Commercial Carrier Journal 1120 by Richard Street

NOVEMBER 2020

PREP RIGS FOR OLD MAN WINTER

DON’T TAKE CHANCES WITH CHILLY WEATHER

HISTORY, HERITAGE, HOMEGROWN page 18

CCJ ’s FIVE FLASHIEST FLEETS CCJ’s HONOR PAST WITH TODAY’S SIZZLE DO YOUR DRIVERS KNOW WHAT TO DO? DOCUMENTATION PROVES TRAINING page 41

WHICH TIRES ARE BEST FOR MY TRUCK? PROPER TESTING MAKES CHOICE EASY page 38

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

KEEP YOUR TRUCKS FILLED AND ROLLING TODAY’S LOAD BOARDS ARE SMARTER, FASTER page 26

HOWES WINTER READINESS PLAN DIESEL TREAT EVERY STEP 1: USE FILL UP TO PREVENT GELLING. TM

FOR EVERY FILL UP

PREVENTS FUEL FROM GELLING

LUBRICATES FUEL

SINCE

1920

FROZE UP BECAUSE YOU STEP 2: YOU FORGOT STEP 1. USE LIFELINE. FOR WINTER EMERGENCIES

RE-LIQUEFIES GELLED FUEL

DE-ICES FROZEN FUEL FILTERS

HOWES DIESEL TREAT AND DIESEL LIFELINE ALL THE PROTECTION YOU NEED THIS WINTER. Â®

NOVEMBER 2020 | VOL 177 | NO. 11

COVER STORY

Honoring history, heritage, homegrown haulers

Since 1978, Commercial Carrier Journal has recognized excellence in fleet graphics design and execution. The five top vote-getters in this year’s Five Flashiest Fleets competition successfully relate the company’s purpose, tell a story, champion a cause or promote a strong corporate brand image.

JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

Cover design by Richard Street

FEATURES

Overcoming obstacles

6 News

Growing steadily over a decade, making extensive contributions to the community, diversifying into trucking-related businesses and remaining stable during predictable and unpredictable slowdowns were factors in JDT Trucking being named Overdrive’s 2020 Small Fleet Champ.

DOL proposes new ‘independent contractor’ test … Prime Inc. drivers can sign up for settlement

Keeping them rolling

Tire manufacturers offer suggestions on ways that fleets can carry out their own tire tests to determine which tires work best for them and are the most fuel-efficient and durable.

payouts … Truck-involved crash fatalities unchanged in 2019 … Peterbilt delivers its 10,000 Model 579 UltraLoft to Long Haul Trucking … FMCSA

A rolling record

More technology vendors are offering fleets driver training verification products designed to provide liability protection by documenting training events and capturing time-stamped evidence of users while they are completing training.

extends COVID-19 waivers through year’s end … CVSA opens nominations for annual driver award

8 InBrief

Innovators: USAT Capacity Solutions

The Van Buren, Arkansas-based company’s self-dispatch system allows company drivers to select from all available loads in a specific market, pre-plan themselves for the week, go anywhere they choose and plan themselves home.

10 InFocus: LTL optimization COMMERCIAL CARRIER JOURNAL

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DEPARTMENTS

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technology

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Cummins debuts EPA 2021-compliant engine lineup

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Editorial

20 13 14 14

Hino, technology providers team for e-trucking initiative

Tesla touts new long-range Semi battery

Autonomous company sets commercial deployment for 2022

14 InBrief 15 Daimler debuts alt-fuel trucks for 15 16 16 17 17

Driver-facing cameras finding more acceptance FourKites: Visibility gives shippers, brokers an edge

Drivewyze Safety+ provides proactive fleet, driver alerts

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Petro-Canada debuts synthetic transmission fluid

Hendrickson expands lineup for Western Star 49X

location-based recruiting

Transfix launches free fleet management platform ERoad Go app designed for P&D fleets, drivers

Volvo, Mack, Samsara to explore integrated connectivity Kenworth launches batteryelectric T680E

18 InFocus:

FMCSA grants waiver for mirrorless camera system

26 InFocus:

Seasonal maintenance

Upfront Editor Jason Cannon’s column

48 Preventable or Not? Trucker John Doe was backing his reefer to a restaurant’s kitchen delivery area and was being helped by an employee who became distracted, causing Doe to hit the store’s rollup door and damaging it. Was this a preventable accident?

