technology. The external event recorders are “one piece of the

SmartDrive has a driver app and dash display for its videobased telematics system that fleets can use to provide automatic feedback to drivers.

technology puzzle” and a “fine-tuning step” for a safety program, Jackson said. One of the guiding principles of Knight’s safety program is mutual trust and respect. Drivers take responsibility for their own safety. “No one shows up wanting to have a crash or something bad happen,” Sant said. One of the main reasons Knight executives decided to invest in SmartDrive in 2016 was to create individual driver ownership in safety performance. “Ultimately, those principles are key to creating the outcomes we wanted to create,” Jackson said. Knight invested in “really powerful technology like SmartDrive to achieve the kind of ROI that you look for,” he said. Scoring drivers Jackson said Swift could have continued using the same video telematics system, but he and other executives “felt we could improve incrementally by making that change.” SmartDrive’s user interface was a factor in that decision. The dashboard “allows us to not only see but effectively quantify how people are performing to create some visibility and ownership around performance,” Sant said. SmartDrive calculates safety scores and gives drivers real-time feedback. The driver scores are focused on skills and behaviors rather than counting events, said Steve Mitgang, CEO for SmartDrive. “The goal isn’t to have 10 less harsh braking events,” Mitgang said. “What you want is a driver to drive at the top of his game. Our score represents how the driver is doing, not just how much they did good or bad.” Knight-Swift gives drivers visibility to the SmartDrive safety scores through the company’s mobile driver app. “We work really hard to keep things as simple as we can,” Mitgang said, and drivers know if they are winning and making progress or increasing risk. Knight-Swift also has safety incentives that are designed to be meaningful but not massive. “It is a very surgical type of thing,” Mitgang said. “Drivers take great pride in what they do” and intrinsically want to master their professional skills, he said.

Trimble updates Kuebix load-matching platform

rimble released a new version of its Community Load Match platform for shippers and carriers using its transportation management software (TMS) systems. In January, “Trimble’s acquisition of Kuebix is part of our Trimble acquired Kuebix and integrated strategy to enable a collaborative fully-connected supply chain,” said James Langley, senior vice its Community Load president for Trimble Transportation. Match platform with Trimble’s existing carrier TMS systems (Innovative, TMW.Suite and TruckMate). Trimble said the updated platform optimizes freight moves by having shipment data flow between parties to match truckload shipments with capacity using improved map visualization through Trimble Maps. Shippers can request and receive spot and contract rates from the carrier community, and carriers are able to designate preferred lanes. – Aaron Huff

Omnitracs One integrates with McLeod Software

mnitracs, a provider of mobile fleet management hardware and software, has integrated its new Omnitracs One platform with McLeod Software’s transportation management software (TMS) system. The Omnitracs One platform has a flexible, open application programming interface ecosystem, and the new TMS integration between Omnitracs and McLeod uses those data-sharing capabilities to bring the technologies together. Omnitracs has a Third-Party Integrations team whose initiatives focus on identifying, cultivating and managing strategic integrations within the company’s partner network. Omnitracs and McLeod Software share over 350 active integrated companies that operate more than 67,000 vehicles.

“McLeod and Omnitracs have had a longtime partnership, and this new integration is a natural extension of that relationship,” said Robert Brothers, vice president of product management for McLeod Software.

commercial carrier journal

– Aaron Huff | july 2020 27

technology

INBRIEF • Sleek Fleet, a provider of transportation technology, launched Sleek Match Engine, a cloud-based machine-learning (ML) engine that uses millions of truck location points and other data to match ideal drivers to available loads automatically for added efficiencies. Internal data leverages historic load information and data variables such as geography, equipment and load characteristics to map a specific driver’s preferences. • Samsara, a provider of a mobile fleet management platform, added a Driver Efficiency Report that aggregates and scores timebased measurements for idling (more than two minutes), fuel-efficient speed zones, cruise control, coasting, high torque (greater than 90%), rpms and anticipation events (the number of braking events where the time from accelerator to brake is less than one second). • Transport Pro, a provider of transportation management software (TMS), debuted a cloud-based platform for logistics companies with a Book Now feature that allows brokers to share available freight via their company websites for carriers to search and book loads and automatically plan the loads in Transport Pro’s TMS when notifications are sent to the freight management team. • DispatchTrack, a provider of Software-asa-Service-based last-mile delivery logistics, closed a $144 million growth transaction led by Spectrum Equity, a global growth equity firm that specializes in partnering with internet-enabled software and information services businesses. • Fleet Advantage, a provider of fleet business analytics, equipment financing and lifecycle cost management, announced a Sale-Leaseback program designed to infuse cash and flexibility into transportation fleets by allowing them to select older assets for Fleet Advantage to purchase and lease back to the fleet for an interim period until they can transition to new equipment when ready, allowing organizations to generate cash in the near term. • NovEx Supply Chain, a Salt Lake Citybased technology-driven ecommerce fulfillment company and a developer of final-mile drone delivery, acquired BGS Fulfillment, a Memphis, Tennessee-based company and a business-to-business (B2B) warehousing and fulfillment provider. NovEx said the additions of BGS’s resources will allow it to enhance its final-mile services.

commercial carrier journal

| july 2020

ITI offers safe driver training to delivery, light-duty fleets

nstructional Technologies Inc., a provider of training products for the transportation industry, introduced ClearDrive online training programs for delivery van, commercial sedan and work truck drivers. The defensive driving courses are designed ITI’s ClearDrive is focused to help delivery, vocational and mobile sales and on the unique hazards and distractions associated service fleet operations improve safety. with delivery vehicles, “Whether driving is the job, or driving gets your light trucks and sedans. employees to the job, good defensive driving habits are essential for preventing crashes and injuries and limiting a company’s liability,” said Dr. Jim Voorhees, chief executive officer and founder for ITI. “ClearDrive can cost-effectively deliver the training your mobile workforce needs to reduce that risk and improve safety for your employees and other motorists.” The courses cover common safety issues associated with urban and residential driving, including distractions, planning, fatigue, space management, hazards, speed control, stops, parking, loading and unloading and customer interaction and communication. ClearDrive courses are designed to be short and easy to understand. They feature fast narration and offer add-ons to help prevent on-the-job injuries, including OSHA and warehouse courses. ITI also offers the ability to edit existing ClearDrive courses to fit a company’s needs, host company-specific training content on its server and use its production team to create custom courses. The turnkey ClearDrive solution combines with ITI’s Sentix Pro learning management system (LMS) to simplify onboarding new drivers and managing training. It provides tools for automatic assignment of training based on hire dates, telematics and other data. For ongoing training, course scheduling can be targeted to any group. In Sentix, completions, progress tracking and custom reporting all happen in real-time. The LMS also integrates with human resources systems. – CCJ Staff

Nauto launches AI-powered Predictive Collision Alerts

auto, a provider of artificial intelligencepowered fleet and driver safety products, announced Predictive Collision Alerts, a new module Nauto’s Predictive in the company’s Driver Behavior Learning Platform Collision Alerts is designed to signal the driver to take designed to detect imminent collisions to help action with increasing reduce rear-end accidents. levels of urgent alerts. Predictive Collision Alerts is built to continuously synthesize inputs from in and around the vehicle – including driver behavior, vehicle movement, traffic elements and contextual data –within its multitasked Convolutional Neural Networks model to determine levels of collision risk. The initial implementation of Predictive Collision Alerts will focus on reducing rear-end incidents. – CCJ Staff

technology

Vnomics releases app for True Fuel system

nomics, a provider of onboard fuel optimization systems that combine real-time driver coaching with detailed fuel efficiency insights, anVnomics’ True Fuel optimization program now nounced that it is making its True Fuel optimizais available to fleets as an tion program available to fleets as an application application for use with for use with their existing telematics systems. their existing telematics “With our new True Fuel application’s reduced systems. price and complexity, fleets can realize a return on investment in fuel savings the same day that they start using the software,” said Bob Magnant, vice president of product management for Vnomics. “Expanding our product offering to run True Fuel on existing telematics platforms will mean more fleets can realize its benefits, including saving between 3% and 10% on their annual fuel purchase and by using its in-cab coaching system and automated reporting for productive driver interactions by trainers.” Magnant said the ROI for the True Fuel app also is accelerated because it can be used without purchasing or installing additional in-cab hardware and because it simplifies implementation by eliminating the need to coordinate installation of onboard components. For operations with a mix of trucks with and without telematics systems, Vnomics continues to offer True Fuel with in-cab hardware. True Fuel is designed to use real-time in-cab coaching to help correct inefficient driving behaviors by quantifying fuel loss due to driver behavior (engine speed control, speeding, idling, etc.), giving fleets a fuel performance-based metric that can be used in fuel-savings initiatives or as part of a driver incentive program to increase retention. – CCJ Staff

CLI offers AI tool to determine P&D location types

arrier Logistics Inc. (CLI) introduced Loci, an artificial intelligence tool designed to determine the exact location type for a pickup or delivery. The company said the module improves supply chain efficiency by providing automation Loci is built to work seamlessly with around how to manage different customer Facts, CLI’s freight management system, to determine the exact location types. location type for a pickup or Loci is built to work seamlessly with delivery. Facts, CLI’s freight management system, to provide users detailed information on a pickup or delivery address and apply business rules regarding how to best service those addresses. CLI said Loci gives users more than 115 categories of locations, more than “residential” or “commercial,” that cover everything from “airport” to “zoo”; ease of use with full integration into the Facts shipment entry and rating modules; the ability to plan and dispatch the right driver with the right equipment; and automated assigning of a carrier’s accessorials. – CCJ Staff

