Commercial Carrier Journal 1020 by Richard Street

OCTOBER 2020

WHAT DRIVERS WANT

READY FOR A NEW TRUCK?

Know when it’s time to trade page 49

Pandemic aids morale, but pay, respect both remain in demand

DIESEL FUEL CONDITIONERS Prepare for winter’s chill page 29

TELEMATICS FOR ELECTRIC TRUCKS How to keep tabs on your e-ﬂeet page 40

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

REFRIGERATED TRAILER ROUNDUP New models for your cool hauls page 55

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OCTOBER 2020 | VOL 177 | NO. 10

COVER STORY

What drivers want

After a wildly successful 2018 by almost every meaningful metric, last year was still a good year for trucking. But despite trends that indicate most drivers made a little more money in 2019, the results of a survey conducted by CCJ this summer indicate drivers don’t feel remarkably different about their jobs than they did three years earlier.

Cover design by Richard Street

FEATURES

Time for a new truck?

To maximize profit and productivity, fleet executives and maintenance managers alike should know when it is time to trade in a truck and maximize their total cost of ownership.

Trailer Focus: Refrigerated

Trailer manufacturers are offering improved insulation and heat isolation on their refrigerated products, resulting in lower TRU operating costs and greater savings for carriers.

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS 6 News Feedback sought for pilot on shorter 14-hour clock pauses … Comments being taken on broker transparency petition … Court deciding if O-Os can work in California ... Suit seeks to halt hours reforms ... FMCSA ramps up offsite reviews ... Nikola chairman resigns amid allegations ... ATA sues ocean carriers over alleged Shipping Act violations … Trial would let 18-to-20-year-olds drive

‘Cost-prohibitive, infeasible, unenforceable and illegal’

The California Air Resources Board proposed its Low NOx Heavy-Duty Omnibus Regulations, despite outcries from industry critics that claim the set of rules are too costly and illegal and that there’s no evidence that they actually will improve air quality.

JOURNAL

interstate … Railroad groups petition for hours waivers … Roadrunner sells truckload subsidiaries, now LTL-only … Cargo theft up during Q2 COVID-19 slowdown … Shippers, carriers use short-term contracts in volatile market … Study: Safety systems result in fewer crashes

10 InBrief

Innovators: Variant

The Atlanta-based U.S. Xpress subsidiary sees reduced driver turnover and an uptick in freight efficiency due to its proprietary route planning program.

16 InFocus: Drug testing COMMERCIAL CARRIER JOURNAL

| OCTOBER 2020 1

DEPARTMENTS

ccjdigital.com

technology

30 31 32 18 19 20 20

Consolidating lubes can save costs, simplify shop

DTNA emerges from pandemic with eyes on the e-future

Could tech-based insurance help with liability costs? Teletrac Navman touts AI-based real-time predictive telematics Trimble paving the way to a connected supply chain Trimble consultant talks fleet profitability metrics, KPIs

Navistar facility to focus on electric trucks

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

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

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Corporate

NACFE tabs top e-truck regions Western Star debuts new truck

Cooltrax Temp Tracker designed for all fleets

34 Omnitracs acquires SmartDrive 34 InBrief 36 DPL Telematics launches

AssetView Max Tracking System

McLeod helps users boost online setup

26 Test Drive:

29 InFocus:

40 InFocus:

Ford Transit

Fuel conditioners

Stay Metrics adds driver insights, workflow tools to Client Portal

Chairman Emeritus: Mike Reilly President/CEO: Brent Reilly Executive Vice President and General Manager, Equipment: Prescott Shibles Senior Vice President and General Manager, Recruiting: Scott Miller Executive Vice President, Internal Consulting Services: Nick Reid Senior Vice President, Audience: Linda Longton Senior Vice President, Acquisitions and Business Development: Robert Lake Senior Vice President, Marketing: Julie Arsenault

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Electric vehicle telematics

ALSO IN THIS ISSUE

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

64 Preventable or Not? Straight truck driver John Doe was traveling the speed limit in the right lane of a divided four-lane parkway when a speeding dump truck started to pass and began weaving, causing Doe to scrape against a tree. Was this a preventable accident?

58 Products Disinfectant, tires, blow gun kit, more COMMERCIAL CARRIER JOURNAL

Editorial

Design & Production

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20 InBrief 22 Bollinger debuts electric 22 24

facebook.com/CCJMagazine @CCJnow

63 Ad Index | OCTOBER 2020

Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. For subscription information/ inquiries, please email commercialcarrierjournal@omeda.com. Customer service: 1-800517-4979. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2029, Tuscaloosa, AL 35403. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by Randall-Reilly Publishing Co. LLC on the representation that the advertiser and/or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright ÂŠ 2020, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

WHY CLEAN AIR REGULATIONS MATTER TO EVERY FLEET By Steve Klein, Renewable Energy Group

California's Low Carbon Fuel Standard (LCFS) is undoubtedly changing the trucking landscape, and as its influence spreads, so does its impact on fleets. If it were a country, California would have the fifth-largest economy in the world. That means it’s highly likely that you or your customers work with a California business somewhere along the supply chain, and even if that’s not the case, the state’s influence extends well beyond its borders. That’s why everyone along the fuel supply chain is looking for solutions to meet clean air regulations. California’s LCFS sets targets for reducing greenhouse gas emissions. It encourages the use of clean fuels by assigning a carbon intensity (CI) score to all fuels. The lower the CI score, the better the fuel is for the environment. With their low CI scores and ease of use, biodiesel and renewable diesel have become two of the most popular fuels to meet LCFS requirements.

And at a time when renewable diesel demand is much higher than supply, this innovative blend can help fleets stretch their supplies while still running on a 100% renewable fuel.

THE TIME IS NOW As clean air regulations become more widespread, they get harder to ignore. Oregon and British Columbia have them. Washington, Colorado and some northeastern states are considering them. And your state — or customers with their own sustainability targets — may not be far behind. It’s time to make a move toward a cleaner fuel solution. Renewable diesel and biodiesel are proven to be exactly that — and together they’re even better. Meet regulations and your customers’ demands today with a fuel that was created for tomorrow.

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A NEW WAY TO GET THERE One of the newest ways to reduce emissions and meet standards like the LCFS is to utilize a blend of renewable diesel and biodiesel. This blend offers the best characteristics of each fuel, including significantly lower emissions. Renewable Energy Group offers a blend called REG Ultra Clean®. It is one of the lowest-carbon liquid fuels on the market and compared with ULSD: Reduces total hydrocarbons by more than 20% Reduces particulate matter by more than 40% Reduces carbon monoxide by more than 25% Reduces nitrogen oxides (NOx) by 10% Its benefits extend beyond emissions. REG Ultra Clean is a drop-in solution that doesn’t require any major infrastructure or equipment changes. It also provides high Cetane, added lubricity, lower aromatics, low sulfur content and a low Cloud Point.

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UPFRONT

Demand for diesel techs grows as program enrollment dips BY JASON CANNON

re-COVID pandemic, the economy was booming, and unemployment was at near-record lows. That now feels like a lifetime ago. But not every industry looks back at those days through rose-colored safety glasses. According to data compiled by the TechForce Foundation, the number of students who completed a certified diesel program totaled 12,112 in 2018, reversing the annual upward trend in the number of program graduates that dates back to 2012. Greg Settle, director of national initiatives for TechForce and the report’s author, tied the drop in program completions to a “gut feeling that it has to do with the very low unemployment rate we had been seeing pre-COVID when this data was collected. Traditionally, when unemployment is low, young men and women don’t think as seriously about school, because they can get entry-level jobs easily.” Ken Calhoun, fleet optimization manager for Altec Industries, said the news was disappointing but not surprising. “Where I am plugged in, we are struggling to gain enrollment,” he said. TechForce estimated that while 170,000 diesel technicians will be needed industrywide between 2020 and 2024, the post-secondary system is on pace to produce less than 50,000 assuming the rate of completion continues to fall at about 5% annually. Calhoun, a member of the Technology and Maintenance

Marketing the benefits of a diesel technician career has been a struggle despite the efforts of trucking and trade education stakeholders.

Council’s board of directors and the organization’s immediate past chairman, said that marketing the benefits of a career in the field has been, to-date, a struggle despite the many efforts of trucking and trade education stakeholders. “There is much work to be done in terms of image, updating of schools, streamlining of onboarding by employers, matching expectations to reality — the list is seemingly endless,” he said. “As industry, education and state government, we collectively have failed. The good news is that education and state government are ready to change. It is up to industry to finally come to the table in a meaningful way and show the other parties the direction of travel. We cannot simply leave them to guess at our needs.” The number of diesel technicians employed from 2010 to 2018 climbed an average of 2.23% annually, and driven by a stronger-than-expected economy, employment growth in the diesel sector outperformed both the automotive and collision sectors over the period.

“Diesel had enjoyed an advantage because they were paying higher wages to attract young men and women,” Settle said. “However, as entry-level wages went up for other jobs, I believe diesel lost the wage advantage that they previously held.” Also, diesel is the only sector among the three that forecasts demand for new positions attributed to growth (versus retirements and turnover) over the entire period through 2024. As the country continues to shake off the nonmedical effects of COVID, there is hope that the technician labor force can ride the wave of recovery. Settle said there are indications of increased interest in technical program enrollments, as many of those jobs were deemed essential during pandemicspurred shutdowns. “The current high unemployment numbers and the fact that we are essential may in fact be the silver lining,” Calhoun agreed. “But we have to deliver that message in a loud and consistent manner.”

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

commercial carrier journal

| october 2020

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Feedback sought for pilot on shorter 14-hour clock pauses

he Federal Motor Carrier Safety Administration is seeking public comment on a pilot program to allow additional hours of service regulatory relief by allowing participating drivers to pause their on-duty driving period with one off-duty period lasting up to three hours. The split-sleeper-berth changes of the new hours rule cover off-duty periods of at least two hours only. The latest public comment period looks for feedback on off-duty breaks of as few as 30 minutes — and not more than three hours — to be allowed to pause the 14-hour on-duty window as long as the driver takes 10 hours off duty at the end of the work shift, thus outside split-sleeper-berth cycles.

Participation in the pilot program, proposed to operate for three years or less, would be limited to a certain number of commercial driver’s license holders who meet specified criteria. The agency’s goal is to gather statistically reliable evidence to analyze the safety and feasibility of such a modification to the hours of service. Information FMCSA is requesting during the comment period includes but is not limited to: • Are the data collection efforts proposed for carriers and drivers so burdensome as to discourage participation? • Should team drivers be allowed to participate?

FMCSA’s latest public comment period looks for feedback on off-duty breaks of as few as 30 minutes and not more than three hours.

• What additional factors – such as gender, geographic location, age, operating types or driver experience – should be considered when selecting participants? • Is the estimated sample size of 200 to 400 drivers sufficient to gain statistically significant findings over a period of up to three years? To make and view comments, go to Regulations.gov and search Docket No. – CCJ Staff FMCSA-2020-0098.

Comments being taken on broker transparency petition

he Federal Motor Carrier Safety Administration is accepting public comments through Oct. 19 on a petition to increase broker transparency by requiring brokers to provide carriers with an electronic copy of transaction records within 48 hours of a load being completed. The petition from the Owner-Operator Independent Drivers Association also calls for FMCSA to prohibit brokers from including provisions in their contracts with carriers that waive carriers’ rights to access transaction records. OOIDA said in its petition, which it filed in May when rates were suffering from the COVID-19 pandemic, that it “believes the problem is that the regulations designed to provide transparency are routinely evaded by brokers or simply not enforced by FMCSA.” “While the current rules require brokers to keep transaction 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

| october 2020

OOIDA said some brokers will allow carriers to access records, but only at a broker’s office during normal business hours.

records and permit each party to a brokered transaction to review the records, many brokers implement hurdles they know will prevent a carrier from ever seeing this information,” OOIDA said in the notice. The group said some brokers will allow carriers to access records, but only at a broker’s office during normal business hours, which OOIDA said “makes it virtually impossible” for carriers to see the records. FMCSA also is asking for public comments on whether a regulatory action is needed. To make or view comments, go to Regulations.gov and search Docket No. FMCSA-2020-0150. – CCJ Staff

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JOURNAL NEWS

Court deciding if O-Os can work in California

he California Trucking Association, backed by the American Trucking Associations and supported by a coalition of other trucking groups, on Sept. 1 argued in the federal 9th Circuit Court of Appeals – a court just one level below the U.S. Supreme Court – that motor carriers and owner-operators should remain exempt from California’s A.B. 5 law. The law, passed last fall by the California Legislature and subsequently signed by Gov. Gavin Newsom, sets limits on what types of workers can be classified as independent contractors, sweeping into that definition owneroperator truckers — both those leased to larger motor carriers and independent owner-operators who haul loads for other carriers. The law effectively makes it illegal for carriers to contract loads to owner-operator drivers working as independent contractors. Last January, a U.S. District Court issued an injunction that exempts carriers from A.B. 5 while CTA’s lawsuit against the law is adjudicated. On Sept. 1, a three-judge panel on the 9th Circuit heard oral arguments from CTA, represented by attorney Andrew Tauber of the D.C.-based firm Mayer Brown, as to why that preliminary injunction should remain in effect. The court also heard oral arguments from the state of California and the Teamsters Union, which is

fighting CTA’s case alongside California. “We’re pleased with how it went,” said attorney Bob Roginson, one of the lead attorneys representing CTA in the case and manager of the Los Angeles office of the national law firm Ogletree, Deakins, Nash, Smoak and Stewart. No matter which way the three-judge panel rules, the decision likely will be apThe court’s decision likely will have years-long pealed to be heard en banc, ramifications for carriers and independent contractor meaning that the losing side drivers who work in California. can request a rehearing by all 12 judges on the Ninth Circuit Administration Authorization Act appellate court. From there, the injuncexpressly prohibits states from enforcing tion decision could be appealed to the laws that interfere with “prices, routes U.S. Supreme Court. and services” of interstate motor carAfter a decision is reached about the temporary injunction, the actual lawsuit riers. California’s A.B. 5 does just that, CTA argues, and thus should not apply itself against A.B. 5 – in which CTA to trucking operations in the state. is seeking a permanent exemption for The law already has had major ramitrucking from the law’s restrictions – fications in the state, with fleets large will be heard by the U.S. District Court and small last year announcing a move in Southern California. From there, any away from using owner-operators based decision likely will be appealed to the in California or even contracting them same Ninth Circuit Court of Appeals to haul loads in the state. Landstar (CCJ that heard the injunction case Sept. 1 Top 250, No. 9) and Prime (No. 14) said and then, potentially, will be taken back in late 2019 they were cutting ties with to the U.S. Supreme Court. their California-based owner-operators. Roginson and other CTA attorneys – James Jaillet argue that the 1994 Federal Aviation

Advocacy groups sue to halt hours of service reforms

ith less than two weeks to go until a revised hours of service rule was set to take effect, several advocacy groups last month filed a lawsuit against the U.S. Department of Transportation seeking to derail the new regulations. It was unclear at press time whether the groups are seeking a short-term injunction to block the new regulations from taking effect or a 8

commercial carrier journal

longer-term ruling against them. On Sept. 16, the Advocates for Auto and Highway Safety announced it had joined the Teamsters Union, Citizens for Reliable and Safe Highways and Parents Against Tired Truckers in a lawsuit against the Federal Motor Carrier Safety Administration and the looming hours of service rule. The groups are being represented by

| october 2020

Public Citizen. The regulations, slated to take effect Sept. 29, are intended to give truck drivers greater flexibility in managing their on- and off-duty time. The groups suing argue the regulations are “not backed by sound science” and “will further exacerbate the already well-known threat of fatigue among commercial motor vehicle drivers.” – CCJ Staff

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‘It depends.’ Second verse.

hose of you who read my articles know my answer to almost every question I’m asked in my capacity as a lawyer is, “It depends.” The law is nuanced, and there are very few bright line rules. This became especially evident during a recent conversation with my wife. We were watching a segment on the news about Department of Homeland Security forces in the city of Portland. My wife asked me what seems to be a straightforward question. “Can the federal government use federal forces in cities?” I took a deep breath, slowly poured myself a drink, and then responded, “It depends.” In establishing the federal government with limited powers, the founding fathers did not include a general federal police power in the U.S. Constitution. That power is given to the states under the 10th Amendment. However, under certain situations, federal law gives the federal government the right to send in federal forces. Specifically, this can occur to: (i) protect federal property; (ii) ensure that federal law is upheld; and (iii) enforce federal court orders. It also allows the U.S. Department of Justice to monitor compliance with federal voting rights laws such as fraud and voter intimidation. Federal forces were used to intervene in the railroad strikes of 1877 and 1894. Federal forces were also used to enforce federal judge’s desegregation orders and to assist local police with riots following the assassination of Dr. Martin Luther King Jr. in 1968. This brings us back to the news and video my wife and I were watching. In this scenario, DHS said the use of federal forces were necessary to protect the federal courthouse. Not everyone liked this use of federal forces. The Oregon Attorney General filed a lawsuit to limit the federal forces’ activity, but this was denied by a federal judge. Several other lawsuits related to alleged unconstitutional activity by the forces remain. “But what about having federal forces at polling places during an election? President Trump suggested there would be strong federal presence at polling places in November. He said there would be sheriffs, law enforcement and hopefully U.S. Attorneys. What about that?”, she asked. That is a different matter. Through the elections clause, the U.S. Constitution grants the power to the States to determine the “time, place and manner” of federal elections. Even though Congress sets the date of federal elections, its other federal powers are limited. The DOJ can monitor compliance with federal voting laws and fraud and intimidation but that is about it. Federal law prohibits military or federal civil police from ordering “any troops of armed men at any place where a general or special election is held, unless such force is necessary to repel armed enemies of the United States.” Violation of this law carries a fine and up to five years in jail. In other words, the President can’t order federal troops of civil police to monitor polling locations. The states determine how, and if, polling places are monitored. Of course, state and local laws addressing this issue are all over the board. For example, Pennsylvania police are required to remain at least 100 feet from a polling place unless summoned. New York City, on the other hand, requires that at least one police officer be assigned to each polling location. These laws regulate the use of state or local law enforcement. Federal forces are not allowed (absent very limited circumstances). So, to summarize, the Executive Branch has no authority to order federal forces to provide security for beyond legal monitoring by the DOJ. Any violation of this would subject the official to federal and state criminal penalties. After I said this, my wife finished her glass of wine, looked me in the eye and said, “Remind me to quit asking you legal questions.”

