Full visibility

Carriers, 3PLs addressing rising shipper expectations

BY AARON HUFF

Supply chain professionals are carrying their experiences with business-to-consumer (B2C) e-commerce sites such as Amazon over to their work lives.

“Everybody is expecting shipments to be like Amazon with complete visibility,” said Ryan Rogers, chief transformation officer for Covenant Transportation Group (CCJ Top 250, No. 35), a Chattanooga, Tenn.-based carrier and thirdparty logistics (3PL) provider.

The technology expectations of shippers are evolving, forcing 3PLs and motor carriers to meet higher standards. However, meeting customer expectations by using traditional business-tobusiness (B2B) commerce tools such as electronic data interchange (EDI) is becoming more difficult.

Freight transactions increasingly are using direct system-to-system integration through application programming interfaces (APIs).

Complying with freight visibility Over the past few years, shippers, 3PLs and carriers have implemented various freight visibility platforms to solve a persistent industry challenge.

The platforms converge tracking data from electronic logging devices (ELDs),

Meeting new visibility requirements from shippers by using traditional tools such as electronic data interchange (EDI) is becoming more difficult.

back-office systems and mobile applications used by carriers to provide a central dashboard for monitoring shipments in transit. When shippers, particularly large companies, use these platforms, 3PLs and carriers are expected to comply.

Cargill Transportation Logistics (CTL) uses a predictive supply chain visibility platform from FourKites. CTL manages about 15,000 shipments a week across North America for Cargill, a Wayzata, Minn.-based global agriculture and food manufacturer.

CTL expects its transportation providers to comply with visibility requirements by sending shipment tracking updates to FourKites every 15 minutes. Smaller and less able carriers in its network are expected to send updates every two hours at a minimum, said Jackie Bailey, regional lead for CTL-North America.

As an asset and nonasset transportation provider, Covenant also has been asked by shipper customers to meet visibility requirements.

Covenant’s fleet of 3,000-plus power units is equipped with Omnitracs devices that update locations every 15 minutes. Most of the tracking data currently is sent to customers as an EDI 214 transaction set. The requests from shippers to provide data for their visibility platforms requires Covenant to use APIs, Rogers said.

Freight visibility platforms are not being used widely by small and mediumsized shippers, said Andy Damkroger, associate vice president of logistics strategy for Omaha, Neb.-based Werner Enterprises (No. 11). However, they expect transportation providers to have a self-service web portal for tracking shipments and other routine transactions, he said.

Werner uses EDI to communicate with a number of customers electronically, but Damkroger said the trend is moving quickly toward APIs that provide richer, more accurate data and added functionality.

“I believe that EDI has a place, but we are making active investments in alternatives,” he said.

Closing the gap Meeting customer requirements for freight visibility has not been seamless for carriers and 3PLs. Some use cellphone apps to comply, while others send tracking data through ELD systems.

Because ELD systems are mandated by law, shippers may expect that every truck that a 3PL uses is trackable, but “that is not reality,” said Brandon Arnold, vice president of Intelligent Logistics, an Austin, Texas-based 3PL.

Most carriers that work with Intelligent Logistics have good tracking capabilities and are “open and willing to work with you on it,” Arnold said. However, some are unwilling to share tracking data, which requires Intelligent Logistics to update tracking information manually for customers.

Some 3PLs may have “overpromised to their customers something that technically they don’t have any ability to control,” Arnold said. “Carriers have never agreed to this. It has been forced onto them.”

Complying with visibility requirements has become easier for Tremonton, Utah-based Stokes Trucking since it began using Samsara’s ELD system for its 35 trucks. The refrigerated carrier no longer gets manual “check calls” from 3PLs or requests for drivers to download apps on their personal devices.

“The big problem with that was a lot

Supply chain professionals are carrying their experiences with business-toconsumer (B2C) e-commerce sites such as Amazon over to their work lives. Complying with new visibility requirements has become easier for Tremonton, Utahbased Stokes Trucking since the 35-truck refrigerated carrier began using Samsara’s electronic logging device (ELD) system.

of drivers did not want to download the app or know how,” said Tyler Howell, safety administrator for Stokes. “Even if they could do that, they didn’t care to have their phone tracked. They thought it was an invasion of privacy.”

Some 3PLs withhold a portion of freight payments if carriers do not have drivers download an app to provide shipment tracking information, Howell said.

To share tracking information, Stokes dispatchers provide 3PL customers with the tractor or trailer number the fleet assigns to their loads. The 3PLs enter the numbers into their freight visibility platforms, and tracking data is exchanged automatically through an API for the duration of each load.

Samsara, like other ELD providers, has an API integration with the major freight visibility platforms to exchange tracking information automatically. Even so, lack of common data standards can hamper the ability of supply chain partners to exchange visibility data.