INBRIEF • FourKites, a supply chain visibility platform, launched a Dynamic ETA designed to allow shippers, carriers and third-party logistics providers (3PLs) to track less-than-truckload (LTL) shipments from pre-pickup to proof of delivery. It also includes automated PRO number generation and document retrieval capabilities. • Vector, a provider of mobile capture and workflow offerings, became a Certified Partner of McLeod Software, a provider of transportation management software (TMS) systems for carriers, brokers and shippers, allowing Vector’s mobile app to be deployed seamlessly alongside McLeod’s LoadMaster and DocumentPower applications to streamline document collection and accelerate billing and maintenance operations. • VHub, a collaborative trailer repositioning and sharing marketplace, announced that fleet telematics and trailer-tracking systems can be integrated with its platform to provide the GPS-based location of available units and their actual mileage. • EOX Vantage, a software company, now is offering a suite of collaboration and communication tools for free to businesses through the end of the year with its TeamedUp 2020 program that includes chat, integrated mail, announcements and customer relationship management (CRM) features for widely dispersed teams to collaborate in real time and in a secure system. • Schneider (CCJ Top 250, No. 7) and Blue Yonder, a transportation management software (TMS) system provider, announced a collaborative carrier marketplace with dynamic capacity. Using Blue Yonder’s dynamic pricing, Schneider’s brokerage division provides carriers and shippers with near-real-time matching of price and capacity, along with tracking, that is connected to and made available on Blue Yonder’s Luminate Platform. • Polte Corp., a provider of Cloud-Location-over-Cellular (C-LoC) technology, and CoreKinect, a provider of scalable hardware design and manufacturing offerings, are collaborating on an end-to-end Internet of Things-based supply chain tracking offering. Polte’s location technology embedded into CoreKinect’s proprietary hardware architecture will provide transparency for both smaller and individual assets such as packages and pallets. • 3Gtms, a provider of transportation management software (TMS) systems, announced that global logistics provider BridgeNet Solutions selected its platform to offer North American managed transportation services and enhanced customer service. commercial carrier journal

| july 2020 29

technology

in focus: OUTSOURCING COMPLIANCE

Changes in workforce shift fleet demand BY AARON HUFF

efore the coronavirus pandemic hit in March, many commercial and private fleets had already outsourced their vehicle licensing, fuel taxes, driver qualification files, logbook auditing and other processes. The demand for outsourcing grew further last January when the U.S. Department of Transportation’s CDL Drug and Alcohol Clearinghouse added another step to fleets’ driver qualifications. Fleetworthy Solutions had both current and new fleet customers asking for help with managing this additional task, said John Vosters, the company’s compliance strategy officer. Fleetworthy added this service to its menu of preemployment checks that includes Motor Vehicle Records (MVRs), Pre-Employment Screening Program (PSP) reports and criminal background checks, as well as verifying drivers’ work experience and safety performance. COVID-19 also created more demand for compliance outsourcing as fleets thinned their offices and set up employees to work from home for health reasons. Having a remote workforce gave fleet managers a new perspective when considering which office functions to outsource. Volatile market conditions since March also have caused fleets to furlough or lay off administrative staff, creating more need for outsourced compliance. The changing workforce One of the first changes that Fleetworthy noticed when the pandemic hit in March was a drop-off in vehicle titling, registration and permits. Most fleets stopped purchasing new or used vehicles. “We saw that come to a quick and 30

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The value proposition for outsourcabrupt change,” Vosters said. ing compliance and risk management The demand for pre-employment centers on a provider’s technologies, screening and management of driver expertise and time savings. Fleetworthy qualification files also fell as fleets helps its clients realize a 25% to 30% slowed their hiring, especially in the cost reduction versus hardest-hit industry internal administration, sectors such as oil and Vosters said. gas, he said. While the demand What-if analysis declined for some manAfter the electronic aged services, it went logging device manup in other areas when date appeared in the fleets took steps to rearview mirror, fleets reduce overhead. J.J. Keller’s Managed Services no longer needed to “We saw current cligroup offers reporting outsource compliance ents, in many instances, and consulting for fleet for processing and looking for us to assist compliance. auditing paper logbooks further,” Vosters said. and timesheets. But as quickly as they Having employees work from home replaced paperwork with data, fleets had also prompted fleets to reassess their as much, if not a greater, need to use staffing needs, which also led to more managed services to audit their logoutsourcing. books and timecards for hours of service “They may have been a little overcompliance. staffed in some instances,” he said. Fleets have come to rely on managed J.J. Keller & Associates last January service providers to not only audit their experienced a significant increase in compliance data but also analyze it. business from the clearinghouse, said With changes coming to the HOS reguKari DuBois, the company’s senior director of Client Services. J.J. Keller also lations this September, fleets are asking their providers to conduct “what-if ” has seen demand for outsourcing grow scenarios. from current clients who made staffing A short-haul fleet may want its service reductions and from companies that are provider to analyze how it can squeeze consolidating their compliance vendors out more productivity from drivers and to gain efficiencies. “With downsizing, [compliance] work assets by using the new short-haul exemption changes. Currently, fleets with still needs to get done,” DuBois said. vehicles that operate within a 100 airSome of J.J. Keller’s largest clients now mile radius of their home terminals do are seeking compliance services that they haven’t used previously in an ongo- not have to keep a record-of-duty status. In September when the HOS changes ing effort to operate more efficiently by take effect, that radius will extend to 150 standardizing more processes and havair miles. ing specialists support all services. “The big opportunity is the insights “Because we have such a diverse landscape, we are able to pivot quite quickly,” that can be produced from the data,” DuBois said. she said.

| july 2020

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INNOVATORS

GUIDING LIGHT Groendyke’s studies, sacrifices yield tanker lighting exemption BY TOM QUIMBY

magine being ticketed repeatedly for a device that’s reducing accidents. It happened to Groendyke Transport, but the company doesn’t hold a grudge. In fact, it considers it part of an important journey. The Enid, Oklahoma-based tanker carrier (CCJ Top 250, No. 101) deployed a pulsating amber brake light on the back of its tanker trucks, which over a 30-month period reduced rear-end collisions by nearly 34% and eliminated all rear crashes at railroad crossings. “What we initially set out to do, which is still the goal that we have now, is to increase our visibility,” said Greg Hodgen, the company’s president and chief executive officer. Groendyke leaders huddled up about five years ago to come up with a way to address an uptick in rear-end collisions, which had been occurring mostly when the fleet’s trucks came to a stop in traffic. Nearly half of Groendyke’s roughly 1,000 tractors are regional haulers, which deal with a lot of stop-and-go driving and plenty of railroad crossings where tanker trucks are required to stop. “We were surprised when we looked at how many people were rear-ending us – mainly passenger vehicles, but some commercial vehicles, too – and it led us to think that it was really driven by an increase in distracted driving,” Hodgen said. “We thought, ‘How do we make ourselves more visible? And how do we make something that will capture attention if you’re not really paying attention?’ ” Ever vigilant about safety – Groendyke is the only tanker fleet to win eight North American Safety Awards from National Tank Truck Carriers (NTTC) – company leaders discussed how they could make their trucks more visible while braking. Their plan? Round up various lights, install them on the back of their trucks, and present them regularly for company analysis. Plus, they’d confer with major light manufacturers for advice on narrowing down their options.

GROENDYKE TRANSPORT Enid, Oklahoma This wasn’t Groendyke’s first rodeo. The fleet previously had tried testing other brake lights, but now it was ready for the next level. “On a limited basis, we had tried some continuous-running strobe lights on the back of trailers,” said Brian Gigoux, vice president of equipment and maintenance. “We had toyed with the idea off and on, but as this thing got more pronounced, we decided to get serious about it and really find something that can provide a tangible benefit, and that’s when we decided to try variations of different strobes. Do we need two strobes? One strobe? Where should it be located? That’s when we started going out in the field with some hands-on approach to do more than just a talking session at the office.” The company’s more rigorous approach started in 2015. First up would be an aircraft light. Surely that would be bright enough to catch the attention of the most wayward motorists — or maybe even some airline pilots a few miles up? “We tested some aircraft lighting that we really thought was going to be the way to go, even though it’s very expensive,” Gigoux said. “It was just so overbearing that it could be blinding to the person behind you in the pouring rain or snowstorm. So we decided to back off of that and just stay with the stuff that’s built for Class 8 trucks.” To help maximize visibility, the Groendyke team thought it best to mount the light on the back of their tankers about 18