JOURNAL NEWS

INBRIEF 10/20 • The American Transportation Research Institute launched its 2020 Top Industry Issues Survey, asking carriers and truck drivers to rank their respective top industry concerns along with potential strategies for addressing each issue. The results of the survey, now in its 16th year, will be released Oct. 27 as part of the American Trucking Associations Virtual Management Conference & Exhibition. Go to Research. net/r/2020-Top-Industry-Issues. • Truckers were issued 4,659 citations and 6,077 warnings for traffic violations during July’s Operation Safe Driver Week enforcement spree. Speeding was the most common violation with 2,339 citations and 3,423 warnings. The Commercial Vehicle Safety Alliance said other common violations included failure to wear a seatbelt, failure to obey a traffic control device, using a handheld phone/texting and improper lane change. • Waymo, a developer of self-driving trucks, in late August began operating its trucks on public roads around its Dallas base. The company has been mapping highways in New Mexico and Texas to prepare for its trucks, which are being tested along Interstates 10, 20 and 45. Waymo uses cameras, Lidar and radar to operate its trucks. • Ike, a developer of self-driving trucks, announced partnerships with Ryder, DHL and NFI to deploy trucks powered by its Level 4 autonomous technology. The three fleets have reserved Ike’s first 1,000 Class 8 automated on-highway trucks. Ike’s fleet customers will buy vehicles from OEM truck makers with its system of hardware and software already installed, then pay an annual subscription fee. • The American Moving and Storage Association joined the American Trucking Associations as two groups, the Moving & Storage Conference and the Moving & Storage Council. The conference will serve as the advocacy arm for moving and storage companies, while the council will serve as the training and education arm. • UPS (CCJ Top 250, No. 1) took delivery of the 50,000th dry van built by Stoughton Trailers in recognition of a 25-year collaboration between the two companies. • Green Bay, Wisconsin-based Schneider (CCJ Top 250, No. 7) joined Freightliner’s Customer Experience (CX) Fleet and is testing the truck maker’s all-electric Class 8 eCascadia to detect and address potential challenges to widespread use of commercial battery-electric vehicles. • St.-Laurent, Quebec-based TFI International Inc. (CCJ Top 250, No. 8) is acquiring APPS Transport Group, a Mississauga, Ontario-based less-than-truckload company that also provides truckload, warehousing, distribution and specialized operations throughout Canada from six Ontario-based facilities. • NFI (CCJ Top 250, No. 24), a Camden, New Jersey-based supply chain provider, completed its acquisition of CAI Logistics, the nonasset logistics division of CAI International. NFI said the acquisition expands its brokerage, intermodal and global freight forwarding capabilities throughout North America. • Black Horse Carriers (CCJ Top 250, No. 53) joined Penske Truck Leasing’s electric vehicle program, adding a battery-electric Freightliner eCascadia into its regular southern California operations to deliver to 78 grocery stores. The Carol Stream, Illinois-based carrier runs the truck six days a week, making four deliveries per day. • A&R Logistics (CCJ Top 250, No. 102), a Morris, Illinois-based provider of supply chain services for the chemical industry, acquired L.T. Harnett (LTH), a provider of bulk liquid transportation and logistics services to the chemical industry. A&R said LTH and its five terminals in Ohio, Indiana and Illinois expand its geographic coverage for liquid chemical services beyond Illinois and the Gulf of Mexico. • Anheuser-Busch is transitioning more than 180 trucks – about 30% of its dedicated fleets in Houston and St. Louis – to renewable natural gas as part of its goal to reduce carbon emissions across its value chain by 25% by 2025. The two fleets are expected to travel more than 8.5 million miles each year. • Republic Services, the second-largest recycling and solid waste provider in the United States, ordered a minimum 2,500 electrified refuse trucks from Nikola Corp. The order, expandable up to 5,000, is set to begin deliveries in 2023 with on-road testing set to begin in early 2022. The refuse trucks will carry up to 720kWh of energy storage.

commercial carrier journal

| october 2020

JOURNAL NEWS

FMCSA ramps up offsite reviews

everaging authority of a waiver issued as part of the federal government’s COVID-19 emergency declaration, the Federal Motor Carrier Safety Administration this year has ramped up its offsite compliance reviews of motor carriers’ records and safety practices. In addition, the agency has the power under pandemic regulatory guidance issued in May to use its offsite audits to issue safety ratings — Satisfactory, Conditional or Unsatisfactory. Previously, regulations required FMCSA to conduct an onsite compliance review to issue an Unsatisfactory rating. “It’s a new twist,” said Lesley Sachs, an attorney for the national transportation-focused law firm Taylor & Associates, based in Winter Haven, Florida. “Carriers need to pay attention. It’s something to take seriously. The opportunity presented itself with COVID, and FMCSA seized it.” According to data from its Motor Carrier Management Information System, the agency and its state Department of Transportation partners conducted 3,582 offsite compliance reviews through the end of July — nearly three times the number of offsite safety audits conducted in the full 2019 calendar year, 1,374. With those increased numbers has come an expansion in the scope of offsite reviews, said Brandon Wiseman, a partner for Scopelitis, Garvin, Light, Hansen & Feary. “Historically, offsite audits were almost always used for what are known as focused

RAPID RISE IN FMCSA’S OFF-SITE COMPLIANCE REVIEWS Number of off-site compliance audits conducted by FMCSA and states in each calendar year.

2016: 118

2018: 330

2019: 1,374 2020*: 3,582

Source: FMCSA’s Motor Carrier Management Information System

2017: 76

*through July 31

The total number of compliance audits conducted by FMCSA has kept pace with the prior four calendar years. However, the number of offsite audits has risen dramatically under COVID-19 and a corresponding waiver issued in May by the agency.

audits,” he said. Now, the agency is conducting comprehensive audits via the offsite process, he said, lending enforcers the ability to issue safety ratings from those remote reviews. Because of the expansion in scope of offsite audits, investigators are asking carriers to produce more records and documents than they typically would for an offsite review. Those records often must be turned in within a week, Sachs said. In the case of a safety rating downgrade to Conditional or Unsatisfactory, carriers then have the usual 60 days (or 45, in the case of hazmat haulers) to file a corrective action plan or an appeal with FMCSA. Sachs said she’s seen offsite audits take place quickly — all typically wrapping up within just two – James Jaillet weeks.

Nikola chairman steps down following SEC inquiry

ikola Motor Co. founder Trevor Milton last month announced that he would step down as executive chairman of his Phoenix-based hydrogen-electric company amid a firestorm of criticism sparked by a skeptical stock short-seller and a subsequent inquiry from the U.S. Securities and Exchange Commission. “The focus should be on the company and its world-changing mission, not me,” Milton said. Short-seller Hindenburg Research’s report called Nikola an “intricate fraud built on dozens of lies over the course of its founder and executive chairman Trevor Milton,” and claimed to have evidence detailing alleged false statements by Milton. 12

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Milton and Nikola derided the accusations, and the company noted that the opportunistic timing of its publication “shortly after announcement of Nikola’s partnership with General Motors Co. (GM), and the resulting positive share price reaction, was designed to provide a false impression to investors and to negatively manipulate the market in order to financially benefit short sellers, including Hindenburg itself.” Nikola’s strategic partnership with GM includes an ownership stake for the Detroit-based automotive company in exchange for Nikola’s use of GM-developed battery system and fuel cell technologies. Nikola also tasked GM with production

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of its forthcoming Badger pickup. Two days after the Nikola-GM announcement, Hindenburg released its report, Nikola: How to Parlay An Ocean of Lies Into a Partnership With the Largest Auto OEM in America, which accused Milton of turning “false statements made over the course of a decade into a ~$20 billion public company” and signing deals with some of the top automotive companies in the world, “all desperate to catch up to Tesla and to harness the EV wave.” Stephen Girsky, managing partner for VectoIQ LLC and former vice chairman for GM and a member of Nikola’s board, was appointed to fill Milton’s role as – Jason Cannon chairman.

JOURNAL NEWS

ATA sues ocean carriers over alleged Shipping Act violations

he American Trucking Associations last month filed a complaint with the Federal Maritime Commission against a number of foreign-owned ocean shipping lines, alleging they violated the Shipping Act by requiring carriers to use specific default chassis providers for merchant haulage movements and denying motor carriers the right to select the chassis provider. ATA’s Intermodal Motor Carrier Conference (IMCC) said “unjust and unreasonable conduct” resulted in trucking companies and their customers for intermodal chassis at ports being overcharged by as much as $1.8 billion over the last three years. “For more than a decade, these foreignowned companies have worked together to take advantage of hard-working American trucking companies,” said Bill Sullivan, executive vice president of advocacy for ATA. “By denying truckers choice of equipment providers at port and inland

locations, these unscrupulous companies have been forcing American truckers and American consumers to subsidize their costs. This must end, and after several attempts to come to a mutually beneficial resolution, we are now asking the FMC to resolve it.” IMCC filed the suit Aug. 17, alleging that the Ocean Carrier Equipment Management Association (OCEMA) and 11 ocean carriers “have denied trucking companies choice when leasing this essential equipment, forcing unjust and unreasonable prices upon trucking companies.” Ocean carriers named in the lawsuit include Consolidated Chassis Management, Cosco Shipping Lines, Evergreen Line Joint Service Agreement FMC No. 911982, Hapag-Lloyd AG, HMM Co., Maersk A/S, MSC Mediterranean Shipping Co. S.A., Ocean Network Express, Wan Hai Lines, Yang Ming Marine Transport Corp. and Zim Integrated Shipping Services. ATA said IMCC sent a cease-and-desist

ATA alleges that carriers have been required to use specific default chassis providers for merchant haulage movements.

letter to OCEMA in May but that the issues raised were not addressed. “By denying motor carriers their choice of chassis provider to haul goods in and out of ports, OCEMA’s overseas members have held U.S. motor carriers hostage and forced them to subsidize the shipping lines,” said Randy Guillot, ATA chairman and president for Triple G Express and Southeastern Motor Freight. “So far, OCEMA and its members have rejected all of our attempts to reach a fair and equitable arrangement, but we believe they’ll have less success ignoring the FMC.” In its complaint, IMCC outlined a number of ongoing violations of the Shipping Act and is seeking injunctive relief against OCEMA and the shipping – CCJ Staff lines.

Trial would let 18-to-20-year-olds drive interstate

he Federal Motor Carrier Safety Administration is taking the next step in potentially allowing 18-20-year-old truckers to drive across state lines. The agency published in the Federal Register a proposal for a new pilot program to allow 18-, 19and 20-year-old drivers to operate commercial vehicles in interstate commerce. FMCSA currently is conducting a pilot program that allows 18-20-year-olds with military driving experience to operate in interstate commerce. The agency last year collected industry feedback on potentially proposing a second pilot program for nonmilitary experienced drivers. The notice uses input from more than 1,000 comments from last year’s notice and asks for public feedback on the specifics of the pilot program. Eligible

drivers must fall into one of the following categories: 18-to-20-year-old CDL holders who take part in a 120-hour probationary period and a subsequent 280-hour probationary period under an apprenticeship program established by an employer; and 19- and 20-year-old drivers who have driven trucks in intrastate commerce for at least a year and 25,000 miles. For the first group, the 120-hour period would include 120 hours of on-duty time, with at least 80 hours of driving time. To complete this period, drivers must be competent in interstate, city traffic, rural two-lane and evening driving, safety awareness, speed and space management, lane control, mirror scanning, right and left turns, and logging and complying with hours of service.

The 280-hour probationary period would include 280 hours of on-duty time, with at least 160 hours of driving time. To complete this period, drivers must be competent in backing and maneuvering in close quarters, pre-trip inspections, fueling, weighing loads, weight distribution and sliding tandems, coupling and uncoupling procedures and trip planning, including truck routes, map reading, navigation and permits. Drivers participating in the program would not be allowed to operate vehicles hauling passengers, hazardous materials or special configurations such as doubles, triples or cargo tanks. To make and view comments, go to FederalRegister.gov and search document – CCJ Staff No. 2020-19977.

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JOURNAL NEWS

Railroad groups petition for hours waivers

he Association of American Railroads and American Short Line and Regional Railroad Association are petitioning for relief from certain hours of service provisions. In a waiver request submitted to the Federal Motor Carrier Safety Administration, the groups requested relief that would enable railroad employees subject to hours regulations to respond to unplanned events that occur outside of or extend beyond the employee’s normal work hours. The groups are petitioning for its drivers to be able to:

• Drive without first taking 10 consecutive hours off-duty. • Drive after the 14th hour after coming on duty. • Drive more than 11 hours during the 14-hour on-duty period. • Drive beyond eight hours following an off-duty period without a 30-minute break. • Drive after surpassing the 60- or 70hour weekly limits. The groups contend that the hours prohibitions “inhibit a railroad’s ability to respond expeditiously to certain types of emergency situations.”

The railroad groups say the hours regulations inhibit their “ability to respond expeditiously to certain types of emergency situations.”

To make and view comments, go to Regulations.gov and search Docket No. FMCSA-2020-0171-0002. – CCJ Staff

Roadrunner sells truckload subsidiaries, now LTL-only

n its yearlong effort to ward off financial insolvency, Roadrunner Transportation Systems (CCJ Top 250, No. 47) in August announced the selloff of three more of its truckload subsidiaries, leaving the company with its less-thantruckload operations. The Downers Grove, Illinois-based company also announced it had added Paul Svindland, chief executive officer for STG Logistics, to its board of directors. Svindland was CEO for Celadon when the Indianapolis-based company ceased operations last December.

Since last November, Roadrunner has sold off its truckload, intermodal, flatbed and warehousing businesses and its Stagecoach Cartage subsidiary. The August divestitures include Rich Logistics, Integrated Services and Roadrunner Temperature Controlled Holdings. For 2019, Roadrunner reported a net loss of $266 million. Its former chief financial officer is under investigation for allegedly altering the company’s financial statements. Frank Hurt, the company’s president, said Roadrunner now has “the

Since last November, Roadrunner has sold off its truckload, intermodal, flatbed and warehousing businesses and its Stagecoach Cartage subsidiary.

healthiest balance sheet in the com– CCJ Staff pany’s history.”

Cargo theft up during Q2 COVID-19 slowdown

argo theft activity increased during the second quarter at the height of the COVID-19 slowdown, according to cargo theft recording firm SensiGuard. The firm reported a year-over-year 56% increase in theft activity coupled with an 80% increase in value. SensiGuard recorded 227 cargo thefts in the second quarter, with 96 of them occurring in April. The average 14

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theft value was $219,364. Miscellaneous products was the most common category of stolen freight. For the first time since the third quarter of 2017, California was not the top state for cargo theft. Texas took the top spot in 2020’s second quarter, accounting for 24% of the nation’s thefts, followed by California, Illinois, Florida and Tennessee. Within these states, the most

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Cargo theft recording firm SensiGuard saw a significant year-over-year increase in theft activity in the second quarter.

prevalent locations for thefts were unsecured parking lots. – CCJ Staff

JOURNAL NEWS

Shippers, carriers use short-term contracts in volatile market

ith 2020’s tumultuous ride on the spot market showing little signs of slowing, shippers and carriers increasingly are leaning on short-term freight contract agreements as a bridge to calmer days and a return to the usual longer-term pacts. “Neither shippers nor carriers want to be locked in,” said Chris Caplice, an analyst for DAT and executive director of MIT’s Center for Transportation and Logistics. What Caplice referred to as “shorter mini-bids” aren’t new, “but they’re becoming more formalized,” he said. Instead of contracts of the usual nine or 12 months, shippers and carriers are entering into three- and six-month agreements. The reason is multifold. The mix of freight, and its geography, is dramatically different than was anticipated at the beginning of the year. “The big word for the last few months has been ‘imbalance,’ ” Caplice said. “Some industries cratered. Some lanes disappeared. Other lanes went up by three times. For both carriers and shippers, the network that is typically kind of balanced is now out of whack.” That has pushed an influx of freight to the spot market, causing rates there to surge in recent months. Contract rates, meanwhile, have been more stable. With

shippers, carriers and brokers all trying to manage the ongoing uncertainty and fluctuations in the market, shorter-term contracts allow parties to make agreements and be more nimble in adjusting those freight agreements as the market changes. Overall, total net freight volumes are roughly on par with last year, though it’s hard to pin down exactly, said Ken Adamo, chief of analytics for DAT. “Industrials are lagging so hard,” he said. “That’s such a big part of the domestic freight economy, it’s hard to outrun that.” But while industrials – such as inbound and outbound manufacturing loads – have stumbled, other freight sectors have picked up. Think March and April’s surge to restock grocers and, since then, the retail boom in areas such as furniture, appliances, home goods, exercise equipment and residential construction. “There have been some weird silver linings with the pandemic and how people have reacted,” Caplice said, referring to those targeted spikes in consumer spending. Goods producers and many food makers have had to find new suppliers to keep up with the unexpected surge in demand. What that means, Caplice said, “isn’t

Study: Safety systems result in fewer crashes

he Insurance Institute for Highway Safety reported the results of an analysis that showed substantially fewer rear-end crashes by vehicles equipped with automatic emergency braking (41% fewer) and forward-collision warning systems (44%). Those vehicles’ crash rates per vehicle miles traveled were compared with a control group that did not have the technologies installed. Compared to those without the technologies, 22% fewer crashes were experienced by trucks equipped with forward-collision warning and 12% fewer with AEB.

As this chart shows, dry van rates jumped 17 cents a mile on average from July to August. That builds on a 22-cent jump for van rates from June to July and a 17-cent jump from May to June. Reefer and flatbed rates saw similar climbs. Reefer rates are up on average 34 cents a mile since April, and flatbed rates are up 28 cents a mile since April.

just new suppliers, but all-new lanes” for freight to get where it’s needed. That’s also another contributor to the disruption of the normal: planned-for freight patterns that have been jolted this year. Some shippers have reported being at peak annual volumes for 16 straight weeks, Adamo said. A household-name food provider told Adamo that the restocking surge in the spring “felt like the grand opening of a grocery store every day” for about a month. Despite the entire market being turned upside down, and with a freight crash followed by a freight boom within a sixmonth span, “markets are functioning,” Adamo said. “We’re not hearing widespread reports of loads not moving due to capacity issues. Higher rates are bringing more capacity into the spot market. Everything is functioning as it should.” – James Jaillet IIHS’ analysis of safety technologies was conducted in collaboration with SmartDrive, a provider of video-monitoring technologies.

The analysis included trucks operated by 62 different carriers and covered some 2,000 crashes that occurred over more than 2 billion vehicle miles traveled during 2017-19. IIHS said its analysis excluded incidents that weren’t serious enough to result in injury or significant property damage. – CCJ Staff commercial carrier journal

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JOURNAL NEWS

in focus: DRUG TESTING

Regulatory limbo As larger carriers tout benefits of hair sample drug testing, reforms are a long way away BY JAMES JAILLET AND AARON HUFF

hough a band of the country’s largest for-hire motor carriers continue to promote the benefits of screening drivers for drug use via hair sample testing over a urine sample test, a rule from the U.S. Department of Transportation to allow carriers to perform hair sample tests in lieu of urine testing is still hung up in years-long regulatory limbo. That’s despite a congressional statute passed in 2015 requiring the Department of Health and Human Services (HHS) to expedite guidelines for hair sample drug tests specific to trucking — and despite what proponents say is a large body of evidence showing that hair sample testing is more accurate in detecting prior drug use and thus should be a federally accepted standard for drug-testing truck drivers. “We’re looking at sometime into 2021 before these guidelines would even possibly be finalized,” said Lane Kidd, director for the Trucking Alliance, a coalition of carriers that includes Schneider, U.S. Xpress, Maverick, Knight-Swift and others. “There’s no reason to wait that long.” The delay by federal agencies to enact the congressional mandates, which were set by the 2015 FAST Act, has hairtesting proponents such as the Trucking Alliance searching for legal alternatives that could allow fleets to drug-test drivers exclusively via hair sample. Kidd said that could mean another appeal to Congress or working with the Federal Motor Carrier Safety Administration. In the meantime, Kidd advocates for carriers having the ability to upload positive hair sample drug tests to FMCSA’s CDL Drug & Alcohol Clearinghouse so that other fleets have access to that information when hiring or performing annual queries. “That makes so much sense, I can’t see why anyone would oppose that,” he said. “It makes highways safer. It mitigates truck crashes, and it reduces drug-impaired driving.” HHS last month finally published the required guidelines, which Congress requested to be completed by December 16

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The Trucking Alliance, a group of large fleets, advocates for carriers having the ability to upload positive hair sample drug tests to FMCSA’s CDL Drug & Alcohol Clearinghouse.