43 Products DVR, air cleaners, brake drum, more COMMERCIAL CARRIER JOURNAL

Corporate

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Design & Production

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

Europe

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McLeod Software’s data science leads to market insights

23 InBrief 24 U.S. Xpress taps Paradox for

Traxen touts fuel savings from AI-based cruise control

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

47 Ad Index | NOVEMBER 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 © 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.

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UPFRONT

Traton’s $3.7B Navistar buyout highlights trucking’s global nature BY JASON CANNON

fter nearly 10 months on the table, and with mutual interest surviving a global pandemic that saw truck orders slump to record lows for two consecutive months, Volkwagen’s commercial truck business, Traton, is set to acquire Navistar for nearly $3.7 billion. After sitting on an offer of $43 per share for more than a month, Navistar on Oct. 16 countered an expiring “take it or leave it” letter from Traton with a higher asking price of $44.50. The figure put forward by the maker of International Trucks came with the support of its two largest stakeholders, Carl Icahn and MHR Fund Management. A buck-fifty doesn’t sound like a lot, but when you own almost 17 million shares, I guess it doesn’t hurt to ask. Navistar and Traton partnered in a procurement joint venture and strategic technology and supply collaboration in 2016, beefing up both companies’ ability to scale globally. Traton also took a 16.8% stake in the Lisle, Illinois-based truck maker in the tie-up. Dialogue between Navistar and Volkswagen – which also operates the MAN and Scania business units in Europe and abroad – began in 2015 on opportunities to synergize and strengthen each company, culminating in Volkswagen’s investment. Navistar and Traton also are entangled in some of their business interests. Each holds a minority position in self-driving tech company TuSimple. Traton, as part of the partnership, was slated to develop self-driving trucks

for the European market. Navistar was to co-develop SAE Level 4 self-driving trucks targeted for production by 2024. Business today is very worldwide. There is still a lot of value in “made in America,” but, truthfully, global engineering makes products and technology better. Navistar was the last holdout to formalize its global footprint, and frankly, it’s impressive that Navistar – as a standalone trucking entity – was able to remain independent for as long as it did. Sure, it forged partnerships with the likes of Ford and, prior to its ownership stake, Volkswagen, but it always lacked that ingrained multinational blanket that was so prevalent among its peers. You can find DAF influences under the hood of Peterbilt and Kenworth trucks in MX engines, and Volvo’s universal safety and technology fingerprints are all over its stateside tractors. However, the brands themselves retain much of their ingrained independence. Mack is able to leverage technical expertise throughout the Volvo network, but it’s distinctly its own thing. Traton CEO Matthias Gründler said at the company’s Annual General Meeting in Munich last month (pre-buyout) that Traton plans to give its brands more individual responsibility and freedom, inferring that International Trucks will continue to be its own thing but with deeper global support. Despite their melting pot of influences, Kenworth, Peterbilt, Mack, Volvo, Freightliner and International are all uniquely American. Hundreds of international businesses have American divisions producing American goods by American employees for American

consumers. In this case, it happens to be trucks. Traton’s impending marriage to Navistar will enable the full vertical integration of International Trucks. International already was producing more-than-capable advanced and sophisticated tractors, but there’s no denying the advantages that German engineering can bring to the company. There’s a reason that “German engineering” is a point of emphasis on many automotive commercials. It’s largely seen as the standard bearer for precision. But this is far from a one-way deal. Volkswagen… err… Traton needs Navistar, too. The global commercial vehicle market is expected to grow from $791.1 billion in 2019 to $815.3 billion in 2020 at a compound annual growth rate (CAGR) of 3.1%, according to Research and Markets, a low growth rate mainly curtailed by COVID-19. The market is expected to recover and grow at a CAGR of 12% from 2021 and reach $1.1 trillion in 2023. North America was the largest region in the global commercial vehicle market, accounting for 65% in 2019. Swallowing a 118-year-old U.S. truck manufacturer with an already expansive dealer network, a well-trained pool of parts and service technicians and a healthy customer base always was going to be the best way for Traton to crack the North American market. This is exciting news for the trucking industry and guys like me who eventually are allowed to test-drive new and innovative technologies and powertrains. As bad as this year has been, things finally are looking up.