The Enid, Oklahoma-based tank truck carrier leads the charge for more safety lighting for tanker trailers industrywide. commercial carrier journal

| july 2020 33

INNOVATORS inches from the top. This would put the light above the tank’s center and make it more visible to vehicles following behind. “Height was a big thing for us,” Gigoux said. “You put something down at the bumper level — well, that only serves the purpose for the vehicle directly behind you. And sometimes we’re involved in accidents where vehicle number three hits number two, and number two hits us. So we wanted something that was high enough to go over the passenger car or half-ton pickup that might be directly behind us to show everybody downstream that something’s getting ready to change.” Challenges on the road to success Presenting the trucks with new brake lights for company inspection became an interesting and vital exercise at Groendyke’s shop in Enid. Two trucks were set up with two different lights and closely compared for illumination at varying distances. The trucks also were followed on the road to get a better sense of how the lights would appear to trailing motorists. “We went out and watched how people really responded during daylight and nighttime hours and videoed it, and we saw an immediate reaction,” Hodgen said. “Our drivers applied the brakes, and that strobing light came on the back, and they backed way off, and so we thought, ‘Well, let’s keep testing it.’ ” The fleet narrowed down its lighting supplier to Peterson, which provided a 6.5-by-2.25-inch pulsating amber light. Peterson and Groendyke also worked together to design a plug-and-play harness. Groendyke also built a housing for the light, but given the stringent and time-consuming welding requirements for tanker trailers, the fleet opted to mount the light with some double-sided super-adhesive 3M tape inside lightweight aluminum light boxes. It takes 34

commercial carrier journal

roughly an hour to retrofit each trailer. Groendyke’s first lights were placed on a dozen trailers with regular routes in Denver; Fort Worth, Texas; and Kansas City, Kansas. Groendyke Transport built its own light housing and “The driver feedback was mounted it 18 inches below the top of the tanker for increased visibility. very positive,” Gigoux said. “Our drivers seemed to show a 33.7% drop in rear-end collihave a real appreciation for it, because sions, Robertson felt confident about they said, ‘I can tell when I’m watching applying for the exemption. my mirrors when I apply my brakes that “We were convinced that we were people take action, and they change lanes doing the right thing,” he said. “That was sooner than they did, and they’re more attentive.’ This went on for months, so we our ultimate goal. Whether we are the ones getting rear-ended or not, we just were getting a good feel for it.” don’t want to have the accident regardBut then the tickets started coming. less of who’s at fault. Accidents kill or That new light, no matter how encourinjure people. They damage property aging the results, wasn’t approved for road use. As Groendyke kept adding the and create delays. Everyone loses when there’s an accident.” lights to its trailers – the fleet eventually After applying for the exemption in retrofitted 632 trailers prior to applying April 2018 and getting support during for a federal exemption – it was seeing the comment period from industry tian impressive drop in collisions while tans such as NTTC and the Transportaalso seeing a rise in tickets. tion Safety Equipment Institute (TSEI), “We had a handful of states that were Groendyke was approved for a five-year writing us up every time they saw us,” exemption roughly one year later. The said Aaron Harmon, senior vice presifleet’s success inspired NTTC to pursue dent of administration for Groendyke. its own exemption through FMCSA to “Right before we got the exemption, it allow all tanker companies to use similar was getting pretty frustrating.” lighting. As the tickets kept coming, Hodgen “Groendyke is not only one of reminded everyone of the company’s the safest tank truckers ever, but it’s goal. “We were undeterred,” he said. “I kept certainly one of the safest carriers ever, as evidenced by their eight Heil safety telling our guys, ‘We’re going to keep awards,” said Daniel Furth, NTTC presipaying that fine, because what we’re doing is a good thing, and we’re going to dent. “They’re good, and they’re datadriven, and this was really important.” prove our case.’ ” Paul Menig, TSEI executive director, Eventually, given the growing success said he expects the exemption for all of the light combined with the growtanker trucks to be approved sometime ing attention it was getting among later this year. Expanding the exemption law enforcement, the company felt it to other types of trucks is a possibility, was time to apply for an exemption he said. with the Federal Motor Carrier Safety “An additional FMCSA exemption Administration. beyond this one for tank trailers would NTTC worked with Troy Robertson, be possible in a year-and-a-half, maybe,” Groendyke’s general counsel. With 2½ Menig said. years of data under Groendyke’s belt to

| july 2020

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COVER STORY | DISASTER PLANNING

PLANNING FOR

DISASTER Prior events provide ‘playbook’ for future response by ﬂeets

BY JASON CANNON

he Atlantic hurricane season officially kicked off June 1, and barely 45 days old, the 2020 season already has produced at least three named storms. Tropical Storm Cristobal just last month pushed storm surge into Louisiana and flooding into the Midwest. Houston-based Jetco Delivery went through hurricanes Ike and Harvey in recent years. Hurricane Harvey made landfall three times in August 2017, dumping annual average rainfall totals in less than a week on Houston and southeastern Texas. With many regional ports shuttered, customers affected and more than 300 area roads closed due to flooding, Jetco pivoted from serving its clients to serving its community. Only a day into the storm, Texas Gov. Greg Abbott placed a call for help, asking for rescue boats to help stranded citizens. Jetco drivers moved the boats 40 miles from a location on the north side of Houston to the National Guard staging area in Katy. Harvey, the second-most costly hurricane to hit the U.S. mainland in

Houston-based Jetco Delivery assisted in relief efforts from Hurricane Harvey, the second-most costly hurricane to hit the U.S. mainland in more than 120 years.

more than 120 years, also helped Jetco President Brian Fielkow refine his management style. He said the most effective way to navigate a crisis is to work with one foot directly in the event itself while also focusing on tomorrow. “When we went through Harvey, we looked at not only how we were going to survive but also how we were going

to thrive,” Fielkow said. “We’re going through the same thing now with COVID-19. It’s a very painful process for all of us.” The devastation COVID-19 is leaving behind may not be as obvious as the visible damage following a hurricane, wildfire or flood, but make no mistake: The pandemic has been a natural disaster for commercial carrier journal

| july 2020 37

COVER STORY | DISASTER PLANNING

those ill-equipped to handle it. Fielkow said it’s important to assess what the company is learning via its disaster response and pull those lessons forward to be stronger and better. The most important thing to understand is that outcomes generally are tied to leadership ability, he said. “The first thing I learned in Harvey is that I couldn’t lead anybody if I wasn’t ready,” he said. Having a business continuity plan is a large part of being ready for would-be disasters, but it can be difficult to plan ahead from all angles, and you don’t have to live in an active weather area to need one. Unlike hurricanes that can come with several days of advance warning, floods, structure fires, tornadoes and pandemics can be sudden and unexpected. Plattsmouth, Nebraska, suffered a generational flood in early 2019, and “while it’s near the river, it’s never been wet in the last 100 years of recorded history,” said Evan Schmidt, Liquid Trucking’s tech expert. “You don’t ever dream of this kind of thing happening to you.” Its terminal rendered uninhabitable by floodwaters, Liquid Trucking was able to move its operation to a nearby car dealership to maintain operations while Evan Schmidt worked to keep the company’s technology infrastructure above water. “We’d been preparing in all the wrong places,” added Josh Schmidt, the company’s general manager. “It goes to show

Florida Rock & Tank Lines, based in Jacksonville, was impacted by Hurricane Michael, the first Category 5 hurricane to hit the U.S. mainland in 26 years.

commercial carrier journal

Its terminal in Plattsmouth, Nebraska, you that you can be as rendered uninhabitable by floodwaters, prepared as you want, but Liquid Trucking was able to move its when disaster strikes, it operations to a nearby car dealership. can literally be anything.” In October 2018, Florida Rock & Tank Lines was impacted by Hurricane Michael, the first Category 5 hurricane to hit the U.S. mainland in 26 years. Being based in Jacksonville gives the company plenty of opportunity to test its business continuity plan, but Jim Anderson, vice president of safety and risk management, said it’s critical that the plans undergo an annual review. “Over the years, we have worked to have a standardized plan,” he said, noting the plan is reviewed every year in May. “Doing that, probably the one thing that we’d put more thought into going forward is havyou’re able to double-check and make ing extended disruption to the business sure that everything that needs to be operation.” thought about has been considered.” Liquid Trucking integrated what Anderson said his company’s conit learned from the company’s flood tinuity plan included a response for a response into an updated disaster prepandemic, “but I don’t think we ever paredness plan, which Josh Schmidt said could have imagined that we would be made the transition to working from faced with the situation we’ve had to home during COVID-19 much easier. work through.” Business continuity plans don’t have to Having never been through an event be event-specific, Fielkow said. Rather, can make it difficult to plan a response, Anderson said. He said having an action they should lay the groundwork on how to navigate a disruption and allow fleets plan “as a baseline to work from helped to “pick and choose” the parts of the plan us have the fundamental structure in that are most applicable, he said. place as [COVID-19] started to ramp “What we learned in Harvey, quite up,” he said. “That was a really good quickly, was that our employees were thing for us to have in place … to manmore than capable of working remotely,” age through this with the least disrupFielkow said. “Because we had a plan tion as possible.” in place to basically shift our phones, The extended nature of the current computers [and] everything remotely, it disruption caught the company by worked. We were kind of able to pick up surprise. on that playbook to use that.” “Typically the things that you would “I had no idea going into COVID-19 have in a hurricane are of a shorter that we’d be working remotely for duration that what we’ve experienced as long as I think we’re going to,” he here with a pandemic,” he said. “That’s

| july 2020

COVER STORY | DISASTER PLANNING

MODERNIZE YOUR DRIVER SAFETY AND RISK MANAGEMENT

added. “But the point is, we haven’t really missed a beat, and the fact that we’re able to do this so well comes out of learning in Harvey how to work remotely. And that’s all documented in the business continuity plan, making sure our IT is in the cloud … employee assistance plans. There were parts of the plan that were applicable to COVID-19.” What Jetco has learned through the pandemic, Fielkow said, will be folded into the company’s preparedness plan. “We’re getting smarter in a whole new area,” he said. “It’s iterative. Every challenge leads to new learnings.” Similarly, Liquid Trucking will include its coronavirus response in its updated plan. “I know it seems reactionary, but how do you plan for some of this stuff?” Josh Schmidt said. “And this is going to help our flood plan, too. We’ve got people that have been working from home. We’ve made some adjustments. We’ve had some good ideas from employees. Whatever happens next, I think we’re going to be that much more versatile.”

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commercial carrier journal

| july 2020 39

TECHNOLOGY: CRISIS RESPONSE

BOUNCING BACK Carriers accelerate tech strategies to emerge stronger from crisis BY AARON HUFF

he coronavirus pandemic that began in March and continued unabated through the present has been one of the most disruptive events in the history of commercial transportation. Freight networks that motor carriers had been designing carefully to maximize productivity for their assets and drivers have been upended by shippers closing and reopening facilities. Business practices that once seemed foundational for success, such as working in an office “war room” with team members, have dissipated. Through the turmoil, motor carriers have become more reliant on critical technologies to respond faster to change and connect with equipment and human assets at deeper levels. Four of the most critical areas of focus 40

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have been managing underutilized assets, responding to customer needs, digitizing the back office and training drivers remotely.