2016. But even though those guidelines have been published in the Federal Register, they must go back through the same rulemaking process to become finalized. FMCSA then must take those finalized HHS guidelines and produce its own rulemaking to allow carriers to opt for hair tests over urine sample tests — a process that will include a proposed rule and a final rule, both of which must make their way through the rulemaking process. Schneider (CCJ Top 250, No. 7) started hair testing in 2008 with the idea that urine-based testing was underreporting drug abuse and since has tested more than 100,000 pre-employment applicants. Despite notifying applicants about the test beforehand, the Green Bay, Wisconsin-based company has seen between a 4% and 4.5% positive rate versus a less than 1% positive rate for urine. “If you’re serious about not having drug users on the road, hair testing is the way to go,” said Thomas DiSalvi, vice president of safety, driver training and compliance for Schneider National. Wilson Risinger, vice president of safety for KLLM (No. 42), said in a recent webinar that his company has seen a positive drug test rate 10 times higher with hair testing compared to urine. The Richland, Mississippi-based company began hair sample testing in March 2018, but it still must complete urine sample tests to comply with federal regulations. That’s costly and duplicative, especially for smaller and medium-sized fleets that may want to test drivers via hair but can’t afford to perform both a hair and urine test. Allowing

JOURNAL NEWS carriers to skip urine sample tests would remove those barri- It’s looking for somebody who’s been using it multiple times within that timeframe.” Maus said that out of 5,000 positive ers, he said. hair tests to-date, “only a handful” tested positive in urine. For the first year at KLLM, hair sample tests yielded a Maverick USA (No. 79) started hair testing in August 13.1% positive rate, and urine testing had a 2.52% positive 2012, said Dean Newell, vice president of safety and training. rate. In 2019, hair was 10.9% and urine 1.88%. This year, Through June of this year, the Little Rock, Arkansas-based the positive rate for hair has been 10.7%, while urine has company has seen 324 failed hair tests compared to 18 failed decreased to 1.07%. urine tests. Collectively, since March 2018, more than 900 driver apDespite disqualifying those drivers from his fleet, Newell plicants for KLLM who tested positive via a hair test cleared is frustrated at the possibility that anyone able to skate by on a urine test. a urine test that otherwise would have failed a hair test still “You are going to lose some drivers, but that is the objeccould be out on the highway, and he said the industry should tive,” Risinger said. “We were good with that. You have to raise its standard in an effort to remove drivers with a history train recruiting to not waste time and resources on a candiof drug abuse from the road. date you can’t qualify.” “The scary part is that 306 people that have failed with KLLM has seen a year-over-year improvement in producme are possibly driving with somebody else,” Newell said. tivity in terms of miles a driver has driven per week, month “I don’t think that’s acceptand quarter, Risinger said. able. My family is up and Likewise, the fleet has seen down the road. It’s critical a reduction in accidents and that we continue to look at lost-time injuries. “I can’t say this issue.” it’s all due to hair testing, but “It’s just the right thing to it is a portion of that,” he said. do — to get drivers who are Though hair sample testing using drugs out of the truck, used to be more expensive period, end of story,” added than urine tests, costs have Greg McQuagge, vice presicome down over the past two dent of safety for U.S. Xpress to three years, said Albert (No. 15). Berger, chief executive officer McQuagge has been for Confirm Biosciences, a shocked by the number drug testing provider that of drivers who are testing works with fleets on simplifypositive for cocaine and other ing the drug screening pro– Wilson Risinger, vice president of safety for KLLM hard drugs. His assumption cess. A key element promoted was that marijuana would test high because it is legalized in by the Trucking Alliance and its member fleets, Berger said, some states. is that hair tests provide a more accurate view of prior drug Since U.S. Xpress began hair testing in the latter part of use, as hair samples are more difficult to adulterate. 2018, it has seen a nine-times-greater positive test rate with With urine testing, “because of the window of detection, hair versus urine. About 50% of its hires used to come from someone could be using drugs, then stop using drugs, take CDL schools. The Chattanooga, Tennessee-based company a urine or oral fluid test [and test negative],” he said. “That’s started hair testing student drivers in the fourth quarter of not an option with hair. The window of detection goes back 2018 before rolling it out to the rest of the fleet. many months.” The hair test positive rate for student drivers initially was Werner (No. 11) has seen a positive test rate upwards higher than the fleet average. Overall, through July, the comof 10 times greater with hair testing than with urine, and pany has seen a 0.9% positive rate for urine and an 8.55% along with those results comes the type of drug abuse that positive rate for hair tests. is being uncovered. Jamie Maus, vice president of safety and During the recruiting process, “as soon as you tell [drivers] compliance, said cocaine was the top trigger for the Omaha, you are doing a hair test, they will hang up the phone and Nebraska-based company’s positives in hair testing, with go to another company who is not performing a hair test,” marijuana well down the list. McQuagge said. “It is one of the best things we’ve ever done.” “We’re looking for habitual drug offenders,” she said. — Jason Cannon contributed to this report. “One time of use would not be picked up [in hair testing].

“You are going to lose some drivers, but that is the objective. We were good with that. You have to train recruiting to not waste time and resources on a candidate you can’t qualify.”

commercial carrier journal

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PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

Easy greasing Consolidating lubes can save costs, simplify shop

here are a lot of lubrication points on a truck and trailer, leading many fleets to carry multiple greases to meet the various requirements of each component. However, many experts agree that fleets often stock too many greases when fewer multipurpose lubes can accomplish the same job for less expense. “I can’t tell you how many times I’ve seen that fleets may have three or four different greases that they’re using on the same piece of equipment,” said Paul Cigala, commercial vehicle lubricants applications engineer for Exxon Mobil. “Chassis grease, fifth-wheel grease, whatever they’re using on the trailer — a lot of that can be combined.” Cigala said that while there can be reasons that a specific grease is required for a given component, there’s usually an opportunity for at least some consolidation. “One for the underchassis, one for the fifth wheel, and one for the trailer axle hubs, which is actually a semi-fluid grease,” added Jami Melani, field engineering/heavy-duty technical services manager for BP/Castrol. “Actually, you

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commercial carrier journal

Consolidating greases can not only save money but also simplify matters for technicians.

can probably do it very effectively with no more than three greases.” An ASTM D 4950 GC-LB grease can be used on the chassis and wheel bearings that don’t call for doubleaught grease, said Stede Granger, OEM technical services manager for Shell Lubricants. “Could there be a better grease for some of the items? Yes,” Granger said, noting it could even be used on the fifth wheel, although it would require more frequent grease intervals compared to a standard fifth-wheel grease. “But if you’ve got to go with one grease, [an ASTM D 4950 GC-LB grease] does it all.” Greases approved for the NLGI Certification Mark GC-LB include a variety of test performance requirements, including wear protection and operating temperature range. Consolidating greases can not only

| october 2020

save money but also simplify matters for technicians. “Everybody wants to have it as easy as possible,” Cigala said. “One less thing that they have to worry about: ‘This piece takes the blue grease, and this piece takes the red grease.’ ” Grease color often tends to follow popular trends within the industry, as bright blue grease once was popular among technicians and industry professionals. However, Darryl Purificati, OEM technical liaison for Petro-Canada Lubricants, said the colors typically are related only to the dye used by the individual brands, which helps provide brand recognition and marketing and doesn’t have an impact on the performance of the grease itself. “The more important grease characteristics are thickener type, NLGI Grade Consistency, base oil viscosity, extremepressure anti-wear protection, water

washout resistance and operating temperature range,” said Dan Holdmeyer, industrial and coolants brand manager for Chevron Lubricants. “Most onhighway fleets utilize lithium complex thickened grease, and thus staying with that will help with the compatibility of the greases used.” NLGI Grade 2 greases generally are used except where a centralized greasing system is employed, where a softer-grade grease is recommended to enable better pumpability. The trailer axles will use a semifluid grease. “It’s vital to have the correct grease in the right grease point in the correct amount at the right time,” Purificati said. “Each truck has its own unique requirements, which means that a ‘one grease fits all’ philosophy is often not possible.” Melani suggested fleets interested in consolidating grease types speak to their lubricant provider’s technical support. “They will be able to share their insight into how you can safely reduce the number of greases in your workshop without compromising the protection of your hardware to help keep your fleet on the road and prevent unplanned downtime,” Purificati said. Holdmeyer recommended that when making a change from one grease to another, first check for compatibility between the greases, and then monitor performance for the next couple of grease intervals to make sure the equipment is being protected. – Jason Cannon

Freightliner is adding six heavy-duty eCascadias and two medium-duty eM2 106 trucks to its Customer Experience Fleet.

DTNA emerges from pandemic with eyes on the electric future

fter enduring the same COVID-fueled upheaval as many of its customers, Daimler Trucks North America (DTNA) is on the road to recovery. In an online media roundup in late August, Roger Nielsen, president and chief executive officer for DTNA, said 2020 has been a “tough year” but that the company is back to building trucks at pre-pandemic levels. Nielsen said that at the height of the pandemic in April, there were nearly 15,000 DTNA employees on furlough. However, he said those employees are back at work assembling trucks and that the company already has started taking orders for 2021 builds. Nielsen expects the North American heavy truck market to reach 310,000 vehicles this year, driven by replacement demand of fleet trucks purchased during a strong 2015 buying cycle. While assembly line employees focus on getting current-generation models to customers, DTNA has turned much of its future attention to electrification. DTNA’s 30-truck Innovation Fleet of battery-electric vehicles (BEVs) has logged more than 300,000 miles this year, and Nielsen said Daimler now has about 1.6 million miles of BEVs driving globally. Via its Innovation Fleet, DTNA provides customers with support in establishing an electric infrastructure and in exchange uses

the carriers’ feedback to refine the trucks’ performance and the driver experience. Nielsen said DTNA is working with customers on how to replicate engine brake activation while the BEV is in cruise control. “Do they want the truck to coast to 63 mph before the regenerative brake kicks in [if cruise is set at 60 mph], or would they rather the truck go downhill at 60 mph and use the energy they get by it kicking in early to recharge the battery?” he asked. Nielsen said that while the Innovation Fleet is among Freightliner’s earliest BEV adopters, he and DTNA already have their collective eyes on the future. Freightliner earlier this year announced it would add six heavy-duty eCascadias and two medium-duty eM2 106 trucks to its Customer Experience Fleet. DTNA’s electric truck initiative already is more mature than the public charging infrastructure required to support it. To-date, DTNA has helped place about 60 chargers with 7 megawatts of power and another 150 on deck with about 20 megawatts of power. “I would say the public charging infrastructure isn’t to the point to where you could rely on it to supply your fleet with energy on irregular routes,” said Nielsen, who added that DTNA has used passenger car chargers when available to pack more range into the onboard batteries. – Jason Cannon commercial carrier journal

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INBRIEF • Traton, Volkswagen’s global truck unit, increased its offer to buy Navistar International Corp. from $35 a share in cash to $43. Traton already owns 17% of Navistar International through a deal that closed in 2017 when Volkswagen paid $256 million. • Navistar and Cummins extended their longterm agreement through the next two emissions cycles, with Cummins being selected as Navistar’s preferred supplier of medium- and heavy-duty engines for International Trucks in the United States and Canada. • Daimler Trucks and Torc Robotics, an automated driving technology company and part of Daimler’s Autonomous Technology Group, announced plans to build a testing center in Albuquerque, New Mexico, for their highly automated trucks (SAE Level 4). The companies said the new location will support ongoing testing and provide data for more use cases of next-generation vehicles on public roads. • Daimler Trucks North America (DTNA) selected FleetNet America, a supplier of roadside assistance programs and technologies, to provide emergency roadside assistance services – including towing and recovery, mobile truck repair, tire repair and more – for both Freightliner and Western Star customers. DTNA also launched an online Best Practice Library to provide a centralized warehouse of standardized best practices for service, parts and truck sales for its Elite Support-certified dealer network. • Pony.ai, a developer of self-driving technologies, announced an agreement with Bosch, a supplier of technologies and services, to develop and pilot fleet maintenance strategies and offerings to enable the efficient and scalable operation of future autonomous fleets. • Hendrickson acquired the Motor Wheel Brake Drum and Crewson slack adjuster business segments from Stemco and parent company EnPro Industries. Both will operate as divisions of Hendrickson Truck Commercial Vehicle Systems, which will keep the Motor Wheel and Crewson product names. • Polygon Co., a producer of composite tubing, bearings and pneumatic cylinders, announced that Fontaine Fifth Wheel is spec’ing its composite housings for pneumatic cylinders in fifth-wheel coupling assemblies.

commercial carrier journal

Navistar facility to focus on electric trucks

new Navistar facility in Rochester Hills, Michigan, will house the company’s Next eMobility Solutions business unit and will include the unit’s design, engineering and analysis of all of Navistar’s electric vehicles and batteries, the company announced. Navistar launched Next in October 2019 to focus on electrification of its trucks and buses. The new 19,000-square-foot facility will employ Navistar launched Next in October 2019 to focus on about 50 people focused on electric-specific electrification of its trucks engineering roles covering areas such as highand buses. voltage systems, batteries, power electronics, electric vehicle charging infrastructure, electric vehicle hardware and software integration. Navistar’s plan is to move into the facility over the next several months. The employees currently are based at the company’s corporate headquarters in Lisle, Illinois. Navistar also announced its membership in CharIN E.V., a global group of industrial and automotive companies focused on the adoption of electric vehicles through the development, promotion and implementation of the Combined Charging System as the global standard for charging battery-powered electric vehicles. The OEM previously participated in the program but was not a member. “Navistar is proud to officially join CharIN and to continue working with the companies within it to set the industry standard for electric vehicles moving forward,” said Bob Walsh, Navistar’s vice president of emerging technology, strategy and planning. “We look forward to participating in important discussions and providing our unique perspective within the electric space to help set a standard that is necessary for electric vehicle adoption.” – CCJ Staff

Hyliion-powered trucks available through Idealease

lectric powertrain provider Hyliion has partnered with Idealease to offer its hybrid-diesel-powered Class 8 trucks for a short-term lease as a means to test the technology. The International As part of a national tour through the end of the LT Series test units year, Idealease customers can operate an International are equipped with Hyliion’s hybrid-diesel LT Series test unit equipped with Hyliion’s hybridpowertrain and Dana’s diesel retrofit powertrain engineered to be installed on S23-175 drive axle and most major Class 8 vehicles to reduce fuel consumpSPL driveline. tion and cut emissions. The International LT Series test units also are equipped with Dana’s S23-175 drive axle and SPL driveline, as well as a Hyliion auxiliary power unit. Dana and Hyliion partnered earlier this year to integrate their electric-based technologies for Class 8 trucks. – CCJ Staff

| october 2020

INBRIEF

Bollinger debuts electric delivery van

• Continental, a manufacturer and distributor of rubber products for a variety of applications, plans to invest more than $4 million to grow its ContiTech Noise Vibration Control business unit in DeKalb County, Indiana. The company will renovate and equip a 100,000-square-foot building that will accommodate the consolidation of existing technical centers in Canada and Michigan. Continental plans to be fully moved into the facility by the end of 2024. • Michelin introduced its Maestro digital cloud-based platform designed to create a stronger, more effective working relationship with service providers and fleets, with easy-to-use scheduling and real-time communications features to help maximize productivity for servicing vehicles and planning for future events, increasing visibility and transparency by taking the guesswork out of service event management.

ollinger Motors in late August unveiled its Deliver-E all-electric commercial delivery van, a concept that leverages the engineering, technology and components used in its current all-electric prototype lineup that includes the B1 SUV, B2 pickup and B2 chassis cab. The front-wheel-drive all-electric platform will be engineered to fit Classes 2B, 3, 4 and 5, where Robert Bollinger, chief execuBollinger Motors’ Deliver-E alltive officer, expects the vehicles to offer a electric commercial delivery van “significantly lower” cost of ownership versus features a low-load floor height of 18 inches and a high-strength steel conventional gas and diesel vehicles. frame. Deliver-E uses the same major components – including motors, the battery, inverters and gearboxes – as the rest of Bollinger’s vehicles. Various battery packs will be available, including 70, 105, 140, 175 and 210 kWh. Bollinger said the company would begin producing Deliver-E vans with various – Tom Quimby wheelbase lengths in the United States in 2022.

• Peterbilt’s Model 220EV now is available for order, with deliveries expected to start by yearend. The all-electric truck has a range of up to 200 miles and can recharge in one to two hours, making it suitable for local and regional operations. • Kenworth’s K270E Class 6 and K370E Class 7 trucks now are available for order. The zero-emissions electric powertrain is available with high-density DC fast-charging battery packs of 141kWh and 282kWh that provide a 100- and 200mile range, respectively. • Peterbilt now offers an introductory sixyear lease for its Model 220EV through PacLease that features a lower monthly payment for the first year and transitions to a regular payment for the remainder of the lease. The offer can be used in conjunction with regional and state grants that are available for battery-electric vehicles. • Kenworth added more options for its Class 6 T270 and Class 7 T370 medium-duty conventional trucks. A roll-back flatbed now can be used with the company’s AG210L, a 21,000-pound-rated single-axle two-bag rear air suspension with a trailing arm. Both trucks also now are available with Bendix’s side object detection system and CX’s chrome round convex mirrors that provide an enhanced side view to help eliminate blind spots.

commercial carrier journal

Batteries exist to support driving distances for regional-haul trucking, making charging infrastructure less complex to deploy, NACFE found.

NACFE tabs top e-truck regions

report released in late August by the North American Council for Freight Efficiency (NACFE) and Rocky Mountain Institute (RMI) identified five U.S. regions that have key enabling traits that give them the best chance in expanding electric commercial trucking and therefore reducing the region’s greenhouse gas (GHG) emissions. The top regions shared traits that include mild weather, access to necessary technology, a need to improve air quality and already existing large quantities of freight: Northern and Southern California, the Texas Triangle, Cascadia, the Rocky Mountain Front Range and the Northeast. NACFE said regional-haul trucking with routes of less than 300 miles per day allows drivers to return their trucks to a base at night. Batteries exist to support this driving distance, making charging infrastructure less complex to deploy. “We are confident that there will be a significant early wave of electric tractors in regional haul,” said Mike Roeth, executive director for NACFE. “For success, they need to be deployed in the regions where they will be most successful. This comprehensive framework is a strong start.” – CCJ Staff

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Western Star debuts next-gen vocational 49X BY JASON CANNON

estern Star last month introduced its next-generation vocational truck, the 49X. The truck features a clean sheet design and is built from the ground up to make upfitting easier. The 49X also features a lighter-weight chassis and cab and debuts a new DT 12 transmission. “A vocational truck is a tool for a job,” said David Carson, Daimler Trucks North America senior vice president, vocational segment. “We’ve completely rethought the foundation of the 49X to make it easier to upfit, deliver greater durability, return greater payload and improve productivity at the jobsite.” The 49X has been tested in some of the most grueling applications where it could be deployed, such as the oilfields of west Texas, plowing operations in New Hampshire and logging operations of British Columbia, Carson said. “We developed the 49X with the input of those customers, and then tested it where they work to ensure it’s ready for the toughest environments,” he said. Chassis. The 49X tips the scales about 350 pounds lighter than the current 4900 thanks in part to its single-channel frame rail. For added strength, cchannel frame reinforcements also are

Door opening angles of 70 degrees, five handholds and step treads widened by half an inch and constructed as a staircase help facilitate safer entry and exit from the cab. The steps start closer to the ground and use a volcano tread for confident footholds with high traction and added toe clearance, while mud, dirt and debris pass through.

commercial carrier journal

Western Star’s 49X vocational truck is available for order this winter, with initial deliveries expected to begin in early 2021.

available with RBMs up to 5.4 million. Multiple parent rail front frame extension options are available for applications requiring front-mounted equipment such as a plow. Cab. Western Star designed its Xseries cab – the company said development work on the steel-reinforced aluminum cab was the most extensive in its history – specifically for vocational applications, deploying advanced topology optimization to ensure rigidity and strength and determining where additional material was needed. The cab – the largest in its segment, offering 10%-13% more space than competitors – was safety-tested in multiple cab crush tests to ensure integrity in the event of a rollover, and full-vehicle shaker tests replicated 800,000 miles of

Added visibility comes from a sloped hood enabled by splayed frame rails, a lowered engine position and underhood engine air filtration, a 28% larger single-piece roped-in windshield and an optional three-piece rear window that is 77% larger versus the 4900.

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use to test the cab mount system that uses outboard mounted vocational cab isolators for optimal stability and reduced fatigue to both the operator and the cab. Upfit. Clear back-of-cab packaging allows for easier upfit with features that include forward-mounted DEF tanks, a standard in-cab battery box, multiple air tank mounting locations, an air dryer mounted under hood (SBA) or under cab (SFA), optimized fuel tank sizes, a compact Detroit aftertreatment system and functional dual vertical exhaust stacks. Transmission. The new Detroit DT12 Vocational automated manual transmission series is available as either the DT12-V or the DT12-VX. Rated up to a GCWR of 330,000 pounds, the transmissions can be mated to either the Detroit DD15 Gen 5 engine or the Detroit DD16. Both transmissions include side PTO capabilities for added flexibility, as well as unique work application modes and shift map strategies for all types of terrain. A Under the hood, the 49X will debut the Detroit DT12 Vocational automated manual transmission series.