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

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

DOL proposes new ‘independent contractor’ test

he U.S. Department of Labor’s Wage and Hour Division is proposing to better define “independent contractor” in the context of the Fair Labor Standards Act, the law that governs employer wage and hour rules and defines employer/employee relationships. DOL’s notice of proposed rulemaking proposes to add a part to Title 29 of the Code of Federal Regulations that would adopt additional interpretations to determine the validity of an independent contractor status by sharpening the multifactor test into five distinct factors. For the purposes of litigating issues under FLSA, there’s never been a direct definition of independent contractor, DOL said in its notice explaining its pursuit of the rule. Both DOL and

federal courts have analyzed the employer/employee relationship in relation to the degree of the worker’s economic dependence on the employer. While the current multifactor test is designed to get to the root of whether a worker is an independent contractor under FLSA, DOL has concluded “the test’s underpinning and the process for its application lack focus and have not always been sufficiently explained by courts” or DOL itself, “resulting in uncertainty” for employers/employees and independent contractors alike. The five economic-reality factors under the NPRM are as follows: • Nature and degree of the worker’s control over the work. • Opportunity for profit or loss.

For the purposes of litigating issues under FLSA, there’s never been a direct definition of independent contractor, DOL said.

• Skill required. • Permanence of the working relationship. • Integrated unit, or how involved the worker is in the course of the employer’s day-to-day business. To view comments, go to Regulations.gov and search for docket number – CCJ Staff 2020-21018.

Prime Inc. drivers can sign up for settlement payouts

ore than 40,000 truck drivers, including owner-operators, are eligible for at least a $100 payout from Prime Inc. (CCJ Top 250, No. 14) as part of the company’s settlement over driver misclassification and other wage claims. A court approved Prime Inc.’s proposed $28 million settlement that was announced in July. Though that translates to an average of $700 per class member, payouts will be awarded based on tenure at the Springfield, Missouri-based company and type of employment, so some drivers are likely to receive more than that average, and others less. All class members will receive at least $100. The settlement covers all drivers who were trained at Prime Inc. or worked at the fleet as a company driver or an 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.

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independent contractor between The settlement covers all drivers who were trained at Prime Inc. or worked for the October 2012 Springfield, Missouri-based fleet between and May 2020. October 2012 and May 2020. Class members must file their claim by Dec. 7, and a court hearing will be held in January to approve the final settlement and the class. Drivers can visit PrimeTruckSettlement.com to file their claims. Notices of claim eligibility were sent to class members Oct. 5, according to attorneys handling the settlement. The payout stems from two cases, Oliveira v. New Prime and Hayworth v. New Prime, which have been combined into one case to settle both lawsuits. Oliveira, a leased operator who claims he was misclassified as an independent contractor, forced a procedural matter in his case – whether truck drivers are bound by arbitration clauses – all the way to the U.S. Supreme Court in late 2018. The court ultimately ruled in his – CCJ Staff favor in February 2019.

JOURNAL NEWS

Truck-involved crash fatalities unchanged in 2019

atalities in crashes involving large trucks remained mostly unchanged from 2018 to 2019, according to statistics released last month by the National Highway Traffic Safety Administration. NHTSA’s report shows there were 5,005 fatalities in crashes involving at least one large truck (those with a gross vehicle weight rating of at least 10,000 pounds) in 2019 compared to 5,006 in 2018. NTHSA’s statistics don’t separate heavy-duty trucks (26,000-plus pounds GVWR) from light- and medium-duty trucks.