Keeping assets moving Trailer pools always have been a pain point for motor carriers, and the severity has increased during COVID-19. Volatile swings in freight demand have caused more trailers to sit idle at shipper and receiver facilities. In other industries, asset owners use digital marketplaces to sell their underutilized capacity at a discount, such as Expedia for airlines and Airbnb for lodging. Transportation has a similar marketplace that fleets can use to exchange underutilized trailer capacity for short-term rentals and one-way moves. However, trailer exchanges are more

| july 2020

complicated transactions than buying plane tickets or hotel stays. Fleet owners are concerned about liability for over-the-road repairs, damages, brand protection and timing. “It is not for the faint of heart,” said Trevor Fridfinnson, chief operating officer for Bison Transport (CCJ Top 250, No. 56). “Those concerns are all real, and no application magically fixes that, but I believe the attitude around [trailer exchanges] is shifting to get the

The vHub platform’s online community allows carriers to exchange trailer assets with peers for short-term rentals and one-way moves.

TECHNOLOGY: CRISIS RESPONSE Winnipeg, Manitoba-based truckload carrier Bison Transport uses predictive tools to understand freight demand in a volatile market.

transaction. Fleets set their own trailer rental rates based on daily-, hourly- or mileage-based use. Renters pay a 10% transaction fee to vHub and a flat $80 fee for one-way moves, Roy said. Fridfinnson said that with freight markets “as volatile as I’ve ever seen,” Bison also is using predictive tools to make informed decisions quicker. The company uses Power BI to analyze customer demand data to identify market gaps and opportunities based on where its assets will be coming from and going.

Customer responsiveness

efficiency that is needed in the market.” The Winnipeg, Manitoba-based truckload carrier has set up trailer exchange agreements with vetted carriers, and some of its past exchange partnerships have turned into business acquisitions, Fridfinnson said. When he heard about vHub’s trailer exchange platform for carriers to arrange and execute transactions for short-term rentals and one-way moves, “we were conceptually very much aligned,” he said. Finloc, an asset-based equipment lender that owns trailer assets and leases them to fleets, developed the vHub platform with “banking rigor” and to operate “by banking standards,” said Francis Roy, vice president for Montrealbased vHub. Like most truckload carriers, Bison has daily imbalances in freight demand and capacity. It constantly is repositioning trailer assets throughout its network, and Fridfinnson is interested in finding carriers to conduct one-way moves through vHub. Bison also needs to move trailers when buying and retiring them. Motor carriers that use trailers for one-way moves have the flexibility to pick up and deliver their own loads. The

vHub platform gives visibility to trailers available for rental and one-way moves by type (reefer, dry van, flatbed, etc.) and location. The platform also provides details about the owner’s reputation and gives asset owners visibility of important renter information such as insurance coverage and reputation. Since early March, the number of available trailer assets in vHub has grown from 5,000 to 20,000 units, Roy said. May was the strongest month with 16 companies joining, mostly from the United States. Roy describes vHub as a community of carriers, private fleets, trailer OEMs and rental companies. To date, the largest portion of available trailers in the platform is supplied by trailer rental companies such as Xtra Lease. To help facilitate transactions, vHub integrates with telematics systems on trailers to receive locations and mileages automatically to facilitate rental transactions. Drivers can use a mobile app to locate trailers when they are dispatched to pick them up and take pictures of any damage. The platform manages all the accounting for both parties to have a paperless

Hub Group (CCJ Top 250, No. 22), the nation’s largest intermodal marketing company, has a fleet of 38,000 containers and a nationwide network of terminals located near seaports and rail ramps. In 2013, the Oak Brook, Illinois-based company began investing in Orbcomm’s GPS-enabled fleet tracking and management platform for its containers to give customers end-to-end shipment visibility and to improve asset utilization and security. With a fully connected container fleet, Hub Group developed a proprietary platform that combines location data with machine learning and data science technology to give customers real-time shipment visibility. The Orbcomm platform also provides Hub Group with container status information for cargo (loaded/empty) and doors (open/closed) to improve asset utilization. “Being able to provide our customers with true end-to-end visibility on their shipments has been a game-changer,” said Troy Spolum, executive vice president of intermodal for Hub Group. “Operationally, our team has visibility the moment containers are emptied at our customer drop pools and therefore available for use, rather than waiting for status communication, which could be 24 hours later.” By using door sensors and by geofencing locations with elevated security commercial carrier journal

| july 2020 41

TECHNOLOGY: CRISIS RESPONSE been focused more on solving problems during COVID-19 than buying new products. Fleets are looking more closely at where their assets and drivers have been, and for how long, to Oak Brook, Illinois-based Hub Group uses Orbcomm’s technology on all its 38,000 containers to track critical status minimize detention information. and keep revenues flowing. Orbcomm’s end customer’s benefit. Some Orbcomm fleet management products for tractor fleet customers that acquired other fleets and trailer assets are designed to allow that were using competitive telematics trailer systems to pass information to products are having the asset-tracking tractor-based units via a Bluetooth conand status data from the other products nection, or through cellular networks, integrated with their Orbcomm web to give drivers real-time visibility of portal to manage all assets through a trailer and cargo status information, single platform, he said. MacDonald said. By geofencing locations where trailers are stationed, drivers can be notified Digitizing workflow immediately via an in-cab alert if they As motor carriers have transitioned to connect to the wrong trailer assignment. remote work environments, the need They also can receive in-cab alerts for to keep production levels high in fronttrailer load weights, temperatures, tire and back-office functions has elevated pressures and malfunctioning brakes the value of certain technologies. and lights. JLE Industries, a Pittsburgh-based MacDonald also sees the coronavirus flatbed carrier with more than 300 pandemic accelerating a trend for techpower units, has been using technology nology providers to collaborate for the to digitize its dataflow and documents in the order-to-cash lifecycle for loads. The company uses Vector’s cloudbased document management platform, which has been useful when customers send orders by email with attached documents. The Vector platform has optical character recognition (OCR) technology that extracts data from emails and documents to create electronic load tenders that flow directly into JLE’s transportation management software (TMS) system. This process eliminates time for entering orders that otherwise would take five to 10 minutes per load, said Tim Tran, vice president of systems JLE Industries, a Pittsburgh-based flatbed carrier, uses Vector’s cloud-based document and technology for JLE. management platform to digitize its workflow. The orders are accepted by load

risks such as certain rail ramps, Hub Group’s operations also receive real-time alerts if container doors are opened in unauthorized areas. These alerts can be programmed to be sent directly to law enforcement agencies for immediate investigation. During COVID-19, knowing the status of containers is critical for Hub Group to respond quickly to the unique “surges and imbalances” experienced across its freight network, Spolum said. “Supporting our customers’ needs is our top priority, so as customers have been forced to shut down operations and quickly reopen, this data helps us respond immediately,” he said. “We pride ourselves on the ability to support our customers’ recovery efforts.” Spolum is optimistic about market trends, as West Coast import volumes have been ramping up. “Things are turning around,” he said. The volatility in freight markets is causing motor carriers of all types to analyze their business activities in more detail for cost-saving opportunities and to use technology to make faster and more informed decisions. Chris MacDonald, senior vice president and general manager for Orbcomm, said fleet customers have

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TECHNOLOGY: CRISIS RESPONSE

Video-based telematics provider Lytx has seen more customers activating in-cab alerts when the camera vision-enabled platform detects risky driver behavior.

planners in the TMS and matched with capacity. Once a load is delivered, drivers capture an image of a bill of lading using Vector’s mobile app. The OCR technology extracts data from the image and compares it to the order information to flag any errors for the invoicing process. JLE currently is testing a new capability from Vector. If the information on an order and a delivery document matches, users in the billing department simply click “accept” to complete the invoice. A single clerk could bill 100 loads in five minutes, Tran said. Overall, JLE bills about 1,000 loads a week. Another tool JLE is using to boost productivity is Zoom videoconferencing. The operations department has a staff of 30 people that work in a virtual war room organized into different sectors. By simulating a real-time office environment, JLE has been able to make decisions and execute faster, Tran said. Zoom works side-by-side with JLE’s

internal system called Driver OS, which gives load planners and fleet managers everything they need to do their jobs. The system also sends drivers recommended route plans for each load, including rest and fuel stops. The route plans are customized for each driver based on their own preferences and habits by using predictive analytics that “learn” driver behavior, Tran said.