A 3PL may request permission from Covenant to get tracking data, Rogers said. The dispatcher might say “truck 38” is assigned to the load. This identifier has to be the exact same format as what the ELD provider uses. If it is different, such as “a38” or “trk38,” the API will not work, he said.

Motor carriers could do a better job of providing 3PLs and shippers with the correct information for freight visibility, Rogers said. As it stands, the technology is “not an easy plug-and-play,” he said.

Business connectivity Beyond meeting shippers’ expectations for freight visibility, 3PLs and carriers also may be required to use various connectivity tools to conduct no-touch freight transactions.

Cargill’s preferred methods for connecting with 3PLs and carriers are with APIs and EDI. The less sophisticated transportation providers in its network have the option to use web portals that interface directly with its transportation management software (TMS) systems to accept load tenders and upload invoices.

Cargill scores transportation providers on invoice accuracy and how well they use its connectivity tools and comply with its tracking requirements. During the past 12 months, “we’ve added a lot more importance” to how providers perform in these areas, Bailey said.

Heatcraft Worldwide, a manufacturer of commercial refrigeration units, expects its motor carriers and 3PLs to have a suite of web-based connectivity tools, said Alicia Whiteside, transportation analyst for the Stone Mountain, Ga.-based company.

For Whiteside to respond quickly to customer questions about shipments, she uses the web portals of transportation providers to track shipments and retrieve proof-of-delivery and other load documents.

Whiteside expects to know a shipment’s location at any given moment and to be able to obtain historical details such as when it was loaded and when it arrived at a carrier’s terminal. If a carrier or 3PL cannot provide shipment tracking details, they should be able to provide the estimated time of arrival (ETA) for loads, she said. Pricing transparency In addition to meeting expectations for shipment visibility, 3PLs and motor carriers face increased competition to provide immediate pricing and “book it now” options to their customers.  e transportation industry is known for being fragmented, but new sources of data and connectivity tools make it possible for shippers to access real-time and future pricing data. As a shipper, CTL uses data services to track rate movements in the spot and contract freight markets.

“We are seeing signi cant changes in the marketplace,” Bailey said. “What is really driving it is greater access to information.”  e additional pricing sources give “real-time information on what is happening in the market,” she said. “ is helps us develop our point of view and outlook on the trends in the marketplace. We are much more strategic about contracting for a certain type of freight and actively procuring some of our capacity through the spot market. We can make much more deliberate choices. We continue to look for di erent tools to automate that.”

More transportation companies are investing in robotic process automation (RPA) tools to allow all their systems to communicate and share pricing and other data with their customers in real time, said Trey Griggs, global director of sales for Hubtek, which provides an RPA platform and sta ng augmentation services for logistics companies.

Hubtek’s RPA technology bypasses traditional forms of business connections to help make back-o ce work ows more e cient and allow systems to communicate, Griggs said.

“ e ability to quote has changed dramatically,” said Mike Regan, co-founder for TranzAct Technologies, a logistics information technology company. TranzAct provides shippers with a variety of managed services, including 3PL, freight audit and payment, TMS applications and carrier rate negotiations.

In addition to having transparent pricing data, 3PLs are using new connectivity tools that make capacity procurement faster and more e cient. “Right now, I think the main thing you are having to do to be successful is to take cost out,” Regan said.

To share tracking information, dispatchers at Stokes Trucking provide 3PL customers with the tractor or trailer number its assigns to their loads.

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The value of relationships Even though new technologies continue to enter the supply chain, the value of personal relationships has not diminished. 3PLs are not always successful in getting small carriers and drivers to share tracking information, at least not without putting in some of the work. To overcome the hurdles of rolling out new technology, “you have to build relationships,” Arnold said.

Many shipments that RLS Logistics transports are di cult to track because of using independent contractors, said Russell Leo, chief executive o cer for the New eld, N.J.-based company. RLS uses smartphone apps from Descartes Macropoint

Even small and mid-size shippers expect transportation providers to have a self-service web portal they can use to track shipments and conduct other routine transactions.

A sales manager for ShipEx Logistics in Salt Lake City reviews lane pricing data from DAT and Truckstop.com.

and Trucker Tools, but Leo estimates that 40% of independent owner-operators still do not want to be tracked.

RLS, which specializes in warehousing and transporting frozen and refrigerated food products, uses a soft approach. Its dispatchers explain to carriers that without load tracking technology, they cannot capture and compensate for detention. “We are seeing a greater acceptance rate because of that,” Leo said.

Another benefit for carriers that use tracking apps from RLS is they can capture and send electronic PODs to get paid quicker. “It helps everyone, though unfortunately with some small carriers, you have got to explain the benefits they will receive if they start embracing different technology apps,” he said. 3PLs also need relationships with carriers to facilitate proactive communications about their drivers’ hours of service availability and other essential information, Leo said.