Interior. All 49X models come with a standard interior with upscale appointments, including metal accent. An optional premium trim package introduces richly crafted materials, including woodgrain and diamond-stitched seating. All models feature a A dual-stage LED headlight system features wrap-around dash that puts an internally printed heat grid and ambient The 49X features the Detroit Assurance the command center and air temperature sensor that can melt three suite of safety systems – the most advanced b-panel in the driver’s line millimeters of ice in less than 10 minutes collision mitigation system in the vocational at -40 degrees Fahrenheit or burn through of sight. On the b-panel, a segment – including Side Guard Assist (SGA), condensation in warm, humid environments. Active Brake Assist 5 (ABA5), Tailgate Warning, flex panel houses tablet prep Combined with a 45-degree light pattern, the Adaptive Cruise Control (ACC) to 0 mph, Lane or can be configured for an headlight system provides uniform long and Departure Warning, Video Capture, Intelligent wide illumination. additional 12 switches or 10 High-Beam and Automatic Wipers/Headlamps. gauges. Along with a QuickFit Rock-Free Mode allows the 49X to free Dash Access designed for seamless Hood Suspension system that behaves itself from wheel-stuck situations, an similarly to a typical coil-over shock telematics or other device integration, Off-Road Mode enables smooth driving suspension with spring and damper. The equipment control and device access is on extreme terrain such as logging roads within easy reach. system isolates, absorbs and dissipates and rock quarries, and Power Launch Hood. A high-strength lightweight vibrations from the chassis when driving provides powerful takeoffs while protect- molded composite for impact resistance over uneven terrain to protect the hood ing the clutch and driveline. and durability uses a patented ISO Tech from damage and cracking. CCJ AutoDeck 2020 Ad.pdf 1 9/1/20 8:59 AM

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TEST DRIVE:2020 FORD TRANSIT 250 CARGO VAN

8 feet tall, comfortable college haul BY JASON CANNON

hrinking lengths of haul and consumer shopping trends that continue to skew heavily toward e-commerce have prompted some carriers to trade tractors for lighter vehicles such as straight trucks and cargo vans. The smaller equipment comes with some pretty handy benefits, such as better urban maneuverability and fuel economy, and they don’t require a CDL to operate, which unlocks scores of potential driver candidates. The mid-roof Ford Transit 250 is a large vehicle but provides an uncommonly comfortable ride for a van that’s more than eight feet tall. I logged nearly 300 miles on an extended test in August, putting the van through the kind of paces found in an urban delivery setting: a mix of highway and rural roads, and in and out of business districts and backalley delivery lanes. Tech-savvy Since its introduction for the 2015 model year, Ford’s Transit commercial van has risen quickly through the ranks as a vocational and final-mile workhorse, and for 2020, it received its most tech-rich refresh to date, bringing the commercial model on par with its passenger car siblings. Ford went all-in on driver safety, making Pre-Collision Assist with automatic emergency braking and Pedestrian Detection, forward collision warning, postcollision braking, Lane-Keeping System 26

commercial carrier journal

John Ruppert, Ford’s general manager of commercial and government fleet sales, said the company has noted growth in general freight volumes over the last five years encompassing a wide range of vehicles, including significant growth in full-size cargo vans.

and auto high-beam headlamps standard on all models. Pre-Collision Assist warns of an impending impact and later intervenes to either take over emergency braking or support the driver with maximum braking. After impact, the system keeps the brakes engaged, preventing the van from rolling away and potentially causing another accident. Prior models featured lane departure warning, but for 2020, Ford went a step further with lane-keeping assist. Electric power steering enables the system to steer (or lightly nudge) the vehicle back into its lane, but the driver easily can override it with minimal manual input. The feature is standard but can be deactivated by drivers like me. Even though the system can center itself in the lane, the driver still is required to maintain contact with the wheel. The

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system gives a visual warning through the information display telling the driver to put their hands on the wheel before sounding an audible alert. I like to make a Man vs. Machine game out of keeping the vehicle so centered manually that the system thinks my hands are no longer on the wheel, and I hit a point where I was winning with regularity and got tired of hearing the alert, so I simply turned it off. Additional available features include Adaptive Cruise Control, front and rear split-view camera, adjustable speed limiting and Enhanced Active Park Assist to simplify maneuvering into parallel or reverse perpendicular parking spots. Ford debuted its web-based telematics software platform and subscription service in June, allowing commercial vehicle customers to monitor their fleet

The van and I helped move a friend’s son back to Mississippi State University. This child’s entire life fit in the back of the Transit and never came close to challenging the 357 cubic feet of cargo volume or the 3,460-pound payload capacity.

with GPS tracking and geofencing, get live vehicle health alerts, set reminders for vehicle service, analyze driver behavior and help manage fuel usage to

potentially reduce costs. As part of a Ford Telematics subscription, commercial customers also have access to Ford Telematics Drive, a mobile app that associates drivers with a given vehicle. The app is fairly intuitive and features a 25-point pre-trip inspection. Any issues flagged by the driver immediately take them to a DVIR where they can describe the problem and notate its severity. Fleet managers can monitor the report for faults or to ensure their drivers are performing prescribed checks. Lee Gross, global product owner for Ford Telematics, said the app is meant to be a companion for drivers that feeds information to the fleet manager. Future iterations likely would feature more twoway communications between the driver and the back office, he said. On the telematics side, the back office gets a full recap of the driver’s day, including their route, any incidents of

harsh braking or aggressive acceleration, speeding and an array of other driving habits that can impact insurance premiums. Management can set up alerts for when the vehicle enters and leaves a geofenced location, including a timestamp. The platform’s back end also shows idle time, enabling discussion with drivers who need a fuel economy tutorial. Transit also features an embedded FordPass Connect modem with a 4G LTE Wi-Fi hotspot and connectivity for up to 10 devices, perfect for those Zoom calls from the boss while you’re out on a run. Driver-focused Also new for 2020 is optional all-wheel drive (AWD). Ray Eyles, chief program engineer for Ford Transit North America, said the feature was driven by customer demand for better control in low-traction environments such as mud and snow. Going with AWD versus

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a 4X4 configuration allows fleet managers to take the decision away from the driver of when the 4X4 should and should not be engaged, because the AWD system is always on. “Working drivers are often not expert drivers,” Eyles said. “Employers are not employing CDL drivers. They are expecting them to jump into a van and do a job without formal or specialized training. The vehicle just has to get the job done.” In normal mode, the AWD system dynamically monitors and optimizes torque output with the capability of sending 100% of available torque to the front wheels to help prevent slipping, and by using the vehicle’s selectable drive modes, the driver can engage different modes – mud, ruts or slippery – at any speed to increase capability in challenging conditions. The single-speed transfer case also allowed Ford to power all the wheels without taking up a bunch of additional space or increasing the van’s 68-inch ride height (the same as rear-wheeldrive models), making ingress and egress easier. Vans equipped with the 3.5-liter EcoBoost engine, which mine was, get a larger grille for better cooling, and all Transit engines are mated to a Ford 10-speed transmission. This setup proved more than capable and really shined on a loaded 200-mile-plus run from my hometown to Starkville, Mississippi. The van and I helped move a friend’s son back to Mississippi State University. This child’s entire life fit in the back of the Transit and never came close to challenging the 357 cubic feet of cargo volume or the 3,460-pound payload capacity. A work van is as much a tool as it is a vehicle, but Ford with this model year unlocked a few more interior options for buyers wanting warmer and more 28

commercial carrier journal

Transit provides a lot of convenience, both for fleets looking to pack on more final-mile business and for drivers who don’t want to ride a liftgate up and down all day, bounce around the cab in a spring seat or hop in and out of a step-side van.

contemporary colors on more durable fabrics. The instrument panel is laid out across the vehicle’s width for better ergonomics, and A-pillar grab handles have been added to the driver’s side. The backup camera display has been removed from the rearview mirror and put into a standard 4-inch full-color multifunction display or an 8-inch slimline touchscreen, unless you spec out the screen entirely — a practice deployed by fleets that want the radio removed to decrease driver distraction. The rearview camera is mounted above the doors, making backing easier when the cargo doors are open. Final-mile frontier-capable Eyles said Ford has seen an uptick in e-commerce and delivery and has been working to tailor products toward the segment. The biggest shift in the market, he said, has been from low- to high-roof van configurations, as that switch alone tacks on an additional 200 cubic feet of cargo volume. John Ruppert, Ford’s general manager of commercial and government fleet sales, said the company has noted growth in general freight volumes over the last five years encompassing a wide range of vehicles, including significant growth in full-size cargo vans. “A major driver in the delivery and e-commerce space in recent years has been an evolution of hub-and-spoke

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distribution that is impacting all types of vehicles,” Ruppert said. “In this model, many businesses are using medium-duty trucks to do mid-mile deliveries, and then using vans to provide transportation from the distribution centers to retailers or end-user customers. At the same time, COVID has forced a lot of companies to evolve their business models to include new delivery strategies, both for survival and for long-term success. While we see growth in Classes 2-7 chassis cab and stripped chassis, cargo vans are growing the fastest right now, because the last-mile ecosystem is what’s really exploding.” Ruppert believes there’s an element of permanency to the growth in last-mile delivery as customers become more accustomed to having all these products and services delivered. “People like convenience,” he said. “Looking ahead, the last-mile and mid-mile delivery space is also a natural incubator for the evolution into autonomous vehicles, electrification and other advanced technology.” Transit provides a lot of convenience, both for fleets looking to pack on more final-mile business and for drivers who don’t want to ride a liftgate up and down all day, bounce around the cab in a spring seat or hop in and out of a stepside van. And it does so with a bluecollar elegance, finesse and comfort not often found in the pickup-and-delivery segment.

in focus: FUEL CONDITIONERS

As temperatures continue to drop, lumps of gelled paraffin can form larger chunks, restricting fuel flow, clogging filters and causing the Cold Filter Plug Point (CFPP).

Transition to cold-weather driving can wreak havoc on diesel’s flow BY JASON CANNON

inter’s approach brings a truck’s fueling system into a different focus. Fuel filters and water separators get routine checks year round, but as ambient temperatures begin to drop, the actual fuel in the tank requires more attention. When temperatures begin to fall, the quality of fuel plays a big factor in how quickly it begins to fall out of spec, said Eric Trimble, marketing manager for Lubrication Specialties Inc. Ultra-low-sulfur diesel No. 2 contains natural combustible paraffin wax molecules, which make up a portion of the fuel’s energy content. Colder weather can cause the paraffins to drop out of the fuel and gel together, causing the fuel to become cloudy, otherwise known as the Cloud Point. As temperatures continue to drop, lumps of gelled paraffin can form larger chunks, restricting fuel flow, clogging filters and causing the Cold Filter Plug Point (CFPP). Indicators of gelling include hard starts, loss of power and decreasing mpgs, Trimble said. Rob Howes II, executive vice president for Howes Products, said a quality preventive anti-gel additive works by modifying the shape and structure of the naturally present wax paraffins in diesel fuel, encapsulating them to prevent them from binding together when they inevitably fall out of the fuel at extreme cold temperatures, allowing the wax to pass through fuel filters despite having fallen out of solution. “This is why even treated diesel fuel will look cloudy at cold temperatures,” Howes said. “Even the additives themselves will have a cloudy appearance at cold enough temperatures. This is all part of the process.”

According to fuel supply and logistics provider Mansfield Energy, the difference between the Cloud Point and the CFPP varies depending on geography and fuel quality, but when treated properly with winter cold flow additives, the CFPP will be about 18 degrees below the Cloud Point. For example, if fuel is treated with additive and gets cloudy at 10 degrees, the filters will plug at -8 degrees. “The quality of diesel fuel varies from state to state,” Trimble said. “In fact, it can vary from station to station, which makes understanding exactly what type of fuel is running through your motor kind of difficult.” For carriers with planned routes that start in warmer climates but travel through colder areas, fuels can be substantially different in each region, Howes said. “In the colder climates, you will come across winter blends of fuel that are inherently better at handling the harsh temperatures, and they can range from better cuts of fuel to fuels that have small amounts of preventive additive in them already,” he said. However, the name “winter blend” can be misleading. “While the fuels may have some amount of treatment, it is almost guaranteed not to be enough to provide adequate protection from the cold,” he said. “They are, however, a much better starting point than what you will see in warmer-weather climates from the warmer-weather regions, so when used in conjunction with a quality preventive additive, you’re going to find you have some serious cold protection.” Trimble recommended a fuel filter change before temperatures fall precipitously and running a strong detergent

additive through the fuel system to remove any contaminants and moisture from the tank and lines. Finally, add a diesel anti-gel additive to lower the fuel’s CFPP and pour point. Pour point is when liquid loses its flow. Once diesel fuel gels, it has reached its pour point, and fuel cannot flow through the system. Jon Salter, director of shop operations for Pilot Flying J Truck Care, said an additive that will reliquefy gelled fuel and de-ice frozen fuel filters will be needed. “Quality emergency-use de-gelling additives work by chemically modifying the melting point of the wax paraffins and ice/water in the fuel, effectively thawing ice and melting wax,” Howes said. Trimble suggested that carriers look into fully formulated winter treatments that not only prevent gelling issues but also offer benefits such as increased fuel economy and power, less wear and better cold starts. “Many anti-gel additives available are just that — only an anti-gel,” he said. “Some fleets may only be concerned with gelling issues and opt for an ‘anti-gel only’ additive. However, these singlesolution additives do not always provide the best cold-weather operability. Users are encouraged to do their research and choose the best additive available to them in terms of cost and function.” Howes said a quality winter preventive additive will have additional benefits such as added lubricity and a detergent that keeps the fuel system and injectors clean, adding that it is important in colder-weather climates to add it when filling up.

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technology

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

Tech-based insurance Could it change the cost trajectory of trucking liability coverage? BY AARON HUFF

otor carriers have seen insurance premiums rise by double digits, but that doesn’t make commercial truck insurance a highly profitable business. On the contrary, commercial truck insurers have been exiting the market with loss ratios compounding from rising crash rates, delays in first-notice-of-loss reporting, protracted claim settlements and skyrocketing litigation costs. The Federal Motor Carrier Safety Administration estimated that fleet transportation accidents took more than 2,000 lives and caused $20 billion in financial losses in 2017 alone.

Insurtech comes to trucking The state of the insurance market for commercial vehicles has made it difficult for fleets to find cost-effective coverage that adds value beyond minimal liability protection. Motor carriers are “paying a ton of money for insurance and not getting any real value out of it from a lack of innovation,” said Chuck Wallace, co-founder and chief executive for High Definition Vehicle Insurance (HDVI). Technology and data are available to help address new risks and changing demands, but traditional insurance companies are not taking advantage of it, he said. Wallace co-founded HDVI in 2018 with Reid Spitz, a former venture capital investor in logistics and “insurtech,” a term used to describe technology innovations that are being used to squeeze out savings from the traditional insurance model. Before HDVI, Wallace in 1999 co-founded Esurance and

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october 2020

HDVI has created a Softwareas-a-Service product for commercial auto insurance with coverage that includes the full cost of telematics and safety technology.

survived the dot-com bubble before selling it to Allstate in 2011 for about $1 billion. HDVI has focused on rebuilding commercial truck insurance from the ground up and wrapping it in technology, he said. The company offers an insurance product to small and medium-sized fleets of between five and 150 trucks that comes with an integrated suite of hardware, software and services that fleets can use to manage their safety, compliance and operations. The product covers the full cost of electronic logging device (ELD), telematics and video safety products from companies such as Samsara, Keep Truckin, SmartDrive and Lytx, Wallace said. HDVI’s cloud-based software integrates with the third-party telematics systems to extract data and provide fleets with Software-as-a-Service and human support, he said. If a fleet already has a telematics or video-based safety system, HDVI can work with its current provider to integrate the data into its systems and cover the ongoing cost. The company determines insurance premiums on an annual basis, and fleets can qualify for monthly discounts based on their safety results, Wallace said. A new round of investment HDVI began to write commercial insurance policies in September 2019 and currently has licenses in Tennessee and Alabama. It plans to start expanding its footprint in the Midwest, assisted by a round of $16 million in Series A funding led by 8VC and Munich Re Ventures. Amir Kabir, investment principal for Munich Re Ventures’ mobility and insurtech investment team, said telematics and

technology other technologies will continue to change the way commercial automobile insurance companies write policies and create value for their customers. Kabir sees HDVI as having a unique position in commercial truck insurance with its predictive risk modeling capabilities, loss prevention training and technologybased claims management. After expanding in the Midwest using a retail agent-based distribution model, HDVI plans to roll out nationwide and go downstream to owner-operators and upstream to larger fleets, Wallace said. Chattanooga, Tennessee-based Reliance Partners is one of the nation’s largest retail brokers. Andrew Ladebauche, chief executive for Reliance, said his company represents HDVI and more than 50 other insurance companies. “It is kind of refreshing to have some people come in with outside-the-box thinking and figure out a way to save carriers money,” he said. “I think a lot of insurance companies will have to play catchup.” Ladebauche believes that HDVI is one of the first to sell an insurance product that includes the cost of ELD, telematics and fleet safety systems. Reliance has sold HDVI policies to a few trucking companies, and all have been “extremely happy” with the product, he said. HDVI’s technology and insurance model creates transparency between fleets and the insurer, Ladebauche said. Reliance and other agents also will have visibility to pertinent telematics data to help their fleet customers understand risk exposure and how to lower it to positively impact insurance costs and business profitability, he said. Ladebauche believes the time is right for insurtech companies such as HDVI to enter the market as traditional insurers are leaving. “If you come to the market with a new product, there is not a better time than when people are trying to find a solution to an issue,” he said. “People are going to be open-minded right now.”

Teletrac Navman touts AI-based real-time predictive telematics

eletrac Navman, a provider of telematics technology, released TN360, the latest iteration of its telematics offerings. Powered by artificial intelligence, TN360 is designed to deliver telematics functionalities in real time, providing businesses with simplified, smart, predictive and actionable insights. “The digital transformation of the mobile asset and fleet management space has only just begun,” said Jens Meggers, president for Teletrac Navman. “Artificial intelligence, scalable cloud technology, real-time computer vision sensors and easy-to-use smart data analysis are completely changing the telematics market. We are at a pivotal step in the industry, digitizing vertical industries unlike any Teletrac Navman’s time before.” TN360 is built to highlight Meggers said traditional telematics systems rely opportunities mostly on GPS and motion sensors as they collect in areas such as a narrow set of data points centered on location, route planning, logistics workflows, diagnostics and routing, allowing these systems to maintenance, process linear calculations and produce important driver behavior, but limited feedback. TN360 is built to use a scalcompliance and fuel able cloud ecosystem that collects data from sensors, management. cameras and mobile and third-party applications in real time and translates those raw signals into context. AI-enabled cameras can be fully integrated within TN360, allowing business to perceive traffic obstacles, distance between objects, identify people and predict potential safety hazards both on the road and inside the driver cabin. The ability to capture, connect and process large amounts of data with immediacy allows the TN360 to upgrade telematics from a two-dimensional map application to a real-time sensor network producing insights for a three-dimensional world, Meggers said. Previous generations of telematics platforms aimed at eliminating paperbased reporting and processes required users to spend an excessive amount of time analyzing digital reports to identify opportunities for improvement, said Andrew Rossington, vice president of technology for Teletrac Navman. TN360’s AI-based technology removes that analysis period for its users, allowing managers to take corrective action as soon as impactful outliers occur, he said. The platform is designed to enable business operations to recognize patterns of efficiency and highlight opportunities in areas such as route planning, logistics workflows, maintenance, driver behavior, compliance and fuel management. Users can receive business intelligence metrics by asking a question of TN360’s smart AI engine with voice-command technology. “We built TN360 to process the masses of data collected and turn this into real answers,” Rossington said. “The platform converts data into decisions.” – Aaron Huff commercial carrier journal

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technology

Trimble paving the way to a connected supply chain

n Aug. 24 during the opening session of Trimble’s annual In.sight user conference + expo, James Langley used an illustration to explain the company’s strategy. Trimble hosted the conference online for the first time in its five-year history of ownership. As Langley spoke, a highway appeared on the screen leading to a connected Kuebix platform. Onramps lined both sides of the highway to represent the various products in Trimble Transportation’s portfolio, which includes telematics, video safety and transportation management software (TMS) systems for carriers. Last January, Trimble acquired Kuebix, a cloud-based TMS for shippers. This marked a turning point for Trimble, which previously focused solely on hardware and software products for asset and nonasset transportation providers. Collectively, the commercial and private fleets that use Trimble’s products manage more than 1.3 million North American commercial assets. With the Kuebix acquisition, Trimble now is able to offer those customers access to freight matching opportunities from more than 20,000 shippers and freight intermediaries that use the Kuebix platform. During the opening session, Trimble Transportation executives Langley, the company’s senior vice president, and Dan Clark, vice president of innovation and strategy, gave a vision for supply chain collaboration that leads through the Kuebix platform for digitizing the procurement process for contract freight and spot loads. Shippers have grown tired of the bidding process for contract freight and need better ways to keep up with trends in e-commerce, the two agreed. Shippers “should be able to do the same thing faster in a more digitized way,” Langley said. Clark said Kuebix is agnostic, meaning that non-Trimble products can be integrated so that “all parties can work together.”