Remote driver coaching A home-based work environment also has made it necessary for companies to conduct remote driver coaching and rely on technology to help drivers selfcorrect risky behaviors. Lytx, a video-based telematics provider, has seen more of its customers activating in-cab alerts when the camera vision-enabled platform detects drivers using a handheld, rolling through a stop sign or not wearing a seatbelt. The alerts give drivers a chance to self-correct

before the events are reported to management for review, said Del Lisk, vice president of safety services for Lytx. Fleets that use the Lytx DriveCam program also are letting drivers review lower-risk incidents by themselves from any mobile device, such as not wearing a seatbelt. The self-coaching tool sends drivers an email alert with a link to access and resolve an event video by using an online portal. Lisk said another capability fleets and drivers are using is live streaming video from the Lytx system to get management involved to resolve certain situations that drivers are experiencing, such as safety issues at customer locations or safety hotspots on routes. Faced with an unprecedented timetable of volatile business conditions and limited person-to-person contact with office workers and drivers, fleet managers increasingly are leaning on technology to navigate through a growing set of challenges. commercial carrier journal

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EV FAST CHARGING: LAST RITES FOR BATTERIES? EQUIPMENT: EV FAST CHARGING

Debate points to ﬂeet needs, expectations BY TOM QUIMBY

Before Cycling

uch like internal combustion engines, battery-electric motors have to battle heat to maximize performance. “Heat is always the enemy,” said Greg Less, technical director for the University of Michigan’s battery lab. Electric vehicles (EVs) have to dispel heat that’s generated in the battery during charging and discharging. Faster current demands, particularly those experienced during DC fast charging, crank up the heat, which can lead to faster battery degradation and, in some cases, potentially dangerous battery damage if proper safeguards are not in place. “Fast charging definitely puts a strain on current-generation batteries,” Less said. “There are research projects at the University of Michigan that have shown that it can be done safely as well, but that’s not currently available to the broader fleet.” The University of California, Riverside went so far as to advise against using current DC fast charging methods. That advice has raised concerns among EV business leaders. UCR’s husband-and-wife professors 44

commercial carrier journal

Mihri and Cengiz Ozkan led a team that used industrywide DC fast charging to repeatedly charge Panasonic NCR 18650B lithium-ion cylindrical cells found in Tesla cars. The results? “Capacity loss, internal chemical and mechanical damage and the high heat for each battery are major safety concerns, especially considering there are 7,104 lithium-ion batteries in a Tesla Model S and 4,416 in a Tesla Model 3,” Mihri Ozkan wrote in a UCR press release. Ozkan told CCJ that some batteries used in the experiment actually cracked and exploded during fast charging. The problem, she said, was mitigated by using an algorithm that UCR developed, which was reported to lower high temperatures created by current demands. Their findings were reported earlier this year in Energy Storage Journal. Tesla, which has promoted a 30-minute fast charge for its electric Semi, did not respond to interview requests. The California-based automaker currently is under federal investigation for noncollision-related battery fires that have been reported in some of its electric cars.

| july 2020

After Cycling

The University of California, Riverside reported that fast charging led to increased battery degradation and damage.

However, a former leading engineer at Tesla’s sister company, Space X, challenged UCR’s study. “Tesla and other manufacturers have thermal systems for the battery cells that ensure the battery cells stay at optimum temperatures,” said Porter Harris, founder and chief executive officer for Power.Global, who previously led battery development at SpaceX. “There is no way the OEMs would be charging cells over 50 degrees Celsius, as this causes serious damage, including

EQUIPMENT: EV FAST CHARGING

Motiv founder and CTO Jim Castelaz said if fleets opt for fast charging, they need to be prepared for higher upfront costs and utility bills. Unlike most businesses, the more electricity that’s consumed, the higher the rates. Power demands during peak use times also can raise rates, he said.

lithium plating. I’ve never seen a cell split like this, so I guarantee they were running it well out of the acceptable operating points and maybe even bypassing safety features in the cell, such as the current interrupt device (CID).” EVgo, which bills itself as the nation’s largest public EV fast-charging network with more than 800 EV fast-charging stations in 34 states, also questioned UCR’s study. “EVgo welcomes research into battery management that will prolong capacity and performance of the battery,” the California-based company wrote in a statement to CCJ. “In all cases, fast charging is controlled by the vehicle’s battery management system, not charging infrastructure. Also, it is important to note that no EV manufacturer uses the profile described as ‘Industry Fast Charging Technique.’ Instead, all use proprietary schemes that include active thermal management, among other techniques, to prolong battery life.” Know when to say when Fast charging can breathe new life to drained batteries quickly, but if a charging system is not equipped properly to handle high currents, it can lead to trouble. “When you fast-charge a conventional lithium-ion battery, you are creating a concentration gradient within the

electrolyte (all the lithium ions rush to one side of the cell) and cause what is essentially a pileup,” Less said. “It quickly becomes very difficult to get the ions into available intercalation sites in the anode. This is seen in the battery as an increase in electrical resistance and the generation of heat. This both reduces the apparent capacity of the cell and over time reduces the actual capacity of your cell. Heat is always the enemy.” To help fight against heat, batterycooling systems may rely on air, glycol or even refrigerant to bring down temperatures. Charging control systems also play a vital role. As current flow rises, they carefully measure critical battery indicators, such as resistance and temperature, and can step in to ensure safe charging. Jim Castelaz, founder and chief technology officer for California-based Motiv, said automated systems can keep EVs healthy. Motiv, a Ford-approved eQVM (electric Qualified Vehicle Modifier) builder, provides all-electric chassis for medium-duty commercial trucks and buses. “At least in Motiv’s case and every other EV – I certainly know, because I drive a Tesla – the batteries get thermally managed,” Castelaz said. “DC fast charging – your rate, the speed at which you can charge the battery – is usually limited by thermals. “What you do is you don’t charge the battery faster than what prevents the temperature from rising,” he said. “What you see in this (UCR) study is that they’re charging this battery really fast, the temperature’s shooting up, and then the battery’s degrading very quickly. I agree with them (UCR) that we don’t want to do that. But I think you can DC fast-charge at a given rate of charging, so long as you can remove heat fast enough to support that given rate of charging.” Growing access to chargers, faster charge times, zero emissions, lower vehicle prices and lower maintenance

requirements are becoming appealing to more buyers, including deep-pocketed commercial fleets. But it’s the feature of fast charging on the Monroney sticker that should be examined carefully, especially for fleets pushing to maximize time and money. “If the cells and the battery were engineered to accept a 10-minute charge, then it is likely OK, but certainly not the best practice for keeping your battery in top condition for as long as possible,” Less said. “Think of it like redlining your ICE (internal combustion engine). You can do it once in a while without causing any serious damage to the engine, but you wouldn’t want to do it all of the time. “Fast charging can not only lead to excess heat which can damage the battery components, it also can, in extreme cases, lead to lithium plating on the anode,” he continued. “Lithium plating represents irreversible loss of capacity in the cell and can possibly lead to a hard short in the cell. As part of a larger module or pack, losing one cell will cause a more rapid decrease in the capacity of the other cells in the unit.” Castelaz advised fleets to consider their use cases carefully when considering EVs and the charging infrastructure needed to support them. Slow charging when the vehicle is parked for at least six hours or more is preferred, because it doesn’t require larger investments in charging infrastructure. “If a fleet really needs DC fast charging every day instead of just occasionally, then there are a lot of issues around the batteries and the grid that need to be worked out, and maybe there are alternative-use profiles,” Castelaz said. “Maybe they need more vehicles so that they can park some and slowly charge some at a time. Or maybe they need battery backup. Either way, whether it’s more vehicles or battery backup, they probably need more energy so that they can lessen the impact on both the batteries and the grid.” commercial carrier journal

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TRAILER FOCUS

EAST www.eastmfg.com

BST/BST II ALUMINUM FLATBED Length: BST, up to 53 ft., 21-in. beam; BST II, up to 53 ft., 24-in. beam Width: 96 and 102 in. Floor: Knurled, 3-nailers, integrated outside rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 22 in. with CLP deck reinforcement Distributed load capacity: BST, up to 90,000-lb. GVW; BST II, up to 100,000-lb. GVW Concentrated load capacity: BST, up to 52,000 lbs. in 4 ft., 60,000 lbs. in 10 ft.; BST II, up to 65,000 lbs. in 4 ft., 72,000 lbs. in 10 ft. Suspension: AAT25K, two-axle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 46

Plug-N-Go sealed system with LED lights

MMX ALUMINUM FLATBED Length: Up to 53 ft., 28-in. beam Width: 96 and 102 in. Floor: Knurled, 3-nailers, integrated side rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 22 in. with CLP deck reinforcement, 12- and 16-in. optional Distributed load capacity: Up to 145,000-lb. GVW, additional axles required Concentrated load capacity: Up to 80,000 lbs. in 4 ft., 89,000 lbs. in 10 ft. Suspension: AAT30K, two-axle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

BST ALUMINUM NARROW NECK FLATBED Length: 48 ft., 21-in. beam, 8-in.

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neck; up to 53 ft. Width: 102 in. Floor: Knurled, 3-nailers, integrated outside rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 22 in. with CLP deck reinforcement Distributed load capacity: Up to 80,000-lb. GVW Concentrated load capacity: Up to 50,000 lbs. in 4 ft. Suspension: AAL25K, two-axle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail; adaptable to rolling tarp and curtainside systems Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

BST/BST II ALUMINUM DROP DECK Length: Up to 53 ft. Width: BST, 102 in., 26-in. drop deck; BST II, 102 in., 28-in. drop deck Floor: Knurled, 3-nailers, integrated side rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 16 in. with CLP

deck reinforcement Distributed load capacity: Up to 80,000-lb. GVW Suspension: AAL25K, two-axle spread Brakes: 16½-by-7 in., automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

BST EXTREME LOW DECK Length: 53 ft., 28-in. drop Width: 96 and 102 in.; lowslung, 36-in. deck-to-ground measurement at highest point loaded; 46-in. fifthwheel height; 32-in. rear deck height Floor: Knurled, 3-nailers, integrated outside rail Landing gear: 2-speed Jost AX150 AlumiLight, d/s crank, maintenance-free Crossmember: 16 in. with CLP deck reinforcement Distributed load capacity: Up to 80,000-lb. GVW Suspension: HT250US Brakes: 12¼-by-7½ in., 17.5 tires, automatic brake adjusters, 4S-2M ABS Tiedowns: Adjustable optional and integrated winch track on both sides; optional Double-L