“The more complex the freight, the more interaction will still be required from person to person to get the job done,” he said. “At the end of the day, being able to talk to the driver through the phone, text or email will never go away.”

Damkroger agrees. “Relationships still matter,” he said, and the technology that 3PLs use should enhance relationships with Werner and other carriers by giving them different options – depending on their size, scale and sophistication – to stay connected.

“It all comes down to preference and capability,” he said.

Thank You!

To the drivers, to the fl eet managers, to the safety professionals, to the owner/operators, and to everyone in the trucking industry we say, “Thank You!”

Fleetworthy Solutions is grateful to serve the industry that is keeping our shelves stocked, our families fed, and our communities safe.

Your eff orts provide the nation with the necessities it needs to survive.

Fleetworthy Solutions remains your steadfast industry partner through these uncertain times.

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Heavy-duty alternator lineup

WAI’s heavy-duty alternator lineup provides coverage for all classes of trucks and construction equipment and is engineered for premiumgrade field quality. The units feature Transpo electronics manufactured by WAI and WBD bearings and have been tested for high performance of current output at idle and full-load rpms. Validation testing also includes endurance, humidity, power thermal cycling, vibration, salt spray and thermal shock.

WAI, www.waiglobal.com, 800-877-3340

provides coverage for all classes of trucks and construction equipment and is engineered for premium

Solar charge controllers

Xantrex has added two solar charge controllers designed to work with battery chemistries such as lithium-ion phosphate. The entry-level 30A PWM has a flush-mount industrial design for a clean aesthetic finish, and it features a built-in LCD display set up to provide easy programmability and real-time data. The 30A MPPT (maximum power point tracking) features dual-bank output designed to allow for solar to charge and maintain both the house and starter batteries that can be of different chemistries as long as they have the same nominal voltage, either 12 or 24 volts. The unit’s advanced MPPT feature offers a multistage charging algorithm that helps maximize energy conversion efficiency.

Xantrex, www.xantrex.com, 800-670-0707

Portable vacuum

Worx’s 20V Power Share Portable Vacuum is designed to provide powerful suction in a compact size for onthe-go cleaning. The 3-pound vacuum has high and low speeds for various cleaning applications and comes with crevice-nozzle and brush attachments for its 4-foot flexible hose to get into tight spaces. The washable filter is built for easy removal.

Worx, www.worx.com, 855-279-0505

Vacuum is designed to provide powerthe-go cleaning. The 3-pound vacuum cleaning applications and comes with crevice-nozzle and brush attachments tight spaces. The washable filter is built for easy removal.

Spray-on grease

Hot Shot’s Secret Spray & Stay is an aerosolized synthetic grease that can be sprayed on a variety of surfaces such as metal, paint, rubber and plastic. It is formulated to not drip or run, making it suitable for commercial use to lubricate engine assemblies, gears, winches and axles and protect them from sticking or binding. Its thick formula helps make it easy to spray on vertical surfaces, and since it resists water washout, it will not dry out, gum on equipment, separate or bleed. The grease has an operating temperature range of -80 to 400 degrees Fahrenheit.

Hot Shot’s Secret, www.hotshotsecret.com, 800-341-6516

that can be sprayed on rubber and plastic. It is formulated to not drip use to lubricate engine

Jet washer

Snap-on’s JetWasher combines both water and compressed air with an adjustable flow and separate air and water controls for safe, effective vehicle washing and drying. The tool has an integrated ¾-inch threaded hose connection, a separate adaptor for quick-connect water hoses and a wide nozzle designed to prevent backsplash. The body is made of lightweight, durable Acetal plastic, and an optional JetWashNozl flusher nozzle can be used for flushing coolant systems and heater cores.

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both water and compressed air with an adjustable flow and separate air and water controls for safe, effective vehicle washing

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Blind-spot monitor

ASA Electronics’ VOM718 7-inch LCD Observation Monitor is a direct replacement for its AOM713 monitor and is compatible with all the company’s Voyager cameras. The VOM718 has three camera inputs to support a rear camera and two side body cameras for blind-spot coverage. It offers drivers the option of automatic triggered source selection to determine which camera is in view, with turn signal triggering that helps ensure the correct camera is being displayed for turns, lane changes and other maneuvers. The anti-glare scratch-resistant LCD display uses energy-efficient LED backlights with automatic day and night brightness modes, while the increased contrast ratio improves the overall image clarity. The monitor also incorporates tactile backlit menu buttons designed to be easier to use and see in lowlight situations.