Version control Trimble’s enterprise TMS products for carriers and freight brokers include TMWSuite, TruckMate and Innovative. All traditionally have been sold and supported as on-premise versions, meaning the customer hosts the software on servers. But Langley described the traditional model of TMS deployment as “monolithic” and “siloed.” The world is changing quickly, as connected Software-as-a-Service (SaaS) applications make it easier for transportation providers to add new features and data integrations to existing platforms. “We are looking to integrate data better than we ever have before to solve problems in a new way,” he said. Langley and other speakers in the general session referred to a new world of connectivity powered by a “microservices 32

commercial carrier journal

| october 2020

New product enhancements were announced during the Trimble In.sight user conference, such as the Fuel Dispatch Dashboard for TMW.Suite.

architecture,” where applications are a collection of loosely coupled services. The microservices architecture allows carriers to work within their Trimble TMS platforms and bring their other core products together to “deliver a connected solution,” he said. The Kuebix platform was built on microservices, and Langley said this holds the key for helping Trimble customers innovate. The COVID-19 pandemic has accelerated the trend of fleets migrating from on-premise to SaaS deployments. This year, 90% of all Trimble customers that bought a new enterprise TMS platform chose to pay for it on a subscription basis, he said, and this “gets us more into a SaaS-based solution with a more upgradable path than more traditional means.” Going forward, Langley emphasized the need for Trimble to help its customers upgrade from older TMS systems to keep up with the speed of innovation. “We can’t afford to get too stuck in any one place for too long,” he said. Trimble supports multiple TMS platforms, which has been spreading the company’s resources thin and diminishing its leverage of scale. “We are going to learn from those mistakes as we continue to build on our core products,” Langley said. To take its products to the next level, Trimble will work closely with customers on migration and upgrade paths to “make sure you are getting on the next generation,” Langley said. This will allow the company to “focus resources on what is most important,” he said. Langley and others noted that Trimble is not suggesting that its customers “rip and replace” technology. The company has embedded web services in its TMS products to enable customers to take advantage of new cloud-based applications and services, but there is more that can be done, he said. If all customers now were using the same version of TMS software, Langley estimates that Trimble would have 40% more technology resources available for new research and development. – Aaron Huff

technology

Trimble consultant talks fleet profitability metrics, KPIs

amon Langley had been working in local transportation for three years before taking a job in 1993 at Lowell, Arkansas-based J.B. Hunt (CCJ Top 250, No. 3), and after just a few months in the customer service department, Johnnie Bryan Hunt stopped by to offer some advice: “Son, just remember that once you book a load, you’ve made all the money you are going to make.” Langley turned this simple expression over in his mind, convinced it must have a deep and profound meaning, but as he took on new roles in brokerage and planning, its meaning became clearer. Network design and management is the top of the hierarchy for fleet profitability, he said. “It is not just about getting the highest rate,” said Langley, a Trimble Transportation consultant. “It’s not just about where or when I send the truck. It’s not just about the customer I choose to do business with. It’s all these things working together that lead to attaining the most revenue over time within the strategy of the business.” Langley presented a breakout session, “Measurements You Can Actually Manage,” during the 2020 Trimble In.sight conference, held Aug. 24-26. The goal for the breakout, he said, was to provide attendees with “an end-to-end view of your business using key performance indicators (KPIs) by functional area to measure results and discover opportunities for improvement.” Increasing freight velocity Langley explained how KPIs can help people determine, at a glance, how efficiently and effectively they are executing against a company’s goals. To do this, KPIs must be specific, measurable, timely, relevant and job-centric. Langley urged leaders to choose the right metrics and inform people why the chosen metrics matter. Using a standard metric such as “miles per truck per week” gives people a sense of direction, over time, as to whether or not a company is attaining a goal, but it doesn’t get to the “why.” People also need to be informed about how they contribute to the goal, he said, and the measures that provide nuance around the “why” are the key to continuous improvement. Langley discussed common factors to include in KPIs that account for the quality of revenue, such as “rate per mile” and “rate per total mile,” to reveal added costs and inefficiencies such as out-of-route and deadhead miles. “If I only consider rate, I may choose shippers that will

Trimble Transportation consultant Damon Langley suggested that using time-based KPIs, such as “revenue per hour” and “revenue per total hour,” would deliver more insight into driver and customer productivity.

waste my time, or go to markets where I don’t have enough freight, which also wastes time,” he said. “All these things mean less revenue over time.” Loads with lower rates but higher velocity can generate more margin than loads that offer higher rates but waste time. Langley suggested that using time-based KPIs, such as “revenue per hour” and “revenue per total hour,” would deliver more insight into driver and customer productivity. He also called out small increments of wasted time that are massive when annualized, such as not having loads available when needed, poor trailer management, inflexible or bad appointments and slow planning. For example, 100 trucks wasting 15 minutes equals 25 hours a day, and by using an average of $70 an hour, that’s $1,750 a day. Working 5.5 days a week, 52 weeks a year, the fleet would lose $500,500 a year in revenue opportunity. With multiple causes of small increments such as this, the number grows rapidly. “By measuring these issues by functional area, you can begin to recapture some of these losses,” he said. Velocity was a common thread in the KPIs that Langley covered for the different functional areas of a company. All functional areas should contribute to improve velocity in terms of revenue, time, cost, freight flows and balance, according to Langley, who pointed to a link between velocity and retention. Velocity allows drivers to make more money from driving – to the tune of thousands of dollars per year – while also improving revenue, he said. More importantly, it enables drivers to make a more consistent paycheck, leading to greater job satisfaction. – Aaron Huff

Loads with lower rates but higher velocity can generate more margin than loads that offer higher rates but waste time.

commercial carrier journal

| october 2020 33

technology

INBRIEF • Instructional Technologies Inc., a provider of training products for the transportation industry, announced its 2020 HOS Change Management Package to help fleets address hours of service rule changes that took effect Sept. 29. The package includes an updated Pro-Tread Hours of Service online course and a free training video that covers the changes in driving regulations. Course progress and completion is tracked and documented in ITI’s Sentix learning management system. • Nationwide, an insurance and financial services provider, now provides a subsidy to eligible fleet insureds that install Samsara telematics systems and meet safety-focused key performance indicators. Samsara has created a dedicated team to focus on overall customer success for Nationwide insureds to receive strategic product implementation consultation to support their investment. • Vnomics, a provider of technologies that combine real-time driver coaching with fuel efficiency data, announced a U.S. patent for its True Fuel system. The company said the latest patent is for recording and comparing vehicle and route segment characteristics when determining fuel use, taking into account the impact of the vehicle’s profile, load characteristics and route factors such as slope, traffic controls and volume, weather conditions, time of day, infrastructure conditions and real-time route blockages. • Idelic, a provider of trucking safety platforms, released its Fleet Performance Dashboard for its Safety Suite driver management platform with enhanced reporting capabilities to help empower managers to turn data into actionable insights to maximize performance, assign targeted training and drive process improvements. The dashboard highlights the company’s Driver Risk Scores, recent incidents, upcoming expirations, active professional development plans, roadside inspections and violations. • LinkeDrive, a provider of driver performance management offerings, released its LinkeDriveR App designed to empower drivers and improve their end-to-end experience. The app provides the company’s daily and monthly goals and trends, coaching, training and onboarding, configuration customization and leaderboards by fleet, region and business unit.

commercial carrier journal

Cooltrax Temp Tracker designed for all fleets

ooltrax, a provider of industrial Internet of Things-based products for cold chain fleet management, now offers a flexible lowcost remote temperature monitoring system Cooltrax’s Temp Tracker micro for budget-conscious fleets with cold chain wireless sensors are designed operations. for quick installation in trailers The company’s Temp Tracker micro wireless or fixed storage locations. sensors are designed for use in trailers or fixed storage locations to proactively manage food safety compliance and customer service and improve bottom-line performance. Temp Tracker sensors have a 10-year battery life and can be installed within minutes to monitor return air temperatures in single or multiple trailer zones and compartments. When multiple sensors are used, the data synchronously transmits to the cloud-based Temp Tracker platform through a local gateway connected to 4G cellular networks. The micro sensors are built to track temperatures continuously and report updates every 15 minutes. With embedded motion detection and geofencing technologies, the sensors are engineered to record trip start/stop and arrival times and report the temperature record during transit for a seamless cold chain proof-of-delivery process. The Cooltrax web portal for Temp Tracker has a variety of automated temperature reporting tools and data visualizations that include satellite map imagery. Instant email or SMS text message alerts are sent if configurable temperature values fall out of range. Cooltrax also offers a complete refrigerated trailer asset and cargo management platform, Cooltrax Fresh InTransit, with the full functionality of real-time temperature controls and tracing of cargo conditions down to the product level. – Aaron Huff

Omnitracs acquires SmartDrive

mnitracs, a provider of Software-as-a-Service fleet management and data analytics products, last month acquired SmartDrive Systems, which provides a video-based driver safety platform. Terms were not disclosed for the deal that is expected to close before yearend. SmartDrive’s platform combines artificial intelligence and machine learning with a managed review process to capture video event data and calculate safety scores that represent a driver’s observed rate of risk based on numerous behaviors. Ray Greer, chief executive officer for Omnitracs, said that while his company’s video recorder captures clips of safety-critical events for review by fleet managers, the product is more entry-level compared to the continuous learning process provided by SmartDrive’s video telematics system. Vista has owned Omnitracs for seven years, and Greer said the SmartDrive acquisition “signals to the market that Vista is committed to the strategic roadmap and agenda of the company.” Steve Mitgang, CEO for SmartDrive, said Omnitracs bought out all of SmartDrive’s investors, some of which had been with the company for 13 years. The investors knew “at some point there was going to be an exit,” Mitgang said. – CCJ Staff

| october 2020

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technology

INBRIEF • Overhaul, a provider of real-time supply chain visibility and risk management technologies, launched TruckShield, an app that uses the company’s existing hardware and technologies to help protect drivers and freight. TruckShield includes LoadLock, which allows a stationary shipment to be locked in place, automatically alerting the driver if the truck moves; LE Connect, which allows quick access to a network of law enforcement and recovery partners in case of theft; and Claims Buddy, a post-accident claims management tool that offers guidance and information gathering assistance to aid a driver after an incident. • Zello, a provider of push-to-talk live voice technology, unveiled new features to address the communication and collaboration needs of transportation teams. Modeled after walkie-talkies, Zello’s push-to-talk app runs alongside desktop and mobile dispatch software, allowing groups of drivers and dispatchers to communicate with the push of a button. • Professional Driver Agency, a driver retention and data company, released its Retention Analytics and Monitoring Portal (RAMP) designed to help carriers track retention data, identify which drivers are having issues and monitor fleetwide trends. RAMP also is designed to help carriers break down their data by division or terminal. • Zuum Transportation, a freight brokerage platform, secured $12.58 million in seed funding to launch what it described as a “logistics super platform” that includes a digital freight marketplace, a driver app, carrier transportation management software (TMS), shipper TMS and broker TMS. Zuum said its platform also allows carriers to provide load visibility and manage documents, billing and payments. • Pinc, a provider of digital yard management technologies, announced a partnership with project44, a provider of supply chain visibility technologies for shippers and logistics service providers. The companies say the partnership is intended to enhance their offerings to further empower shippers and carriers with end-to-end real-time shipment visibility and yard management automation capabilities for an enhanced supply chain experience.

commercial carrier journal

DPL Telematics launches AssetView Max Tracking System

PL Telematics, a provider of advanced asset monitoring and telemetry technologies, released its AssetView Max Tracking System designed for wireless monitoring and remote tracking of any powered or unpowered asset to improve logistics, manage inventory DPL Telematics’ AssetView Max Tracking System and curb theft. allows owners to monitor assets through an InternetThe portable selfbased software package and mobile app. contained unit features: • No external wiring or antenna. • Tamper detection, with text and email alerts. • An IP 67-rated and UV-stabilized waterproof design for harsh environments. • A compact and portable size of 8.8-by-3.6-by-1.6 inches. • Little to no sky view required, allowing the unit to be hidden inside or under most assets. • Dual GPS to provide fast, accurate locations by using more satellites. • Global cellular coverage to track assets across borders. The AssetView Max’s TruTrace Adaptive Tracking technology increases its reporting frequency when movement is detected and reduces it when stationary. The unit can last up to 10 years and is powered by two D-size off-the-shelf batteries. – CCJ Staff

McLeod helps users boost online setup

cLeod Software announced that its 20.2 versions of LoadMaster Enterprise and PowerBroker software have reconfigured web access portals designed to improve customers’ internet presence to help enhance driver recruitment. McLeod Software’s When drivers first apply, they fill out an application via the LoadMaster carrier’s website, after which a driver application record is created Enterprise directly in LoadMaster, beginning the hiring process. For custom- 20.2 provides ers, the new portal provides real-time access to all their load customers and drivers information at any time. Customers are provided assigned logins, with assigned giving them secure access to their orders, as well as in-transit and logins, giving delivered shipments, with a variety of display options. them secure access to their Drivers also get a secure login for instant access to their settleinformation. ment and pay information. Carriers then can match drivers with the loads they want to haul and let them view and choose the loads that fit best. The PowerBroker Carrier Portal gives carriers access to current load information and loads that have been offered. Carriers have secure access to their available and delivered loads to provide tracking, trip documents and call-in information. – CCJ Staff

| october 2020

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technology

INBRIEF • Bestpass, provider of a payment platform and toll management services for commercial fleets, released two new transponder options: Complete Pass Scout, which includes three different tolling technology protocols and covers 100% of major U.S. toll roads; and Horizon Scout, which includes two tolling technology protocols and offers regional coverage in California, Colorado, Florida, Kansas, Oklahoma, Texas, South Carolina and Washington state. • PrePass Safety Alliance announced that four weigh stations in Texas, Louisiana and Montana now are eligible for its pre-clearance and bypass services: Louisiana, Starks (State Route 12 east and west); Montana, Wibaux (Interstate 94 west); and Texas, Mt. Pleasant (I-30 east and west) and Queen City (U.S. 59 east). PrePass also added more than 1,000 Alerts that appear in-cab on its Motion weigh station bypass application to inform truck drivers of steep grades, gusty winds, runaway ramps, work zones, truck parking availability, rest areas and brake-check chain-up areas. • Eleos, developer of a custom workflow app platform for drivers and fleets, integrated with Drivewyze to provide PreClear weigh station bypass, available at more than 800 locations in 47 states and provinces. • Blue Ridge, a provider of supply chain planning offerings, announced a partnership with ReSight, a provider of fully managed data collection systems, to collect, clean and aggregate sellthrough data at both the distribution and retail levels. • Geotab, a provider of Internet of Things and connected transportation offerings, announced a strategic alliance with system integrators Deloitte Canada and Deloitte Chile to offer Geotab’s product portfolio and consultation and integration services to help Deloitte’s customer base across Canada and Latin America facilitate a scalable telematics rollout for their fleets. • Rolling Strong, a provider of health and wellness programs for drivers and fleets, announced that Lincoln, Nebraska-based United Transport Inc. is rolling out its platform and app to help promote a healthier lifestyle for its drivers and office employees.

commercial carrier journal

Stay Metrics’ Community Rank data visualization shows users the details of how their companies stack up to other motor carriers.

Stay Metrics adds driver insights, workflow tools to Client Portal

tay Metrics, a provider of driver retention tools, released a revised Client Portal with interactive dashboards with prebuilt data visualizations and workflows to help users interpret, compare and act on survey results more quickly. The revised Client Portal is included with the Stay Ahead platform, a suite of driver survey products that Stay Metrics administers for customers during critical periods of the driver employment lifecycle to gather feedback and insights on job experiences and attitudes. “The revisions to the Client Portal began with our commitment to a core value — to never quit getting better,” said Tim Hindes, co-founder and chief executive for Stay Metrics. “We’re thankful to the many customers who provided us with valuable feedback that we used to develop new survey insights, features and workflows that will help all types of fleets retain more of their best drivers.” With the enhanced dashboard, users can view survey results in prebuilt visualizations that pinpoint areas of concern and opportunities for improvement. A Community Rank data visualization shows users the details of how their companies stack up to other motor carriers. – Tim Hindes, co-founder and Users can drill down to chief executive for Stay Metrics individual survey responses to see how drivers at their company are more or less satisfied in specific areas such as pay, training, communications and equipment. A separate Intervention Dashboard has workflow tools to put insights from driver responses to the First Impressions and Early Experiences surveys into action. Stay Metrics administers the surveys to drivers, on behalf of clients, around the seventh and 45th day of employment, respectively. New driver hires with a high turnover risk are identified by responses that indicate a low level of job satisfaction and commitment. The workflow creates accountability for managing interventions to help prevent early turnover by users assigning tasks and updating the status of cases. Stay Metrics said that it designed the Client Portal to be intuitive for users at all levels, from the executive suite to front-line managers, to consume and act on survey insights to improve driver engagement and retention. – Aaron Huff

“The revisions to the Client Portal began with our commitment to a core value — to never quit getting better.”

| october 2020

Honoring essential workers of the highway Each year, the Truckload Carriers Association, Overdrive, and Truckers News recognize professional truck drivers. The 2020 Owner-Operator of the Year and the 2020 Company Driver of the Year awards pay tribute to professional drivers, deemed essential workers, who continue to shine as “knights of the highway” during the COVID-19 pandemic. The winning owner-operator and company driver will be announced at TCA’s annual meeting, Truckload 2021: Nashville, Jan. 23-26.

THE WINNERS WILL RECEIVE $25,000 EACH. RUNNERS-UP WILL RECEIVE $2,500 EACH. Sponsored by:

technology

in focus: ELECTRIC VEHICLE TELEMATICS

EVs charging the value equation of fleet data BY AARON HUFF

he information needs of fleets evolve quickly when they begin to evaluate and deploy vehicles with electric or hybrid powertrains. Last December, Penske Transportation Solutions (CCJ Top 250, No. 19) began testing two Freightliner batteryelectric eCascadia Class 8 tractors by placing them into service for nightly delivery routes that consist of between 130 and 250 miles with eight to 12 stops. Penske has been using Geotab’s telematics system in the two vehicles. Geotab’s Go device is connected to the vehicles’ data ports to transmit data to a cloud-based fleet management system. Bill Combs, director of connected fleet for Penske, said the technology allows the Reading, Pennsylvania-based company to gain insights by remotely monitoring and analyzing operating data of the EVs, such as the state of charge and battery health. Penske also has Geotab’s Go telematics devices on a portion of its fleet of gas and diesel rental and lease vehicles. In June 2018, Geotab acquired expertise in EV telematics by purchasing FleetCarma to help fleets accelerate the uptake of EVs. Matt Stevens, founder of FleetCarma, became Geotab’s vice president of electric vehicles. With more than 15,000 connected EVs, Geotab is the largest telematics provider in this rapidly growing market segment, Stevens said. Fleets that install Geotab’s Go device on fuel-powered vehicles can use the company’s free Electric Vehicle Suitability Assessment (EVSA) tool. The EVSA has reporting that compares a fleet’s vehicle operating data to the universe of telematics data collected by Geotab from EVs with similar operating profiles. The report predicts a fleet’s potential EV energy use, efficiency and range. 40

commercial carrier journal

Thermo King’s TracKing telematics system can be used to monitor a wide range of trailer operating conditions.