TRAILER FOCUS FLATBEDS winch side rail Axles: TP spindles Electrical: Truck-Lite Series 99 Plug-N-Go sealed system with LED lights

FONTAINE www.fontainetrailer.com

REVOLUTION ALUMINUM DROP DECK Length: 48 ft. Floor: Friction-stir welded aluminum with coil support Main beams: Aluminum Weight: 8,720 lbs. Crossmember: Unitized construction, box beam multivoid extrusion design Side rail: Aluminum, single routed extrusion, single-piece design Concentrated load capacity: 50,000 lbs. in 4 ft. Suspension: Hendrickson Intraax AANL23K with 122-in. spread Brakes: 16½-by-7 in. fast change, cast drums, spring brakes, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 15 pairs recessed in side rails, optional aluminum removable deck chain and chock supports available with unlimited position capability; 12 sliding winches without straps, sliding rope hook/strap hook keepers Axles: Hendrickson Intraax

REVOLUTION ALLALUMINUM 52/60 TANDEM/ TRIDEM FLATBED Length: 48 ft. Floor: Friction-stir welded aluminum with coil support Main beams: Aluminum Weight: 8,608-10,464 lbs. Crossmember: Unitized construction, box beam multivoid extrusion design Side rail: Aluminum, single routed extrusion, single-piece design Concentrated load capacity: 52,000-60,000 lbs. in 4 ft. Suspension: Hendrickson Intraax AANT23K with 122-in. spread from front to rear axle Brakes: 16½-by-7 in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 15 pairs recessed in side rails, optional aluminum removable deck, chain and chock supports available with unlimited position capability; 12 sliding winches without straps, sliding rope hook/strap hook keepers Axles: Hendrickson Intraax

INFINITY COMPOSITE FLATBED Length: 48 ft. Floor: 11⁄8-in. aluminum with four wood nailer strips Crossmember: 12-in. centers, 4-in. junior I-steel, single coil-

hauling package Side rail: Aluminum, single routed extrusion, single-piece design Distributed load capacity: 80,000 lbs. Concentrated load capacity: 55,000 lbs. in 4 ft. Suspension: Hendrickson Intraax AANT23K with 122-in. spread Brakes: 16½-by-7 in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: 15 pairs recessed in side rails, full-length winch track, integrated aluminum on both sides, 12 sliding winches without straps, sliding rope hook/strap hook keepers Axles: Hendrickson Intraax INFINITY COMPOSITE FORKLIFT FLATBED Length: 45 ft. Floor: 11⁄8-in. aluminum with four wood nailer strips Crossmember: 12-in. centers, 4-in. junior I-steel, single coilhauling package Side rail: Aluminum, single routed extrusion, singlepiece design for durability of continual forklift side loading and unloading Distributed load capacity: 80,000 lbs. Suspension: Hendrickson Intraax AANT23K with 49-in. spacing Brakes: 16½-by-7 in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: Full-length winch track, integrated aluminum on both sides, 12 sliding winches without straps, sliding rope hook/strap hook keepers

Axles: Hendrickson Intraax Bulkhead pockets: Four, DOT steel on front Rear forklift kit: Factoryinstalled, not a kit; accepts several brands Front counterweights: Factoryinstalled, designed for loading entire deck

VELOCITY STEEL FLATBED Length: 48 ft. Floor: 11⁄8-in. wood, full-length finger joint boards, two screws per board per crossmember Crossmember: 12-in. centers, 4-in. junior I-steel, single coilhauling package Rub rail/side rail: 6-in. structural steel channel, double pipe spools, 3⁄8-by-3-in. rub rails Distributed load capacity: 80,000 lbs. Suspension: Hendrickson Intraax AANT23K with 122-in. spread Brakes: 16½-by-7 in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M ABS Tiedowns: Steel winch track installed full length where possible on roadside, 12 sliding winches without straps Axles: Hendrickson Intraax VELOCITY STEEL FRAC CHASSIS Length: 45 ft.; 48 ft. optional Width: 102 in. Frame height at rear: 40 in. loaded Bolsters: Heavy-duty fabricated type mounted on top of lower deck main beams; heavy-duty steel bracing and supports

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TRAILER FOCUS FLATBEDS welded to frame Container locks: Installed on lower deck to accept two 8-ft. or one 10-ft. frac sand bins Main beams: Minimum 130,000-lb. top and bottom flanges, ½-in. bottom Suspension: Hendrickson Intraax AANL23K with 122-in. spread Brakes: 16½-by-7 in. fast change, cast drums, spring, automatic slack adjusters, Meritor Wabco 4S/2M RSS/ABS Axles: Hendrickson Intraax Weighing: Scale weight installed on each trailer

structural steel channel with steel pockets, spools Floor: Apitong, 11⁄8 in.; standard all-wood floor can be replaced by aluminum with nailing strips Axles: Hendrickson tapered spindle Suspension: Hendrickson AANT 23K; tridem or quad axle/suspension package available Brakes: Wabco 2S/1M Easy Stop, 16½-by-7 in.

GREAT DANE www.greatdanetrailers.com

FREEDOM SE Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3⁄8-by-5 in. heavy-duty 100-ksi steel Overall width: 102 in. Landing gear: GD65 (Non Fast Gear), 112 in. from kingpin Load rating: 80,000 lbs. evenly distributed, 50,000 lbs. concentrated in 4-ft. increments Crossmember: 4-in.-deep steel wax-coated I-beam on 16-in. centers; 12-in. centers available for heavy hauls; coil package places extra crossmembers between main beams Rub rails: 3⁄8-by-2 in.; bulkheads optional Side rails: 6-in.-deep 6.5 48

FREEDOM LT Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: 3⁄8-by-5 in. 100,000 ksi top and bottom Overall width: 102 in. Landing gear: GD65 (Non Fast Gear), 112 in. from kingpin Load rating: 80,000 lbs. evenly distributed, 50,000 lbs. concentrated in 4-ft. increments Crossmember: 4-in.-deep steel I-beam on 16-in. centers; 12-in. centers available for additional support; coil package places extra crossmembers between main beams Rub rails: 3-in. aluminum; bulkheads optional Side rails: Extruded aluminum; pipe spools, stake pockets standard on 24-in. centers; built-in winch track and provisions for flat hook anchor points Floor: Aluminum, 1¼ in. with four apitong nailing strips;

commercial carrier journal

| july 2020

options include Safety-Grip surface, full apitong, allaluminum with smooth or Safety-Grip surface, two or three nailing strips Axles: Hendrickson tapered spindle Suspension: Hendrickson AANT 23K; tridem or quad axle/suspension package available Brakes: Wabco 2S/1M Easy Stop, 16½-by-7 in.

FREEDOM XP Overall length: 48 ft. for WSAR 121 axle centers Undercarriage design: Tandem axle, fixed air ride Main beam flanges: Aluminum Overall width: 102 in. Landing gear: Jost AX150 Alumilight; 112 in. from kingpin Load rating: 80,000-120,000 lbs. evenly distributed, 52,00060,000 lbs. concentrated Crossmember: 4-in.-deep steel I-beam on 16-in. centers; 12-in. centers available for additional support; coil package places extra crossmembers between main beams Rub rails: 3-in. aluminum; bulkheads optional Side rails: Extruded aluminum; pipe spools, stake pockets standard on 24-in. centers; built-in winch track and provisions for flat hook anchor points Floor: Aluminum, 1¼-in. SafetyGrip surface with two apitong nailing strips and double floor fasteners in high-stress areas

Axles: Hendrickson tapered spindle Suspension: Hendrickson AANT 23K; optional rearaxle sliding, front-axle fixed suspension Brakes: Wabco 2S/1M Easy Stop, 16½-by-7 in.

MAC www.mactrailer.com

TANDEM FLATBED Models: M-52, M-60, M-72, M-80 Construction: 6061-T6 aluminum mill finish; fully welded, unitized Frame: Two T-sections assembled with center axis weld, 4-ft. concentrated load, 26-29 in. deep, 52,000-80,000 lb. Upper coupler: 5⁄16-in. galvanized steel plate, heavyduty aluminum extruded member reinforcement Rear: DOT bumper, center filler plate with two steps, enclosed light pocket to protect rear lights and wiring Dock bumpers: Two 16-in., outside Floor: 1¼-in. extruded hollowcore tubular-sectioned, 1¼-in. web section and knurled top surface; two apitong nailers along side rail Crossmembers: 5-in.-tall channel, 2-in. capped top flange, 2-in. bottom flange; spacing, 12-21 in. Side rail: 6¾-in.-tall openbacked extrusion; 7-in.-tall

TRAILER FOCUS FLATBEDS heavy-duty hollow-core extrusion optional Suspension: Hendrickson AANL-230 tandem 122-in. spread with Hendrickson axles, TP bearings, HXL 5 with fiveyear warranty Brakes and air system: 16½-by-7-in. lining with 30/30 chambers, automatic slack adjusters; 12-in. jumbo aluminum air tank, Sealco air valves; 4S2M ABS, extended brake lining Drums and hubs: Centrifuse drums, DuraLite hubs Landing gear: Jost AX150 with drive handle, 55,000-lb. lift, no lube