ASA Electronics, www.asaelectronics.com, 877-305-0445

Expanded PTO portfolio

Eaton has expanded its mobile power-takeoff (PTO) portfolio to include two additional Bezares PTO units: the Bezares 95X series four-bolt rear-mounted PTO for the Eaton-Cummins Endurant 12-speed automated transmission, and the Bezares 120X for the Detroit DT12 automated transmission. The 95X features pneumatic shifting and is available with three different internal ratios and output types, with an offset design that improves the position of an attached pump to avoid interference with other parts. The two-gear 120X is built from an aluminum housing that pairs heavy-duty strength with light weight, and it offers four different output options for the DT12’s auxiliary systems.

Eaton, www.eaton.com, 269-342-3000

(PTO) portfolio to include rear-mounted PTO for the Eaton-Cummins Endurant 12-speed automated transmission, and the Bezares 120X for the Detroit DT12 automated trans

Aluminum wheel cleaning system

IMI’s Aluminator System is designed to clean aluminum wheels and extend their life by removing grease, concrete, asphalt, brake dust and corrosion while cleaning the entire surface rather than just one side, helping users identify hidden damage that can lead to on-road safety hazards. The system is engineered to clean without cutting or removing the wheel’s profile, keeping the DOT stamp intact and the wheel compliant with industry standards. The three-part process washes, cleans and finishes aluminum wheels, leaving a clean matte-like finish. An additional finish option can be chosen for shining.

IMI, www.imiproducts.com, 800-233-7086

tor System is

Engine air cleaner

Donaldson’s PowerCore Edge is a compact high-efficiency engine air cleaner suited for heavy-dust environments and engineered to fit into tight underhood spaces. The air cleaner uses the company’s compact PowerCore G3 media pack and offers front-service access for easier filter changes, a seal design with heat tolerance up to 212 degrees Fahrenheit and vertical or horizontal installation.

Donaldson Co., www.donaldson.com, 952-887-3131

Radar-compliant moose bumpers

Magnum’s latest Four Post Moose Bumpers for the Freightliner Cascadia, Kenworth T680, Peterbilt Model 579 and Volvo VNL are built to be radar-compliant with the OEMs’ collision avoidance systems. The bumpers are made of 6061-T6 aluminum for increased strength and improved protection around the headlight and fender area in the event of an off-center impact. They are designed specifically for each model to complement the trucks’ unique design features for a stylish front-end look.

Magnum Trailer & Equipment Inc., www.magnumtrailer.com, 800-661-3406

Tire valve stem holder

Dill’s 673 Valve Stem Holder is designed to hold truck tire valves in place with minimal effort by allowing extended access for technicians to tighten the valves at the correct angle, preventing air leaks. The durable plastic tool has a precision-drilled inside diameter to facilitate smooth installation and removal.

Dill Air Controls, www.dillvalves.com, 800-815-3455

LED stop/tail light with backup camera

J.W. Speaker’s Model 272 CHMSL LED Stop/Tail Light with a built-in backup camera is available as a combined warning light and a center high-mount stop light (CHMSL). The 7-by-2-inch light is positioned higher than side brake lights and directly in the driver’s line of sight. The camera is adjustable to allow for various mounting heights and can be connected to reverse lights to help simplify backing up.

J.W. Speaker, www.jwspeaker.com, 800-558-7288

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Ramp ruins Doe’s fl atbed run

On a crisp sunny morning,  atbed trucker John Doe was about to deliver a load of lumber to the sleepy-looking construction crew at Muddy Meadows, a housing development nestled in the woods near Skunk Hollow, Tennessee. Problem was, Doe was required to travel up a ramp leading to a makeshi dock before he could be unloaded.

Concerned about getting hung up, Doe forti ed his courage with the last of his chocolate-covered breakfast doughnuts. Next, he asked the eagle-eyed supervisor, Bruce “Tex” Smithnwesson, to eyeball clearances as the big rig proceeded onto the dock, traveling at the speed of a crippled turtle. “Lookin’ good there, partner,” Smithnwesson yelled, dutifully bending over to monitor clearances and energetically waving his right arm to hasten Doe’s approach.

Happily, Doe managed to reach his goal without incident, was relieved of his freight and then prepared to back down the fearsome ramp. Again, Smithnwesson was asked to keep watch.  is time, however, Doe’s luck was destined to change. As he began backing down the dock, Smithnwesson was distracted momentarily by a worker asking for help with a thingamabob and didn’t notice that the truck’s fuel tank started scraping against the ramp’s sharp angle. Doe’s tank was damaged, spilling his fuel.

Cited for negligently puncturing his fuel tank against the angled ramp, Doe contested the preventable-accident warning letter from his safety director.  e case was turned over to the National Safety Council’s Accident Review Board, which ruled in Doe’s favor since he had made the trip up the dock safely and had taken every reasonable precaution while exiting.

Flatbed driver John Doe was backing his rig down a makeshift ramp after a delivery, but his fuel tank scrubbed against the ramp’s sharp angle and was damaged. Was this a preventable accident?

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