As the uptake of EVs continues to grow, telematics providers will be developing new features to monitor data points specific to EVs and optimize route plans based on vehicle range and operating conditions. Verizon Connect is planning updates for its fleet management platforms to provide EV-based and mixed fleets a more robust feature set for monitoring data and route planning, said Kevin Aries, the company’s global leader of product success. At present, the platform’s route optimization calculations are based on driver pay and miles. Trailing indicators Refrigerated trailers may be the last vehicles to convert from fuel-powered engines to electric motors because of their operating conditions and limited opportunities for charging. Meanwhile, fleets are using trailer telematics systems to analyze fuel usage, reefer engine run times and equipment utilization to minimize fuel use. Fleets also use trailer telematics systems to enforce policy compliance in terms of temperature set points and run time (continuous versus start/stop), said Carl Breczinski, Thermo King’s product manager of digital and control solutions for North America. Thermo King’s trailer telematics platform, TracKing, is installed on more than

| october 2020

40,000 trailers in North America and is offered through the company’s line of Connected Suite products, he said. Fleets that transport temperaturesensitive loads also have new options to monitor data from reefer trailers that are incorporating solar power technology. Trailer telematics devices use solar panels to extend battery life and ensure that the devices have power to monitor trailer temperatures, reefer fuel levels and other critical data while the transportation refrigeration unit (TRU) is not running and supplying the power. Increasingly, TRUs themselves also are using solar panels to save fuel and extend engine life by maintaining the charge of the TRU’s battery, Breczinski said. The TracKing system has a factoryinstalled telematics device in Thermo King TRUs that sends temperatures, location and other data to the TracKing website for fleets to monitor. The system also can be deployed on dry van trailers in the aftermarket. Rather than monitor the website, many fleets integrate TracKing with their fleet management systems by using a real-time application programming interface (API). TracKing also has API integrations with third-party telematics systems on trailers to consolidate data from tire pressure monitoring systems, brakes and other components.

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INNOVATORS

Veteran truck driver Steve Armstrong said Variant Optimizer has provided a great overall experience with consistent miles, no wait times on loads and punctual home time.

OPTIMIZING

SUCCESS Variant’s tech-based approach propels driver mileage, pay BY TOM QUIMBY

ince IBM’s Deep Blue computer defeated renowned chess player Garry Kasparov over 20 years ago, it stands to reason that artificial intelligence one day might gain enough ground to master the sometimes hair-pulling unpredictable twists and turns of daily truck driving. According to Variant President Cameron Ramsdell, it has. For the past year, Variant, an Atlanta-based subsidiary of U.S. Xpress (CCJ Top 250, No. 15), has enjoyed a reduction in driver turnover and an uptick in freight efficiency thanks to a route planning program the company developed called Optimizer. Variant credits Optimizer for scheduling loads more effectively while providing drivers with more miles on the road and more on-time arrivals at home. “I look at the Optimizer as a significant enabler of our strategy and our success,” said Ramsdell, who was chief technology officer at Coyote Logistics before joining Variant last year to head Optimizer’s development. “Variant, at its core, is really

VARIANT Atlanta technologically-centric, a digitally native fleet.” The homepage of Variant’s website makes it clear that the company is focusing on driver satisfaction through technology. New Freightliner Cascadias are paired with auxiliary power units and virtual dashboards that connect to Apple CarPlay and Android Auto. Photos and descriptions of its home office in Atlanta recall a creative Silicon Valley think tank in design and culture. But it’s Variant Optimizer that gets top billing on the site, as it courts prospective drivers with a system that “only makes plans that make sense. And it’s always updating to get you more miles and better loads.” When compared to industry averages, Variant reports that its drivers get 20% more miles per week and 10% more pay. “We have seen a strengthening in solo driver retention of around 90%, and we consider this tool one of the key contributors to that jump,” said Donald Ramsey, vice president of fleet operations for U.S. Xpress. U.S. Xpress enjoyed a 29% surge in its stock price in late July thanks to a healthy second-quarter earnings report, which included an optimistic outlook attributed largely to the success of Variant Optimizer. Increasing driver satisfaction through high-tech algorithms along with being more responsive to driver needs has taken plenty of work. Trucking invites a lot of complex problems that Ramsdell believes software can tackle best.

The U.S. Xpress subsidiary sees reduced driver turnover and an uptick in freight efficiency due to its proprietary route planning program.

commercial carrier journal

| october 2020 43

INNOVATORS “It really is just an NP-hard computational problem,” he said. “It is massively complex. Some of the brightest minds at the highest learning institutions in the country are fascinated with how complex it is. And that really is the entire gist of the Optimizer — making sure that the fleet is constantly orchestrated. It’s looking at real-time variables. It’s looking at things that are happening with the driver – instructions, traffic, weather, any plausible obstruction – and making sure that we’re preparing those drivers and the fleet for it.” Fleet managers at Variant have been replaced with operations specialists who are free to provide drivers with more personalized one-on-one contact while Optimizer bears the heavy load of route planning. Response times to drivers typically are handled within two minutes. Drivers interact with Optimizer through a multifunction app. “Interestingly, most of them have no idea it’s planning their trips, and that’s a good thing,” said Eric Fuller, U.S. Xpress president and chief executive officer, who hired Ramsdell to improve asset-based planning. “Variant Optimizer runs in the backend, and results are shared through the app, so that’s where drivers are really interacting. So far, it’s been received incredibly well by our drivers.” Out with the old, in with the new After assuming the role of CEO for Chattanooga, Tennessee-based U.S. Xpress in 2017, Fuller put some initiatives to work to improve freight efficiency and lower driver turnover, but nothing was quite hitting the mark. Sensing that something dramatically and radically different was needed, Fuller sought out Ramsdell and brought him on board in April 2019. “Honestly, I had spent no time on the asset-based side, but I had a lot of partnerships in my prior life with trucking companies,” Ramsdell said. “For the longest time, I remember I had a couple 44

commercial carrier journal

of close friends who used to sit there and say, ‘How has no one done anything remarkably different in the asset-based trucking space? How come no one is adopting technology in a radical way to make drivers’ lives easier and to fix internal issues that create inefficiencies within the business?” Ramsdell credits Fuller’s leadership and the support of U.S. Xpress management for laying the foundation for Optimizer, which debuted roughly one year ago with five drivers at Variant and now is approaching 500, making the company, as Ramsdell pointed out, “one of if not the fastest-growing carriers in the country.” The majority of drivers have come inhouse, Ramsdell said. “Variant is a new brand, and to date, we haven’t recruited many drivers externally,” he said. “We just recently opened external hiring a couple of months ago and are focused on steadily recruiting. Our first-phase plan is to convert an additional 500 trucks and bring the total to around 900 OTR solo trucks operating in the Variant fleet.” Variant driver Steven Armstrong is among that growing pool of truckers. Following 26 years of conventional driving, Armstrong decided it was time for something new. “It’s been a great, seamless behindthe-scenes technology,” he said. “What I like best about the Optimizer system is the consistency — the consistency of miles, planning me ahead and getting me home on time.” Armstrong said Optimizer has a “fairly easy learning curve. The key is just learning to trust that you always have a preplan.” When asked what he would say to other drivers about Optimizer, Armstrong said “It’s great. We don’t have to wait for a load.” Optimizer’s multifunction app is designed to ease the burden of taking on new technology while building a better community of drivers. Driving instructions through the app are pretty clear-cut.

| october 2020

Variant drivers stay connected through the Optimizer app and a virtual dashboard that’s iPhone- and Androidcompatible.

“The Optimizer says, ‘Go do this route from Atlanta to New Jersey, New Jersey to Chicago, Chicago to Omaha,’ ” Ramsdell said. “We needed a way to show that to drivers, so that’s absolutely where the app comes in.” The app does more than just provide driving instructions. “We actually layered in some other functionality,” Ramsdell said. “We created a community, so they’re able to connect with one another. They can share stories. They can post information. They can share attributes about the facilities that they’re going in and out of so that they’re immediately empowering themselves and connected to one another just by virtue of being in the program. This creates a level of excitement for some of them but also a level of transparency that’s never been seen.” After roughly a year of being on the road, a second-generation Optimizer is being rolled out into the fleet that’s even more adaptive than the first, Ramsdell said. “I think one of the ways that it’s better is that it will sustain us well past 10,000, 20,000 trucks,” he said. “You can throw pretty much anything you’ve got at it, and it can handle it. It really is built for scale. It’s far more sophisticated, and it’s far more responsive. So while I do anticipate better overall performance from it, some of the other benefits are just the fact that we learned a ton over the last 15 months, and almost all of those learnings are represented in this new software.”

COVER STORY | WHAT DRIVERS WANT

WHAT DRIVERS WANT Drivers pleased with carriers’ COVID response, unhappy with pay and government regulations BY JASON CANNON

What would be the main reason you would consider changing jobs and driving for another fleet? Company driver response

They offered me more money.

33%

They offered me more miles/loads.

They offered a big sign-on bonus.

They offered me a new/newer truck.

They offered me more time at home.

14%

They offered me my choice of routes and hauls.

21%

They offered me a clear career path. They showed they appreciate the work I do and have a team atmosphere.

19%

Source: CCJ’s 2020 What Drivers Want survey

he coronavirus pandemic battered just about every business segment imaginable for at least some period of time this year, but the trucking industry fared better than many. Trucking lost almost 100,000 jobs as COVID-19 and ensuing lockdown orders and a soaring national unemployment rate sapped consumer spending. Trucking employment has rebounded every month since April, but still has not reached

pre-pandemic levels. Still, drivers responding to CCJ’s 2020 What Drivers Want survey – those who remained behind the wheel throughout the outbreak – expect to bring home about the same amount of money as the previous year. Only 33% of respondents expected to bring home less pay than 2019. The majority (42%) expected to make the same money, while 25% expected to make more. Leased owner-operators were the largest group expecting to take a pay cut, with 45% reporting that based on their number of miles and loads so far this year that they expect to make less money Why do you think fleets are having a hard time finding drivers today? this year than last. “The only reason I’ll make more this year is because They don’t pay enough. COVID has kept fuel prices low,” said Monroe, Georgia68% based leased owner-operator James Schiebrel. They don’t offer enough miles/loads. A driver for more than 20 years, Transportation Services 23% They don’t get people home often enough. Unlimited driver Roy Shultz expects hauling industrial50% strength bleach will put more money in his pocket by There’s no career path. year’s end as demand for virus-fighting chemicals remains 23% They don’t respect drivers and the job they do enough or treat them as part of the team. steady. 53% Other COVID-related hauls also have kept miles up. They don’t support their drivers and help them deal with shippers, law enforcement, etc. “My dedicated runs are food and food precursors, 45% They don’t provide good trucks/equipment for drivers. so our routes actually became more stable and reliable 19% Source: CCJ’s 2020 What Drivers Want survey with COVID-19,” said Dart Express driver James Duff, a 46

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COVER STORY | WHAT DRIVERS WANT

trucking veteran of more than two decades. Despite the lack of a tested playbook on how companies should respond to a pandemic, the majority of survey respondents were pleased with corporate reaction. Nearly 60% of all drivers said their company did everything they reasonably could to keep drivers making money on the road and safe from the virus. Only 17% felt the response was poor. The balance, 24%, felt the company shared basic information, updates and/or personal protective equipment (PPE), but otherwise little changed day-to-day. “Fair is good for me,” said Alexandria Perkins, a regional company driver for Wiley Sanders. “Life was blessedly normal at the yard.” Cassandra Chotiner, a driver for Nick Strimbu, said the Ohio-based carrier provided handmade masks, hand sanitizer, gloves and cleaning kits for all the drivers’ trucks, “and changed policies to where our shop has to sanitize after being in our trucks and no one else can use our trucks. If we’re on vacation and a driver’s truck breaks down, they have to wait, or they’re put into a rental to keep our germs to ourselves. My company is doing an excellent job, in my opinion.” Paying the bills The number of drivers at the top end of the pay scale in 2019 – those pulling in more than $100,000 annually – slid slightly from the prior year, falling only 2 points from 12% to 10%. Leased owner-operators (34% of top earners) took the lion’s share of diminished pay. Only 5% of surveyed company drivers laid claim to earning six figures in 2019, and the drivers who earned $75,001 to $100,000 was mostly unchanged from the prior year at 24%. The $50,001-to-$75,000 bracket reached 47% last year, up from 45% in 2018. The number of drivers earning $35,001 to $50,000 shrank 3% — down from 20% in 2018 to 17% last year, and drivers who earned $35,000 or less dropped from 6% in 2018 to 5% in 2019. Despite relatively stable wages year over year, survey respondents noted that paying monthly bills was their top concern (27%) for the second consecutive year. “The industry needs minimum weekly pay standards, not just mileage-based,” said Cardinal Logistics driver Barry Robinson. Money-related woes were two of drivers’ top three concerns: No. 2 was their health (19%), and third (14%) was saving for retirement. Home time and family life (12%) was fourth, and safety on the job (11%) rounded out the top five. “All aspects in life are extremely important from the finances as the way to provide for your family and your home life,” Shultz said. “I used to drive over the road and never saw

Which of the following truck/equipment features are important to you? Special seat that improves comfort for long hours of driving

69%

Mobile communication to stay in touch with my dispatcher

32%

Late-model truck

51%

Fuel economy features that will help me achieve a fuel-saving bonus

13%

Automated transmission

21%

Good-looking paint job

14%

Larger sleeper

49%

Satellite TV

25%

Satellite radio

41%

Auxiliary power unit (APU)

55%

Other

10%

Source: CCJ’s 2020 What Drivers Want survey

the house for five weeks at a time. I will flip hamburgers first before I would ever do that again.” With so much personal stress fueled by the lack of home time and irregular pay, drivers unsurprisingly rank both issues as two of the top three reasons carriers have a hard time finding and keeping drivers. Almost 70% of respondents said fleets don’t offer enough pay, and 50% said carriers don’t allow enough home time. A lack of respect and support for drivers once they’re out on the road was cited by a combined 98% of responding drivers. Perkins said many companies don’t work toward making drivers feel like a member of the team — rather treating them like “just a means to an end.” Drivers also noted that a lack of respect extends beyond the fleet level, but having an employer’s support once they leave the yard goes a long way. “We put our life, health, body, family on the line daily to get this country moving, yet we are treated like third-class people where we are not even allowed to use the restroom when we get to our destination,” said Landstar leased owner-operator Donnette Williams. “We bring your merchandise so you can keep your company going, yet your restrooms are for employees only.” Mo’ money (and respect), fewer problems Additional pay (33%) tops the list of reasons respondents would consider changing jobs and driving for another fleet. Offering drivers their choice of routes and hauls (21%) was a distant second, and showing drivers appreciation and commercial carrier journal

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COVER STORY | WHAT DRIVERS WANT

developing a team atmosphere (19%) is a close third. “I sincerely believe if a company fosters a healthy work environment, a driver would feel more loyalty and not want to leave,” Perkins said. While drivers can be swayed by larger payouts, how they receive it matters. Only 2% of respondents said they would consider changing carriers for “a big sign-on bonus,” the same amount that said they would make the switch for a newer truck. “Just need a good truck to do my job safely,” said Southeastern Freight Lines driver Jeremy Wilson. “I don’t care about the brand of truck I drive,” added Thomas Kirkpatrick, a driver for Leggett and Platt. “As long as it’s clean and mechanically sound, I’m happy.” More driver-friendly equipment may not be the deciding factor in onboarding a new driver, but it can play a role in a larger overall package, and the most important factor isn’t the truck itself. Almost 70% of respondents said a special seat that improves comfort for long hours of driving was important. Next (55%) was an auxiliary power unit, followed by a late-model truck (51%). A large sleeper would appeal to 49% of drivers, followed by satellite radio (41%). An automated transmission (21%) was less desirable than a satellite TV subscription (25%) and mobile communication devices to stay in touch with dispatch (32%). “Automatic transmissions have no advantage What is the one thing over a good driver’s ability you dislike most about to drive and shift,” said your job today? ABF driver Mike Boyd. Piling on technology Regulations make it harder 34% to work and make a living. also isn’t attractive to drivers being wooed by a new I'm not making 11% carrier. More than half enough money. (53%) said they expect I'm not getting enough new tech to make it easier 2% miles/loads. for fleets to monitor and control drivers, and anMy family life is strained 6% because I'm never home. other 28% think new technology will make trucks It's a thankless job easier to drive, which will nobody respects truckers 22% or appreciates what we do. cause pay to go down. Given the opportunity Driving has been 7% to be in charge of their bad for my health. own fleet and implement Complexity that comes one change, 27% of rewith using new technology. 7% spondents said they would Just let me drive. raise pay to attract and Nothing. I like my job and 11% retain drivers. Another have no complaints. 18% said they would offer guaranteed minimum pay Source: CCJ’s 2020 What Drivers Want survey 48

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| october 2020

or mileage/loads, and 14% said they would offer excellent health benefits and a 401(k) retirement plan. “It’s not one thing that matters,” added Mid Age Transport driver Bret Hatch. “It’s a combination, like health insurance and a minimum pay each week. That insurance is useless if you can’t pay your bills.”

What are your top three concerns right now? Company driver response

Paying my bills each month

27% Digging out of bankruptcy

1% My health

19% The health of a family member

Paying for my child’s education

1% Caring for elderly parents

2% Saving for retirement

14%

Hanging in there Home time and my family life Despite dissatisfaction 12% Finding a new driving job with pay, the vast major2% ity of survey respondents My safety on and off the job plan to tough it out, as 11% 93% rated their longDealing with stress, anger and loneliness term prospects of driving 4% Other a truck as “Good” or 2% Source: CCJ’s 2020 What Drivers Want survey “Fair.” Only 7% noted the need to find another job. “This job is all about respect and give and take,” said Crete driver Charlie White. “Some weeks are great, others okay and then the crappy week. And you got to roll with it.” The majority of respondents (44%) were happy driving for a fleet as long as their pay increased annually, but 22% would like to leave the industry entirely. The same number (14%) would either like to stay in the industry but in a non-driving role, or buy their own truck and become an owner-operator. More than half (55%) aren’t yet sure when they plan to retire, while 7% plan to sunset their careers within the next year. Among those with no plans to retire, 40% said it’s because they like their job, and another 37% said it was because they needed the money. Half of the company driver respondents said they had a retirement package through their employer, but money is also a consideration in postponing retirement, as 66% of all drivers surveyed said they hadn’t saved enough money to retire. The need for more money and increased pay was a clear theme through the annual survey, but it wasn’t the No. 1 reason drivers cited for what they dislike most about their job. That honor lies with the government, as 34% said that regulations make it harder to work and make a living. A lack of respect comes in at No. 2 with 22%, and 11% cited not making enough money, the same percentage as the number of drivers who said they liked their job and had no complaints.