DROP DECK FLATBED Models: Tandem, Single-Axle Slide, Tri-Axle Slide Construction: 6061-T6 aluminum mill finish; fully welded, unitized Frame: Lower deck, two 72,000lb. T-sections, 26-in. deep beam, 52,000-lb. concentrated load Upper deck: Built with stressrelieved extrusions, heattreated after forming, 10 ft. long, square front corner, 16-in. kingpin setting, attached to lower deck with Huck bolts Lower deck: Length determined by upper deck length; 41 in. w/ 255/70R22.5 tires Upper coupler: 5⁄16-in. steel plate, heavy-duty aluminum extruded member reinforcement Rear: DOT bumper, center filler

plate with two steps, enclosed light pocket to protect rear lights and wiring Dock bumpers: Two 16-in., outside Floor: 1¼-in. extruded hollowcore tubular-sectioned; two apitong nailers along side rail Crossmembers: 5-in.-tall channel, 2-in. capped top flange, 2-in. bottom flange; spacing, 12-21 in. Side rail: 6¾-in.-tall openbacked extrusion; 6¾-in.-tall heavy-duty hollow-core extrusion optional Suspension: Hendrickson AANL-230 tandem 122-in. spread with Hendrickson axles, TP bearings, oil-bath hubs Brakes and air system: 16½-by-7-in. lining with 30/30 chambers, automatic slack adjusters; 12-in. jumbo aluminum air tank, Sealco air valves; 4S2M ABS, extended brakes Drums and hubs: Centrifuse drums, DuraLite hubs Landing gear: Jost AX150 with drive handle, 55,000-lb. lift, no lube

to work as a total structural system on 16-in. centerline; three aluminum tube-shaped outriggers on each side, connected to crossmembers for even load distribution; 47,000-lb. coil-haul package included Rub rails: 3⁄8-by-3-in. extruded aluminum with recess for conspicuity tape on sides only Side rails: 53⁄8-in.-deep extruded aluminum with integral track on each side for sliding winches Distributed load capacity: 80,000 lbs. evenly distributed Suspension: Hendrickson AANT 23K Intraax air ride with 121-in. axle spacing Brakes: Outboard-mounted Accuride Trident lightweight steel drums, 16½-by-7-in. with Bendix 2S/1M TABS-6 Tiedowns: Extruded aluminum pipe spools on 24-in. centers, centered between pockets at sides only Axles: Hendrickson LDA

UTILITY www.utilitytrailer.com

4000AE Floor: 11⁄8-in. extruded aluminum with two hardwood nailer strips at each side rail Crossmembers: 3- and 4-in. aluminum crossmember system in which both are suspended and supported

4000S Floor: 11⁄8-in. dimensional shiplap hardwood Crossmembers: 3-in. steel I-beam on 12-in. centerline, full length Rub rails: ¼-by-3-in. highstrength steel on sides and rear only Side rails: 47⁄16-in. 7GA formed high-strength steel Distributed load capacity: 80,000 lbs. evenly distributed Suspension: SAF Holland SP9000 Series DuraLite spring

with 49-in. axle spacing Brakes: Outboard-mounted cast-iron drums, 16½-by-7-in. with Bendix 2S/1M TABS-6 Tiedowns: Steel pipe spools on 24-in. centerline centered between pockets

4000AE DROP DECK Floor: 11-ft. front deck with 21-in. drop and 40¼-in. rear deck height, 11⁄8-in. extruded aluminum flattop floor with two hardwood nailer strips at each side rail Crossmembers: 3- and 4-in. aluminum crossmembers in which both are suspended and supported to work as a total structural system; 3-in. aluminum crossmembers on 12-in. centerline where practical (retains steel crossmembers in rear of front deck and over axles); five tube-shaped outriggers on each side connected to crossmembers for even load distribution; 39,000-lb. coil haul package included Rub rails: 3⁄8-by-3-in. extruded aluminum at sides only with recess for conspicuity tape Side rails: 53⁄8-in.-deep extruded aluminum with integral track on each side for sliding winches Distributed load capacity: 80,000 lbs. evenly distributed Suspension: Hendrickson AANL 23K Intraax air ride with 121-in. axle spacing Brakes: Outboard-mounted cast-iron drums, 16½-by-7-in. with Bendix 2S/1M TABS-6

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| july 2020 49

TRAILER FOCUS FLATBEDS Tiedowns: Extruded aluminum pipe spools centered between pockets on sides only Axles: Hendrickson LDA, 121-in. spacing

WABASH NATIONAL CORP.

capacity; tandem widespread with QuikAlign, parallel “P” spindle wheel ends Brakes: Hendrickson HXS, 20,000-lb. capacity Tiedowns: Patented Lock-Rite multiposition tiedown system, stake pockets on 24-in. centers, double pipe spools

Intraax HXL5 23-000-lb. capacity; tandem widespread with QuikAlign, parallel “P” spindle wheel ends Brakes: Hendrickson HXS, 20,000-lb. capacity Tiedowns: Stake pockets on 24-in. centers, double pipe spools

www.wabashnational.com TRANSCRAFT PLATFORMS www.transcraft.com

BENSON PLATFORMS www.bensonflats.com Length: 28-53 ft. Width: 96-102 in. Floor: 1¼ -in. hollow-core box design, extruded aluminum with four apitong nailers, two singles outside, one double in the center Landing gear: Jost AX150 AlumiLight with galvanized lower leg Crossmembers: Aluminum C-channel crossmembers on 16-in. centers, flatbeds include coil package with five additional stub crossmembers on 8-in. centers Main beam: Mechanically welded two-piece 6061 T6 extruded aluminum “T” crosssections, welded along neutral axis Distributed load capacity: Flatbeds up to 140,000 lbs.; drop decks up to 105,000 lbs. over lower deck Concentrated load capacity: Flatbeds up to 72,000 lbs. in 4 ft., up to 78,000 lbs. in 10 ft.; drop decks up to 52,000 lbs. in 4 ft., 55,000 lbs. in 10 ft. Suspension/axles: Hendrickson Intraax HXL5 23-000-lb. 50

COMBO PLATFORMS Length: 28-53 ft. Width: 96-102 in. Floor: Eight 11/8-in. thick aluminum floorboards installed with two inner and outer apitong nailers and two grade-8 screws per crossmember Landing gear: Jost A-420 Crossmembers: 80K hightensile 4-in. steel “I” beam crossmembers on 12-in. centers; 5-in. aluminum available Main beam: High-strength steel fully welded at all flangeweb joints Finish: Shot-blasted high-zinc epoxy primer finished with automotive-grade acrylic urethane paint Distributed load capacity: Flatbeds up to 125,000 lbs. evenly distributed; drop decks up to 94,000 lbs. over lower deck Concentrated load capacity: Flatbeds up to 73,000 lbs. in 4 ft., up to 80,000 lbs. in 10 ft.; drop decks up to 80,000 lb. in 4 ft., up to 85,000 lbs. in 10 ft. Suspension/axles: Hendrickson

commercial carrier journal

| july 2020

STEEL PLATFORMS Length: 28-53 ft. Width: 96-102 in. Floor: Maximum-strength interlocking apitong floorboards installed with two grade-8 screws per crossmember Landing gear: Jost A-420 Crossmembers: 80K hightensile 4-in. steel “I” beam crossmembers on 12-in. centers Main beam: High-strength steel fully welded at all flangeweb joints Finish: Shot-blasted high-zinc epoxy primer finished with automotive-grade acrylic urethane paint Distributed load capacity: Flatbeds up to 125,000 lbs. evenly distributed; drop decks up to 94,000 lbs. over lower deck Concentrated load capacity: Flatbeds up to 73,000 lbs. in 4 ft., up to 80,000 lbs. in 10 ft.; drop decks up to 80,000 lbs. in 4 ft., up to 85,000 lbs. in 10 ft. Suspension/axles: Hendrickson Intraax HXL5 23-000-lb. capacity; tandem widespread with QuikAlign, parallel “P” spindle wheel ends Brakes: Hendrickson HXS,

20,000-lb. capacity Tiedowns: Stake pockets on 24-in. centers, double pipe spools Electrical: LED lights with enhanced visibility lighting system Finishes: Shot-blasted prior to primer, Valspar automotivegrade acrylic urethane paint system; corrosion-resistant packages available COIL HAULER/SPECIALTY Length: 45-48 ft. Width: 96 in. Configuration: 17-19-ft. coil well with 48-56-in. sliding canopy Landing gear: Holland Atlas 55 Main beam: High-strength steel fully welded at all flangeweb joints Finish: Shot-blasted high-zinc epoxy primer finished with automotive-grade acrylic urethane paint Payload capacity: 90,000 lbs. Suspension/axles: Hendrickson Intraax HXL5 23-000-lb. capacity; tandem widespread with QuikAlign, parallel “P” spindle wheel ends Brakes: Hendrickson HXS, 20,000-lb. capacity Tiedowns: Integrated tie bar

CNG fuel system

Agility’s updated ProRail Compressed Natural Gas (CNG) Fuel System has capacity options ranging from 30 to 60 diesel gallons equivalent (DGE) and is designed to be installed on one or both sides of the vehicle. Its lightweight and durable design uses carbon fiber-composite TuffShell ACF Type 4 CNG cylinders. The ProRail’s latest design minimizes impact on frame rail space, reducing the length of the system by 10 inches and, when combined with the company’s Drop & Go mounting brackets, adding flexibility when configuring the vehicle’s layout. The updated system also is 30 pounds lighter, and its integrated Fuel Management Module (FMM) provides a fast-fill receptacle for up to 13% faster refueling, a de-fueling receptacle and ignition-disconnect fuel caps. The company’s BlueiQ Smart Gauge provides real-time fuel economy, fuel level and distance to empty, and BlueiQ’s Eco Mode and Driver Feedback help drivers manage fuel economy. Agility Fuel Solutions, www.agilityfs.com, 949-236-5520

Multi-temp TRU

Carrier Transicold’s Vector 8611MT multi-temperature trailer refrigeration unit (TRU) is designed for trailers split lengthwise with a center dividing wall, creating two refrigerated compartments. The unit incorporates dual evaporators and fans into a single unit for two-zone cooling, with side-by-side compartments for perishable and frozen goods. It uses the company’s E-Drive technology in which the diesel engine runs a 21-kVA generator that powers an all-electric refrigeration system with built-in electric standby capability, so when parked for loading, unloading or staging, it can be operated via a separate power source, providing full refrigeration capacity while eliminating TRU engine noise, emissions and fuel consumption. The unit provides 55,000 Btus of cooling per hour at a setpoint of 35 degrees Fahrenheit, and for customers needing a third refrigerated compartment, the system is preconfigured for adding a remote evaporator. Carrier Transicold, www.transicold.carrier.com, 800-227-7437

All-position radial

Yokohama’s 504C all-position radial tire is engineered with a sturdy undertread to handle on- and off-highway applications. A wide tread helps provide a more stable footprint for extended original tread life, improved traction, added wet braking and easier retreadability. Three circumferential grooves with a deep center groove help facilitate better water evacuation throughout the original tread’s life, while a wide casing enhances retreadability. Funnel-shaped step grooves help prevent stone drilling from damaging the casing, while an advanced compound supplies cut and chip resistance. A high-strength belt construction protects against rust and stone penetration while minimizing heat generation. The 504C replaces Yokohama’s MY507 and is available in sizes 11R22.5 (H) and 11R24.5 (H). Yokohama Tire Corp., www.yokohamatruck.com, 800-722-9888

Ratcheting load binder

Doleco’s DoRa Ratcheting Load Binder is made to be 75% shorter than a standard load binder, allowing it to fit into tighter spaces, and it also is designed to expand to let users reach further and keep them from having to detach and reattach chains when periodically retensioning cargo. The unit’s spindle-in-a-spindle ratchet configuration allows the ratchet housing to be shorter by enabling one threaded spindle to retract by screwing inside the other. When extended, the DoRa’s longer spindle length gives users more tensioning distance, allowing them to start out with a tighter chain and to perform multiple retensionings without the need to disengage the binder’s clevis hooks from its chains. The load binder comes standard with clevis hooks to be compatible with steel chains, and it also is designed to work as a system with the company’s DoNova PowerLash Textile Lashing Chain and is available with a slip hook and keeper on both ends of its spindles. Doleco USA, www.doleco-usa.com, 203-440-1940 commercial carrier journal

| july 2020 51

PRODUCTS

Drive tire

Bridgestone’s Firestone FD692 Drive Tire features more biting edges than its predecessor and carries a Three-Peak Mountain Snowflake certification for added performance in wet and winter conditions. The durable tire is engineered with a rigid tread pattern to help control movement of the tread blocks for even wear and reduced rolling resistance. The company’s proprietary sidewall technology and design limits heat loss, improves fuel efficiency and reduces weight without sacrificing durability. A stone-rejector platform helps increase the casing’s retreadability by preventing trapped stones from pushing into the tread’s grooves and piercing the tire’s belt layer. The tire is available in four sizes. Bridgestone Americas Inc., https://commercial.bridgestone.com, 844-858-4737

Two-way radio

Motorola’s TLK 150 Mobile Two-Way Radio is compliant with Federal Motor Carrier Safety Administration regulations for driver distraction, with one-button push-to-talk hands-free accessories and no distracting screens. Safety features such as location tracking and emergency calling and alerts help drivers remain safe with nationwide cellular network coverage and clear audio. Powered by Wave, a subscription-based group communications service that connects users across different devices, networks and locations, the rugged unit is small and compact enough to mount in multiple places and is interoperable with Land Mobile Radio (LMR) so it can communicate with an existing radio network. The device also is encrypted for secure and private communications, allowing users to manage talk groups and subscriptions in real time and to increase coverage, connections and productivity without additional infrastructure. Motorola Solutions, www.motorolasolutions.com, 888-325-9336

Brushless alternators

Prestolite Electric’s Leece-Neville IdlePro Extreme 24V 275-amp Brushless Alternators are engineered for high efficiency and output at low engine speeds in a lighter-weight and lower-maintenance package to meet and maintain vehicle system voltage requirements for improved battery life. The 39-pound alternators feature the company’s Isolated Ground technology that protects the engine from electrolytic damage and eliminates stray voltage and electrical noise that can cause ghost or false engine codes. They have an operating temperature range from -40 to 257 degrees Fahrenheit and a coated heavy-duty housing for added resistance to corrosion and vibration. An auxiliary draft cooling design helps control front bearing temperature, while dual cable terminals offer extended coverage and convenience. They also are remote sense-capable to facilitate reduced battery charge time. Leece-Neville Heavy Duty Systems, www.prestolite.com, 866-288-9853

commercial carrier journal

| july 2020

Pressure sensors

Heilind now offers SSI’s MediaSensor P51 Series Pressure Sensor Family that offers stainless-steel construction and a laser-welded design. Engineered for accuracy over an operating temperature range from -40 to 105 degrees Celsius, the compact robust sensors measure pressures from 3 to 75,000 psi and are built for immunity to noise sources that can affect electronic devices. They are useful in cases where the unit must be subjected to moisture or high humidity, such as commercial transportation applications, as they employ a cable overmold that molds the cable jacket to the top of the sensor to help prevent moisture from entering the transducer where the cable exits the unit. Heilind Electronics Inc., www.heilind.com, 800-400-7041

Laptop docking station

Havis’ Panasonic Laptop Docking Stations now have updated designs for CF-20, CF-33 and CF54/55 models that offer increased connector protection to help prevent accidental damage to the dock’s connector pins when the laptop isn’t present. Toughbook-certified and UL-safety tested, the connector cover docks are built for enhanced device uptime and are backward-compatible for existing fleets. Havis Inc., www.havis.com, 800-524-9900

Wire ferrules

Del City’s Wire Ferrules are crimped onto a stranded wire to help protect the fine strands from fraying when inserted into a conductor in the connection or terminal compartment. The tin-plated copper ferrule facilitates repeated insertion and removal and an elimination of the amount of stray wire stands. They have a temperature range of -40 to 221 degrees Fahrenheit. Insulated ferrules offer a larger guide for inserting the wire strands into the ferrules and may help ensure that a minimum bend radius is held in tight spots. The nylon insulation is color-coded for easier verification of gauge size. Del City, www.delcity.net, 800-654-4757

PRODUCTS

Kenworth floor mats

Minimizer’s Tested & Tortured custom-molded floor mats for various Kenworths are available in eight kits that fit the truck maker’s T270, T300, T370, T600, T800 and W900 models. The floor mats use a tray system that helps make cleaning easier by preventing liquids, spills and other materials from escaping the mat. The product is designed to be removed, cleaned and reinserted with ease, so the process takes minutes, not hours, which assists fleets in maintaining the latest in-cab sanitizing protocols for their owned and leased assets. For models or model years and specifications, Minimizer offers a Floor Mat Selector on its website. Minimizer, www.minimizer.com, 800-248-3855

Safety ladder

LockNClimb’s ergonomic safety ladders are designed to prevent accidents and injuries for truckers and maintenance technicians while providing access to hard-to-reach areas and a more comfortable working environment. The company’s proprietary ladders are manufactured one at a time and are field-tested and engineered to exceed all applicable government safety standards. Custom designs are available. LockNClimb, www.locknclimb.com/trucking, 620-577-2577

Heavy-duty lighting, mirror line New Life Transport Parts Center now offers UBLights as a durable cost-effective addition to its existing lighting and safety portfolio. UBLights provides lights and mirrors that cover the full range of vocations across the heavy-duty transportation business from light-duty to safety, industrial, truck, trailer and chassis. Hinton Transportation Investments, www.hti.biz, 800-748-0369 commercial carrier journal

| july 2020 53

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To find out how Randall-Reilly’s RigDig® can power your marketing efforts, call us at (800) 633-5953, ext. 1132 to schedule a demo. commercial carrier journal

| july 2020 55

GET AHEAD OF YOUR TRAINING PLAN PREVENTABLE or NOT? Doe finds pothole – the wrong way

rmed with a coupon offering “Free coffee. Buy one meal and get another at half-price,” John Doe stopped at the West Winds Truck Stop at Exit 162 of I-70 in Green River, Utah, and (burp!) had a satisfyingly big dinner before climbing back behind the wheel of his big-bore conventional. Later, after treating himself to a gummy bear dessert on a dark and lonely rural road, Doe decided to pull into the pitch-black and semi-destroyed parking lot of a burned-down Finger Lickin’ Chicken restaurant. The idea was to take a much-needed break and catch up on his paperwork before continuing his run, but as Doe was about to discover, that was an ill-fated decision. His paperwork completed, Doe stifled a yawn, turned on his satellite radio Tractor-trailer driver John to the Yee-haw ChanDoe stopped in a dark, nel and began backing abandoned parking lot to his rig, preparing to exit. finish his paperwork, and But … what the? BLAM! when he was done, he began KA-WHAMMO!! Darn blindly backing his rig, but it, the back of his trailer the back of his trailer fell had fallen into a waterinto a large pothole. Was this filled pothole the size of an inverted Volkswagen! And a preventable accident? as Doe would discover later via a preventable-accident letter from his safety director, some of the heavily-laden trailer’s crossmembers had been damaged. Doe contested the decision, claiming that he could not have anticipated the huge pothole. But when asked to resolve the controversy, the National Safety Council’s Accident Review Committee upheld the preventable decision. Doe had tempted fate by blindly backing his rig in a dark lot without checking for hazards, NSC ruled.

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commercial carrier journal

| july 2020

WE’VE RAISED THE CEILING ON BEST IN CLASS

Peterbilt’s Model 579 UltraLoft is 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 bestin-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