EQUIPMENT: REPLACEMENT CYCLES

TIME FOR A NEW TRUCK? Equipment replacement should hinge on thorough fleet, market assessments BY TOM QUIMBY

emand for used trucks is climbing along with shipping rates, so now might be a good time to swap out aging trucks for new ones — at least for some fleets. Such decisions are rarely that easy. Plenty of other factors should be considered before signing on the line, such as fuel economy, maintenance costs, warranty expiration, new safety technologies, freight forecasts, truck financing options, driver comfort and fleet depreciation. Dealers are advertising attractive incentives, but it all starts with making thorough assessments and doing the math before racing out to a dealership. But even for some fleets where budget battles rein, new trucks can make a lot of sense. “Whether a company is in financial difficulty or not, if there is a business case that newer equipment will lower the cost of ownership, then a company should upgrade their equipment when possible,” said Brent Rottweiler, vice president of remarketing for Volvo Trucks North America. “If a new truck purchase is not an option, companies should look into upfitting their existing fleets with cost-saving items such as telematics, aerodynamic trailer and

“The transportation industry can be difficult to predict six months or more out, especially now,” said Don Nash, territory manager for Ritchie Bros. “COVID-19 has certainly put an exclamation point behind that for the industry. The positive trend we are enjoying now is conditioned on multiple pressures within manufacturing, supply chain, logistics and even employment levels.”

exterior truck upgrades, etc.” Vehicle depreciation, traditionally the biggest cost fleets bear within a few short years after acquiring new equipment, is a big factor in determining when to pull the trigger on a trade-in. “Customers should make sure they properly depreciate their equipment so they are less likely to be in a negative equity position at the time of trade-in,” Rottweiler said. Ron Long, executive vice president of sales and marketing for Premier Truck Group, said duty cycle and equipment depreciation play key roles in knowing when to say “yes” to new trucks.

“If you don’t put a lot of miles on a truck, you may be more inclined to keep that truck longer,” Long said. “But the other thing is where that truck is in its depreciation and how that fleet chooses to depreciate the lifespan of their trucks, because we see an aversion to trading when there’s a perceived loss on sale, and we see customers more willing to trade when they’re in an equity position.” Used truck values also come into play, and demand has been high lately. “That fluctuation in the strength of the used truck market obviously can have a big impact,” Long said. “Being able to take advantage when the used

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EQUIPMENT: REPLACEMENT CYCLES truck market is strong, I think, could be a competitive advantage for a fleet in giving them the ability to refresh their fleet earlier than their typical trade cycle.” Hot used market or not, it may be best to exercise caution, said Don Nash, territory manager for Ritchie Bros. “While it’s true that we are seeing record numbers of trucks in our auctions and pricing is trending in the right direction, the best time for a fleet to remarket their assets is always ‘when it’s time,’ ” Nash said. “Negative cost impacts from waiting too long to replace units can and will result in far more loss than the sometime volatility of the secondary resale market.” Tech it out Rapidly evolving technology is exciting on various fronts. Blink, and something’s more efficient and safer than it was yesterday. But not only that, having the latest, greatest technology also can attract and retain more drivers at a time when they’re needed most. “Fleets typically establish trade cycles based on maintenance costs, durability and usage/mileage factors, but newer well-spec’d trucks are used as a driver selling point,” said Don Ake, vice president of commercial vehicles for FTR. However, holding on to old trucks particularly as new trucks with the latest bells and whistles continue to hit the market may come back to bite a fleet. It recalls scenes of that popular kid in the neighborhood with the latest TV, computer, video game and ultra-fast Wi-Fi: Everyone wants to be at his house. The analogy’s not too far off for drivers who are looking to be comfortable, connected and protected by the latest technology. If they’re less than satisfied, you may hear about it, or they may just vote with their feet. “Driver feedback is critical, especially if you’re a fleet hearing similar comments from multiple drivers,” said 50

commercial carrier journal

Chris Visser, senior analyst and product manager of commercial vehicles for J.D. Power. “Sometimes decisions as simple as upgrading to a better driver’s seat can make a difference. And if you’re hearing comments about drivability, there may be an opportunity to spec your next order differently.” In addition to attracting new drivers, having the latest safety technologies in place also can invite lower insurance premiums and fewer accidents. “What we’re currently seeing is a huge focus on safety and various safety system technologies,” Long said. “Autonomous braking, adaptive cruise control, lane guidance, lane keep assist, sideguard assist to see down the blind-spot of the trailer — all of these technologies have a huge impact right now for a number of reasons.” Fewer accidents mean fewer repairs and reduced insurance costs and legal fees, Long said. “We hear stories about nuclear verdicts,” he said. “We hear stories about insurers dropping fleets, or at least putting them on a timeline of being dropped if they don’t adopt the safety systems. There’s a lot of trucks out there on the road today that don’t have those safety systems. That seems to be a big push right now where we see fleets looking to make the decision to upgrade.” Also, newer engine technologies can result in improved fuel mileage and lower maintenance costs. “Improved fuel mileage decreases

out-of-pocket fuel costs,” Rottweiler said. “Advanced connectivity services and telematics can increase uptime and productivity, saving the customer time and money with faster and less costly repairs due to early fault code alerts and over-the-air updates. It’s up to the customer to determine the ROI and tradeoff between keeping their used trucks running or trading them in for the most up-to-date models.” ROI also can be impacted by transmission options. With a lot of young prospects already leery of trucking being a grind, fleets are spec’ing more automated transmissions in new trucks. “Over the past six to seven years, we’ve seen a tremendous shift out of manual transmissions into automated transmissions,” Long said. “If I have a fleet of late-model trucks with manual transmissions, that may be a reason to accelerate my replacement cycle, because I want to get into automated for efficiency as well as driver recruiting and retention. Automated transmissions opened up the driving career to a lot of people that otherwise would have not been interested or maybe felt unqualified.” What the market will bear When trading in a used truck, it’s not just the condition and mileage of the truck that counts, but also the fleet’s reputation. Word gets out on who takes care of their trucks and who doesn’t,

“It’s an individual fleet decision on whether to or when to purchase, when to grow their fleet and when they may reduce the size of their fleet, but it’s very common for our team to be talking about the used truck market and the situation in the financial market as far as favorable rates or increasing rates, as well as all the new technologies coming on the trucks, to help our customers determine that decision,” said Ron Long, executive vice president of sales and marketing for Premier Truck Group.

| october 2020

EQUIPMENT: REPLACEMENT CYCLES “The top make and model truck being sold at auction these days is the Freightliner Cascadia, with more than 650 units sold in the U.S. in one month (June),” said Don Nash, territory manager for Ritchie Bros.

which can impact trade-in value. “Fleet reputation is a key factor in resale value for a company’s equipment,” Rottweiler said. “Part of this is attributed to how a company maintains and services their trucks, and part is associated with not just the age of the fleet, but also how they are equipped, i.e., aluminum wheels, trim levels, interior features and packages, etc.” Some duty cycles are more demanding than others, which can impact trade-in value. Still, fleets that are more dedicated to maintenance will come out ahead. “Factors impacting resale/trade value is equipment wear, in both mechanical and cosmetic terms, that can be attributed to specific use like refuse hauling, petrochemical transport, regional hauls in rough or high-traffic conditions, etc.,” Nash said. “This includes known wear issues on emissions, frame, drivetrain and undercarriage components that are often costly to repair and will directly impact resale value. All of this emphasizes the need for a robust maintenance program, routine periodic inspections and equipment performance reviews to help deliver you the best possible resale values.” Warranty coverage is another factor when considering trade-in value. “One of the things that make a huge impact on maintenance costs increasing on that truck that’s over four years old and over 500,000 miles is the expiration of engine and/or transmission and axle warranties

— engine in particular,” Long said. “The concept of having engine repairs being paid for by warranty versus being paid for by the fleet is a huge impact on the cost of ownership and operation.” Having a little warranty left on a truck can go a long way in terms of resale value. “With that, at the same time, buying an extended warranty is an option the customer chose upfront,” Long said. “So if you didn’t buy enough warranty, or you bought more warranty, it might influence when you trade. We always like to advise customers to trade with some warranty left. It allows that next buyer to get that truck and put it on the road for a few months with warranty coverage, which is a huge impact on being able to sell that truck in a secondary market.” Assessing the market itself also is important prior to making a big decision on equipment acquisition. “The fleets want to make sure they have freight to haul and be profitable before buying new trucks,” Ake said. “So looking at freight forecasts is important, because they indicate future sales and the need to expand the fleet. Rate trends and forecasts are an indication of future profits, determining if the fleet has the funds to buy new trucks.” As of late, the market has rebounded, though still not quite to pre-pandemic levels. “It’s a better time than it was a few months ago,” Ake said. “The freight markets have recovered faster than

expected, pushing rates, especially spot rates, higher. OEMs and dealers are offering price and financing incentives to move inventories. If you are confident that you have a decent supply of freight going forward, it’s not a bad time to buy new trucks. Fleets may accelerate replacement cycles some if new trucks offer cost savings through fuel efficiency or safety features. Typically, this would be for fleets implementing four- or fiveyear replacement cycles.” If everything’s penciling out, then you may want to buy now versus later. “Incentives have pulled back from the peak of a few months ago, but there are still programs like delayed payments, attractive finance rates and lease deals to explore,” Visser said. “Inventory should increase incrementally from here on out, but I’m not sure if there’s much benefit to delaying a purchase at this point unless you literally can’t find the specs you need.” Buying used may prove to be the better choice. If so, explore your options to maximize value. “The online truck sales websites are a good place to start to see what’s out there and at what asking price,” Visser said. “When you get more serious, start watching the large no-reserve auctions to see what trucks are selling for. You could end up buying a truck that way. Also, most of the large fleets sell some of their own equipment online, and that equipment has generally been well-maintained.”

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EQUIPMENT: CARB REGULATIONS

‘COST-PROHIBITIVE,

INFEASIBLE,

UNENFORCEABLE

AND ILLEGAL’

Trucking industry experts say CARB’s proposed Omnibus Regulations will drive up sales of used trucks like these shown in February at a Ritchie Bros. auction in Orlando, Florida.

Critics slam CARB’s proposed low NOx regs BY TOM QUIMBY

he California Air Resources Board (CARB) in late August proposed its Low NOx Heavy-Duty Omnibus Regulations, despite outcries from industry critics that claim the set of proposed rules are too costly and illegal and that there’s no evidence that they actually will improve air quality. CARB reported that its latest regulations will provide health benefits in the state’s smog-affected areas by slashing nitrogen oxides (NOx) by 75% over the next four years, and following CARB’s Aug. 27 proposal, opponents are left with little choice but to challenge the policies in court following fruitless attempts at negotiation. Starting in 2024, CARB’s Omnibus Regulations will require heavy-duty diesel and gasoline engines sold in California to emit no more than 0.05 grams of NOx per brake horsepower hour (g/bhp-hr), a 75% drop from the current limit of 0.2 grams. However, NOx reduction is only part of the picture. In comments submitted to CARB, the Truck and Engine Manufacturers Association (EMA) reported that the board’s legislative ambitions have “expanded considerably” and go “well beyond” its original 2027 goal of reducing NOx by 90%. As part of its 342-page response to CARB, EMA wrote: 52

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“The proposed ‘Omnibus Regulations’ now also include a 50% reduction in the HDOH (heavy-duty on-highway) PM (particulate matter) standard, a new ‘Low-Load’ test-cycle and certification standard, a new in-use testing protocol with very significant modifications to the manufacturer-run in-use testing program, a new idleNOx standard and associated in-use test procedure, greatly extended ‘full useful life’ and emissions warranty periods, a far more costly set of deterioration-factor testing requirements (with multiyear impacts on product development timelines), a ‘California-only’ credit ‘averaging banking and trading’ (AB&T) program, and stricter recall and extended warranty liabilities associated with proposed ‘enhancements’ to CARB’s Emissions Warranty Information Reporting (EWIR) program.” EMA went on to say that CARB’s latest proposed trucking regulations are “cost-prohibitive, infeasible, unenforceable and illegal and, as confirmed by independent expert analyses, fall well short of any reasonable cost-benefit metrics. CARB has grossly underestimated the costs associated with nearly all aspects of the proposed far-reaching Omnibus Regulations and has materially overestimated their potential benefits.” The Omnibus Regulations are illegal, EMA stated, because “they violate the requirements for adopting valid

EQUIPMENT: CARB REGULATIONS administrative regulations (including under the California Administrative Procedures Act), but also because they directly violate the controlling lead-time provisions of the federal Clean Air Act.” The Clean Air Act requires new heavy-duty on-highway standards aimed at emissions to provide four years of lead time prior to enforcement. CARB’s Omnibus Regulations currently provide only two years of lead time for 2024 model-year requirements, which according to EMA would disqualify the agency from receiving a waiver of federal preemption. Circling the wagons EMA’s concerns are shared by the American Trucking Associations (ATA) and the newly formed Truck Dealers Alliance of California (TDAC). Both groups, like EMA, would like to see CARB take a more collaborative approach with industry stakeholders, including the U.S. Environmental Protection Agency, to produce a single nationwide set of standards that do not require unique California-only engines, which places additional costs on manufacturers, dealers and carriers alike. “Our overall request to the board is to refocus its efforts on a collaborative national approach targeting 2027,” said Mike Tunnell, ATA’s director of environmental affairs and research. “I think many of the industry stakeholders are aligned with that.” A single nationwide approach will save time and money, Tunnell said. “It just puts everybody on a level playing field,” he said. “You don’t want to carve it up and say, ‘Well, this state has this standard.’ Plus, the manufacturers will have only one product to make. As of now, if this were to go through, they’ll have to have two different products, and that is just adding to the expense. They’ll have two different certifications. You can go down the line. It’s just duplicative and adds to the cost of equipment.” Like EMA and TDAC, ATA also believes the Omnibus Regulations will compel businesses to seek relief outside California. “We feel that this state-only approach isn’t going to do what CARB wants it to do,” Tunnell said. “People’s abilities to buy trucks don’t rest just in California. You will still have trucks coming into California that don’t meet the standards, so really it will just hurt businesses that are in the state, either truck dealerships or fleets that can only buy in-state while the rest of the world continues on. We think the only way to address this is through a national program that is working through the U.S. EPA and giving the manufacturers the lead time they need to deploy this technology by the 2027 date.” CARB’s bigger push for tougher emissions standards led to the recent formation of TDAC. Interim President Matt Schrap, president of Los Angeles-based California Fleet Solutions, said

In a letter posted Aug. 21 on CARB’s board meeting comments log, Achates Power said it was “highly confident” that its 10.6-liter opposedpiston diesel engine will be certified at CARB’s low NOX standard of 0.02 g/bhp-hr (nearzero emissions) and “will emit less CO2 than the EPA requires.” However, the engine won’t be in mass production until at least 2027, or three years after CARB’s aggressive Omnibus Regulations are proposed to take effect in 2024.

TDAC has the support of the American Truck Dealers, a division of the National Automobile Dealers Association. Schrap said that in addition to creating greater demand for used trucks, service requirements under the proposed rule set also are expected to rise. “The only thing that they (CARB) admitted to dealers was that we would likely see increased service work because customers would be holding onto equipment longer,” Schrap said. “That defeats the purpose of what they’re trying to accomplish here and doesn’t do anything to lend business certainty to dealerships in California who are again caught in the middle of whether or not CARB is actually going to be able to do this legally. At the same time, it sends a message that there really is very little business consideration for companies operating in California when it comes to the latest suite of regulatory issues that are heading at us. CARB is really taking a new aggressive approach.” Schrap said TDAC planned to appeal to California Gov. Gavin Newsom in a letter. “It basically points to the need for a single nationwide engine standard,” he said. “It’s a very simple ask. There isn’t anything beyond or even a delay of the adoption of the rule, which is inevitable.” Schrap said that at this point, a legal response from stakeholders seems likely. “That’s the only path CARB has made available to anybody anymore,” he said. “If you’re not with them, you’re against them. And how you get that message through is basically, unfortunately these days, through litigation. This is a clear, clear exceedance of their authority as it exists today. They need the waiver, and they’re acting like they already have it.” Where’s the proof? NOx, according to CARB, is a “precursor to smog, which can cause or exacerbate numerous respiratory and other health ailments and is also associated with premature death.” CARB believes that by lowering NOx, it will “protect communities commercial carrier journal

| october 2020 53

EQUIPMENT: CARB REGULATIONS most impacted by air pollution.” The only problem, EMA claimed in its comments, is that CARB has yet “to demonstrate that its proposed Low-NOx Regulations will be effective at reducing ozone levels in the South Coast Air Basin (SoCAB),” a roughly 6,600-square-mile area that includes Los Angeles, Orange, Riverside and San Bernardino counties. To obtain data to support its case, EMA hired Denmarkbased engineering consulting group Ramboll Group to study levels of ozone, or smog, in central Los Angeles during the coronavirus, which because of shelter-in-place directives saw a sharp drop in vehicular traffic and, according to Ramboll, a subsequent 20% drop in NOx levels. But a drop in NOx doesn’t always equate to a reduction in smog. According to EPA, reductions of NOx emissions actually can increase smog in localized areas “depending on the local quantities of NOx, VOC (volatile organic compounds) and ozone catalysts such as the OH (hydroxyl) and HO2 (hydroperoxyl) radicals.” So would less NOx in downtown Los Angeles equate to less smog? Not according to Ramboll’s findings. “Ramboll’s supplemental analysis confirms that ozone levels in the SoCAB are, at best, currently unresponsive even to significant 20% reductions in ambient NOx levels, reductions

While California posts daily air quality index forecasts like this one for Aug. 24 in the South Coast Air Quality Management District, the Truck and Engine Manufacturers Association said the state has not demonstrated whether lowering NOx will decrease smog in areas where air pollution has been a concern.

that are well beyond those that could be achieved through implementation of the proposed Low-NOx Regulations,” EMA wrote in its comments submitted to CARB. “Ramboll’s analysis and findings confirm that the proposed Low-NOx Regulations likely will not be effective in reducing ozone levels in the SoCAB,” EMA continued. “Just as important, CARB has done nothing to establish any different conclusion. The complete lack of evidence of the actual efficacy of CARB’s proposed Low-NOx Regulations is another factor establishing their invalidity.”

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uying a refrigerated trailer means considering a lot more specifications than with a dry van or flatbed. There’s duct design, UV-resistant roofs and the type and density of foam insulation, to name a few. Also, transportation refrigeration unit (TRU) manufacturers are introducing greener models with higher operating

efﬁciencies and lower fuel consumption. Combined with trailer makers offering improved insulation and heat isolation on their reefer products, owners benefit from lower TRU operating costs. The following are standard or typical speciﬁcations for popular 53-foot refrigerated trailers.

Great Dane | GreatDaneTrailers.com EVEREST TL REFRIGERATED

FLOOR: TTMA-rated 18,000-

pound aluminum heavy-duty duct floor for maximum air return, automatically welded to seal out moisture; composite floor sills with corrosion-resistant fasteners; impact-resistant thermoplastic sub-pans CROSSMEMBER: Front, 4-inch aluminum hat style; bay area,

5-inch aluminum I-beam; slide area, 4-inch steel I-beam; all I-beams on 12-inch centers; all-steel crossmembers waxcoated for corrosion resistance SUSPENSION: Hendrickson Ultraa-K 40K air-ride tandem axle suspension BRAKES: Air discs SIDEWALLS: 1.13-inch aluminum J-shaped upright on 12- and

SPECS OF SELECT DRY VANS APPEARED IN THE MAY ISSUE OF CCJ, WHILE SPECS FOR SELECT FLATBEDS WERE FEATURED IN JULY.

24-inch centers; .04-inch corrugated aluminum side sheets; scuffbands for extra protection available in various heights and materials, including integral extruded aluminum, highdensity polyethylene plastic and proprietary fastener-free bonded PunctureGuard LINING: Standard PunctureGuard lining for

impact resistance, optional ThermoGuard lining with proprietary barrier layer to help maintain insulation performance; both linings come standard with Microban broadspectrum antimicrobial protection to help fight bacteria growth, stains and odors REAR FRAME: Satin-finish stainless steel REAR DOORS: Aluminum swing doors with mirror-finish stainless-steel outer sheets sealed to impede moisture intrusion with internal lateral braces for added reinforcement, improved durability and maintaining flat, smooth exterior surface LIGHTING: Grote LED system with 10-year maintenance-free modular wiring harness WHEEL END: Stemco Platinum Performance Plus System ROOF: Lightweight system SAFETY SYSTEMS: ReserveAlert back-up alarm; RIG-30 rear impact guard; FleetPulse telematics; automatic tire inflation; ASA Electronics wireless rear-mounted camera

Trailer manufacturers are offering improved heat isolation and insulation on their refrigerated products, resulting in greater savings and lower TRU operating costs for carriers. commercial carrier journal

| october 2020 55

TRAILER FOCUS REFRIGERATED

Hyundai Translead | Translead.com HT THERMOTECH

FLOOR: Extruded

aluminum 1.34-inch-high duct type; rear gutter flush with floor; last 4 inches of floor reinforced for forklift use with extruded aluminum inserts CROSSMEMBER: 5.5-inch-deep extruded aluminum I-beams on 12-inch centers

from end of upper running gear rails to support gear; 4-inch-deep high-tensile aluminum I-beam on 12-inch centers between upper coupler and support gear; 4-inch-steel 80,000-pound-yield I-beams on 12-inch centers over support

Stoughton | StoughtonTrailers.com PUREBLUE

FLOOR: Extruded aluminum

heavy-duty duct design that provides added support in high-use areas; fully-enclosed design with knurled-edge top surface for skid resistance CROSSMEMBER: 5.25-inch extruded aluminum for added support in bay area and strong, 56

lightweight floor SUSPENSION: Hendrickson Ultraa-K lightweight slider axle system with optimized strength-to-weight ratio SIDE POSTS: Posts in intermediate area between 4-foot panel-topanel connections bonded to help increase thermal efficiency,

commercial carrier journal

| october 2020

gear and upper running gear rails; four I-beams in rear 4 feet for impact resistance SUSPENSION: Hendrickson Ultraa-K air-ride BRAKES: Nonasbestos lining; 16.5-by7-inch quick-change type; S cam-operated automatic slack adjuster SIDEWALLS: .04-inch prepainted white aluminum side sheet LINING: .043-inch Ridge Polarply sides, front, rear doors and ceiling REAR FRAME: Stainless steel; hot-dipped galvanized high-tensile steel; bolt-on underride protection REAR DOORS: Extruded aluminum frametype swing doors with dual durometer seals and .04-inch prepainted white aluminum outer sheets; one anti-rack lock rod per door with rubber-grip handles and heavy-duty extruded aluminum hinges ROOF: One-piece .025-inch-thick aluminum; corrugated roof sheet design

ensure smoother wall surface, stabilize inner liner between panel-to-panel connections and reduce number of rivets, which inhibits heat flow, prevents water intrusion and provides better surface for graphics INSULATION: Platen foaming process for added thermal efficiency in sidewalls, ceiling, front wall and doors; each

subassembly insulated prior to trailer assembly, then all connections foamed separately to ensure airtight seal for consistent insulation process and flat, smooth surface less susceptible to damage SCUFF GUARDS: Rivet-free 6-inch aluminum band, 12-inch integral liner MOUNTING FRAME: Lightweight high-strength low-conductivity unit that accepts all TRUs; composite material inhibits TRUgenerated heat from transferring into trailer REAR DOOR: High-strength composite design that optimizes thermal efficiency and reduces weight; no fasteners; triple-wiperseal gasket retains contact pressure for improved lifetime seal to maintain thermal efficiency, prevent water intrusion and minimize air loss; snap-lock design for easy gasket replacement REAR UNDERRIDE GUARD: Bolt-on design for easy repair

TRAILER FOCUS REFRIGERATED Utility Trailer Manufacturing Co. | UtilityTrailer.com 3000R REFRIGERATED VAN

FLOOR: 20K

duct floor; 1.5-inch extruded aluminum highwear duct floor with 10-inchhigh .1875-inch-thick integrated wear band; hardwood

floor fillers full length; 3-inch foam-in-place insulation CROSSMEMBER: 5.5-inch-deep aluminum I-beam crossmembers on 12-inch centers in bay

area; 4-inch 80,000-psi steel I-beams on 12-inch centers over legs and rear suspension subframe SUSPENSION: Hendrickson Ultraa-K ZMD 40,000-pound air-ride sliding tandem with heavy-duty slider box and Quik-Draw air-operated pin release system BRAKES: Bendix TABS-8 Advanced with Bendix Trailer Roll Stability Program 2S/1M ABS on standard base specification; 16.5-by-7-inch brakes with outboard cast-iron drums SIDEWALLS: .04-inch prepainted white aluminum side skin with Ultra Road Shield Plus (URS+); 1-inch-deep J-shaped aluminum side posts on

24-inch centers; extra posts over kingpin and support legs; 2-inch foam-in-place insulation LINING: .065-inch VersitexUtility VR2U high-impact lining on front wall, sidewalls, ceiling and rear doors REAR FRAME: Satin-finished stainless steel REAR DOORS: Rear Barrier Door with bonded foam design; 3-inch insulation ROOF: High-tensioned aluminum roof skin; 3-inch foam-inplace roof insulation SIDE SKIRT: USS-120A-4; Black FRP construction with UV protection, increased ground clearance, structural bend design at bottom

Wabash National | WabashNational.com ARCTICLITE REFRIGERATED

FLOOR: Heavy-duty smooth extruded alumi-

num duct with thermoplastic subpan rated at 16,000 pounds; options include flat floor with thermoplastic subpan, 18,000-pound rating, knurled floorboards CROSSMEMBER: Steel I-beams in bay and rear, composite no-rot floor stringers bolted along length of trailer; options include hat section behind coupler, aluminum SUSPENSION: Hendrickson Ultraa-K air-ride with P-spindle wheel ends, AAR-rated galvanized landing gear support and K-brace; options include mechanical suspension, wide-base rims and tires, semi-fluid grease package, synthetic oil lubrication package BRAKES: Meritor Wabco 2S-1M ABS, Hendrickson H20 HXS linings, Haldex Gold Seal chamber with S-ABA slack adjuster; options include lightweight hub and drum, discs EXTERIOR: Smooth or corrugated prepainted aluminum side sheets, heavy-duty aluminum Z-posts; options include heavy-duty aluminum sheets, corrugated stainless-steel sheets, upper and lower rub rails, side doors, TOFC lift pads

INTERIOR: Versitex thermoplastic antimicrobial liner, integral scuff liner with no exposed fasteners; options include aluminum scuff, 18and 24-inch integral scuff, surface-mounted or recessed E-track and A-track, pallet stops, dome lights REAR FRAME: Brushed-finish stainless steel attached via bolts for repair; options include RIG-16, dock bumpers, grab handles,

intermediate steps REAR DOORS: Aluminum-framed insulated swing with aluminum hinges; options include overhead design, additional lock rods, variety of finishes, integral or aluminum scuff ROOF: Aluminum with heavy-duty impact plate at leading edge; options include SolarGuard system – Dean Smallwood

commercial carrier journal

| october 2020 57

Cordless disinfectant applicator

Whiting now offers Graco’s SaniSpray HP 20 Cordless disinfectant applicator, an ultraportable sprayer built with high-grade materials that are compatible with disinfectants, sanitizers and deodorizers, allowing users to use disinfectants without having to start up a larger misting system. The HP 20 is designed to finish small or large areas fast with minimal effort by the applicator. Moving from room to room is easy, and with Whiting’s Pure SDC Silver Dihydrogen Citrate, it is designed to complete a full, clean disinfect. Whiting Systems, www.whitingsystems.com, 501-847-9031

Steer/all-position tire

Continental’s Conti EcoPlus HS3+ Steer/All-Position Tire is SmartWay-verified and CARB-compliant and is suited for long-haul and line-haul applications. The tire features a technologically advanced cap compound that helps improve cut and tear resistance for increased mileage while adding rolling resistance for fuel efficiency and heat dispersion for increased retreadability. The tire also is designed to provide a comfortable ride with a tread profile that reduces sensitivity to road surface, fleet and vehicle variations, allowing for improved performance throughout the tire’s life. Its footprint shape is engineered for improved wear resistance for increased removal miles, and it also has improved de-coupler durability. The tire has a 19/32-inch tread depth and is available in sizes 11R22.5 (Load Range G and H), 295/75R22.5 (Load Range G and H), 11R24.5 (Load Range H) and 285/75R24.5 (Load Range H). Continental Tire the Americas, www.continental-truck.com,

Blow gun kit

IPA has combined three versatile blow guns in a 3-Pc. Specialty BlowGun Assortment (No. 8055). The blow guns can be used to clean head-bolt holes, anchor-bolt holes, manifolds and gasket surfaces while removing grease or rust and blowing out channels and injector ports. The BlowBack Gun is designed to clean debris from the bottom of a bolt hole and out of all the threads. The Air Bender Blow Gun is built to reach hard-to-access areas with a focused high-pressure 90-degree angle output. An intuitive and safe design allows the blowback to be away from the user’s face. The Air Scraper Blow Gun, which is engineered to remove gasket materials hardened to a surface, has a stainless-steel shaft and a hardened scraper tip to combine air pressure and scouring action to remove and blow away stuck-on debris. The blow gun tubes are 3/8-inch in diameter, 7 inches long and made from anodized aluminum and stainless steel. Innovative Products of America, www.ipatools.com, 845-679-450

Air chamber latch

Premier’s Saf-T-Latch (part number 820ELA) coupling is engineered to be connected to the company’s air chamber. If a driver forgets to close the hitch manually, the coupling is designed to close automatically when the emergency brake is released. Premier Manufacturing, www.premier-mfg.com, 800-255-5387

800-847-3349

Diesel exhaust fluid

Preassembled shaft kits

Dana’s Spicer ReadyPack Preassembled Kits for commercial vehicle driveshafts, coupling shafts and interaxle shafts are compiled for convenience, streamlined ordering and savings on inventory and labor costs so that users no longer will be required to identify and order each part individually when rebuilding a commercial vehicle shaft. The kits arrive with u-joints that are preinstalled in the yoke shaft for the slip joint and in the tube yoke for the tight joint. Kits featuring premium Spicer Life Series (SPL) u-joints come pregreased with production lube and sealed with the multilip seal, while 10 Series u-joints must be greased before use. Dana, www.spicerparts.com/readypack, 800-621-8084

commercial carrier journal

| october 2020

Old World’s BlueDEF Platinum Diesel Exhaust Fluid (DEF) is formulated for today’s selective catalytic reduction (SCR) systems to reduce nitrogen oxide (NOx) emissions and deposit buildup that can lead to backpressure, increased fuel consumption and reduced engine power. The DEF is a mixture of high-purity synthetic urea, deionized water and a proprietary formulation featuring the company’s Advanced System Shield Technology that helps prevent harmful deposits. BlueDEF Platinum is manufactured under ISO 22241 guidelines for product quality and is API-registered to meet or exceed OEM specifications for DEF. Old World Industries, www.bluedefplatinum.com, 800-323-5440

PRODUCTS

Solar-powered trailer heater

Thermo King’s Heat King trailer heating units now can be spec’d with the company’s ThermoLite 40-watt solar panels to help preserve battery life over the summer, save money on fuel and add uptime to help prevent products from freezing, such as electronics, beverages, paint, pharmaceuticals, flowers and plants. The heavy-duty Heat King unit has a rugged, simple design that provides 50,000 BTUs and is built for easy operation and maintenance. Thermo King, www.thermoking.com, 888-887-2202

Heavy-duty engine oil

Valvoline’s Premium Blue One Solution Gen2 is the second iteration of the company’s original heavy-duty engine oil first released in 2018. The oil was developed in partnership with Cummins Spark-Ignited Engineering and is approved for use in multiple heavy-duty, medium-duty and light-duty engines. It is formulated to provide improved oxidation, thermal stability, a 5,000-mile drain interval extension in Cummins X15 and X12 diesel platforms across most duty cycles, and a 500-hour drain interval extension in Cummins ISL G and L9N platforms. Premium Blue One Solution Gen2 also carries many OEM approvals, including CES 20092, CES 20086, EOS-4.5, VDS4.5, DFS 93K222 and VI RLD-3, and it meets or exceeds the requirements for other OEMs and is licensed for API service CK-4 and SP. Valvoline Inc., hd.valvoline.com, 800-832-6825

Trailer tire

Michelin’s X One Line Energy T2 Trailer Tire is engineered for improved tread wear while providing fuel and weight savings. The SmartWay-verified tire is suited for dry van truckload, refrigerated truckload and tanker applications. The tread design helps prevent irregular wear and incorporates compounds designed to improve resistance to late-life tire aggression. The dual-compound tread consists of a mileage top layer that helps control tread stiffness and stress to reduce irregular wear and a fuel-efficient bottom layer that helps minimize internal casing temperatures for low rolling resistance. The tread incorporates directional microsipes, resulting in a directional tire for the first half of tire life. Matrix siping with zigzag walls is located along the center ribs and interlocks for squirm resistance. The tire is available in size 445/50R22.5. Michelin North America, www.michelintruck.com, 888-622-2306

Face masks

Del City’s KN95 Particulate Respirators are constructed from five layers of melt-blown nonwoven fabric. The disposable face masks feature two elastic ear loops and an adjustable metal nose clip for a comfortable secure fit. They come in packs of 20 and are intended for use for general nonmedical work purposes. Del City, www.delcity.net, 800-654-4757

Regional and city tires

Nokian’s E-Truck 17.5 Tire Series is designed for medium-size delivery trucks and buses in regional and city traffic, with robust tread patterns, a 3PMSF marking that indicates their suitability for winter conditions and the company’s abrasion-resistant rubber compound engineered for maneuvering tight corners and small courtyards with stable, predictable handling. Nokian E-Truck Steer 17.5 has a sturdy four-rib tread pattern and an even wear pattern, with zigzag-shaped wide grooves that help reduce stone trapping. Nokian E-Truck Drive 17.5 is designed for grip and handling in all-year use with a dense open block pattern and a semi-open shoulder, while an optimized tread block staggering helps enhance stability. Nokian Tyres, www.nokiantires.com, 800-565-6321

Intermodel TRU

Carrier Transicold’s Vector HE 19 Intermodal Container Refrigeration System uses R-452A refrigerant developed for a lower environmental impact. The thin-profile unit is suited for 53-foot domestic intermodal containers to help optimize interior space utilization, improving shipping efficiency. It features the company’s E-Drive technology that includes a high-output generator directcoupled to a diesel engine to power the all-electric refrigeration system. Intelligent controls automatically activate individual components, such as the compressor and fans, running only what it needs precisely when needed. The unit also features integrated electric standby, enabling it to be plugged into a power source when parked, eliminating emissions and noise from the refrigeration unit engine and conserving fuel and reducing operating costs. It can be coupled with the company’s eSolutions telematics system for remote monitoring of system operation and container temperatures, as well as remote software updates, data downloads and system diagnostics. Carrier Transicold, www.carrier.com/truck-trailer/ en/north-america, 800-227-7437 commercial carrier journal

| october 2020 59

PRODUCTS

Wet kit packages for PTOs

Eaton’s Wet Kit Packages for end-dump applications support the Bezares line of power-takeoff (PTO) units that fit Eaton Fuller and Eaton Cummins Endurant transmissions. The wet kits help simplify ordering and streamline installation by including all the components needed into a single part number. They are installed on medium- and heavy-duty trucks with accessories such as booms and cranes, and its hydraulic pump is activated by the truck’s transmission. Each wet kit includes a PTO with Viton seals and Garlock gaskets, a roller-bearing dump pump, a lightweight aluminum tank and all the hardware and components needed for installation. Eaton, www.eatonpartsonline.com, 800-826-4357

Oil drain and fill system

Femco’s Non-Drip Drain Plugs and Clickers are designed to drain and refill oil quickly without leaving any residue by decreasing the distance between the plug’s valve opening and the clicker’s nozzle opening. Due to its robust solid brass construction, it is suitable for changing oils and fluids at high temperatures. The single plug is available in numerous different sizes and is built to be used with the non-drip clicker. Femco, www.femco.com, 425-318-6050

Cable support system

Phillips’ Tracker Spring Kit cable support system is designed for tighter turns and features a 25-inch extra-heavy-duty spring and the company’s Qwik-Clamp that facilitates quick, easy installation. When serving as the working spring, the kit is engineered to prevent overstretching when the vehicle is in a jackknife position, stretching up to 40 inches at 26 pounds of pull force. Constructed of heavy-gauge galvanized wire, the spring is built for improved recoil memory and longer spring life. Phillips Industries, www.phillipsind.com, 800-423-4512

commercial carrier journal

| october 2020

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AD INDEX Ancra. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ancracargo.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Bestpass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . getbestpass.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 CCJ Innovation Nomination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjinnovators.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cummins.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC Direct Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . directequipmentsupply.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Drivers Legal Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . driverslegalplan.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10, 11 Equipment Experts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . equipmentexperts.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 FleetPride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetpride.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Fumoto Partner Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fumotousa.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Howes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . howes100sweeps.com/rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Instructional Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . instructiontech.net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Isuzu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . isuzucv.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 LKQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lkqheavytruck.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . napatruckservice.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Noregon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . noregon.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Penske . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gopenske.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . peterbilt.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BC ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . promiles.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 R&L Fleet Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rlfleet.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Renewable Energy Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . regi.com/ultraclean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 RigDig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rigdigbi.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 St. Christopher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckersfund.org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Statement of Ownership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 TCA DOY Congratulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckersnews.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Total Specialties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . totalspecialties.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Transport Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tiremask.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 ULine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . uline.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Verizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verizonconnect.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

MORE Prospect Data | Market Share Data | New Prospects RigDig® has been helping truck equipment dealers increase their targeting and prospecting effectiveness with data insights on 1 million+ active trucking entities for nearly ten years: • Arming sales teams with invaluable prospect/client equipment data • Providing up-to-date market share data for your AOR • Identifying new prospect companies in your territories • Assessing growth trends/emerging markets • Guiding strategic planning

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| october 2020 63

THE BETTER WAY TO TRAIN NEW HIRES NEW-HIRE TRAINING STARTS AT HOME

PREVENTABLE or NOT? Deranged dump dampens Doe’s day

Pre-Work Saves Time and Improves First Impression Providing new hires with online forms and pre-work training before their first day can cut orientation in half. More importantly, your trainers can minimize in-class time because drivers have mastered simple skills already. And all of that gets safer drivers on the road sooner.

INSTRUCTIONTECH.NET ONLINE TRAINING | ORIENTATION | LMS

commercial carrier journal

| october 2020

arefully piloting a new straight truck toward Memphis, Tennessee, on a lightly traveled divided four-lane stretch of sun-drenched tree-lined parkway posted at 35 mph, John Doe turned up the volume on the Bluetooth stereo that was streaming his favorite bro-country jams, switched the cab air to maximum and extracted a red concentration-enhancing Gummy Bear from the bag of survival rations that was riding shotgun. What a great day! Alas, the end of Doe’s “great day” was approaching fast, in the ominous form of Billy Joe Troll’s gargantuan dirt-caked dump truck. Pulling up swiftly behind Doe’s rig in the same right-hand lane, Troll took another eye-popping swig of Red Bull, suddenly moved into the left lane and started to pass. Straight truck driver Instantly, Doe noted that Troll’s John Doe was traveling truck was … Egad! The dummy’s dump was weaving and about to the speed limit in the smack right into Doe’s cab! To avoid right lane of a divided a nasty collision, Doe braked hard, four-lane parkway when a speeding dump steered sharply toward the curb and … BLAMMO! Oh no! Doe’s motortruck started to pass ized and heated right-side West and began weaving, Coast mirror had shattered against causing Doe to scrape the battered trunk of a massive old against a tree. Was this oak that overhung the roadway! In a preventable accident? the meantime, Troll’s truck disappeared into the distance, trailing a dense cloud of smoke. Since Doe contested the preventable-accident warning letter from his safety director, the National Safety Council’s (NSC) Accident Review Committee was asked to render a final decision. To Doe’s delight, NSC ruled in his favor, noting that the damage to his mirror was caused by an impossible-to-anticipate sudden need for an evasive maneuver necessary to avoid a more serious crash.

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CLASS PAYS

Commercial Carrier Journal 1020

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Time for a new truck?

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