Also, large truck occupant fatalities remained mostly even year-to-year, with 892 truck occupant fatalities in 2019 compared to 890 in 2018, NHTSA’s statistics show. Overall, U.S. traffic fatalities decreased by 2% from 2018 to 2019, falling from 36,835 fatalities in 2018 to 36,096 in 2019. The decrease occurred despite an increase in vehicle miles traveled in 2019, NHTSA notes. According to NHTSA, fatalities decreased in 35 states, Washington, D.C., and Puerto Rico from 2018 to 2019,

with the largest reduction in fatalities seen in California and Pennsylvania. Fatalities increased in 15 states, with the largest increases seen in Tennessee and Ohio. NHTSA also released its early estimate for 2020 traffic fatalities, which shows an estimated 16,650 highway deaths in the first half of the year, a 2% decrease from the first half of 2019. The agency also notes vehicle miles traveled for the first half of 2020 were down about 16.6% year-over-year. – CCJ Staff

FMCSA extends COVID-19 waivers through year’s end

Peterbilt delivered its 10,000th Model 579 UltraLoft to Long Haul Trucking (CCJ Top 250, No. 233). The Albertville, Minnesotabased fleet now has 140 Model 579s.

he Federal Motor Carrier Safety Administration last month extended its waiver that allows truck drivers to operate with a commercial driver’s license, commercial learner’s permit or medical certification that expired on or after March 1. The extension is effective through Dec. 31. FMCSA previously had extended the waiver through Sept. 30. The agency said that it also has issued a Notice of Enforcement Policy stating that, through Dec. 31, it will not take enforcement action against drivers for operating a commercial vehicle if the driver had a valid CDL or CLP on Feb. 29 or against motor carriers for using such a driver. FMCSA said that since the COVID-19 pandemic began, truck drivers have had difficulty scheduling DOT physicals and driver’s license renewals due to staffing shortages and other issues. The agency last month also extended its COVID-19 emergency declaration, which suspends hours of service regulations for certain haulers, through Dec. 31. – CCJ Staff

CVSA opens nominations for annual driver award

he Commercial Vehicle Safety Alliance is accepting nominations for the 2021 International Driver Excellence Award (IDEA). The award recognizes truck drivers who go beyond the call of duty with safe operation and compliance carried out with evident distinction for an extended period of time. Nominated drivers must be of personal character

beyond reproach, as indicated in the IDEA award criteria. Nominees also must have: • At least 25 cumulative years of crashfree driving in a commercial motor vehicle with a clean driving record for the past three years; • No felony convictions; • No safety-related driving suspensions in the past three years; and

• No driver violations in the past three years, excluding form and manner violations. The IDEA winner will be presented with a check for $2,500 and a crystal trophy during the CVSA Workshop in Louisville, Kentucky, on April 19. The deadline to submit a nomination form is Dec. 11. Go to cvsa.org and look under “Programs.” – CCJ Staff

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SPONSORED INFORMATION

POLICE IMMUNITY

ome friends and I were recently discussing the protests going on around the country and they asked me if the police officers could be sued for monetary damages for allegedly using excessive force against the protesters. I explained that police officers are entitled to “qualified immunity.” It’s been more than 40 years since legal doctrine of qualified immunity for police officers was expanded by the Supreme Court based on in its interpretation of a post-Civil War statute. That statute served to enforce the U.S. Constitution’s 14th Amendment. In 1982 the Supreme Court created a very high bar that must be satisfied in order to sue public officials, including the police. The Court reasoned that these individuals should not be penalized for conduct that was objectively reasonable and that constant litigation would interfere with their ability to do their job. In a series of cases the Supreme Court established that qualified immunity is “an immunity from suit rather than a mere defense to liability.” In other words, police officers have the legal right to a dismissal of civil suits seeking monetary damages arising from their official conduct unless the plaintiff can show that materially similar conduct has been found to be unconstitutional by a prior court. This is very hard to accomplish. Based on a line of Supreme Court decisions, qualified immunity extends to an officer’s unconstitutional/unlawful conduct if it does not “violate clearly established statutory or constitutional rights of which a reasonable person would have been aware.” The court further clarified this broad immunity by stating that it should protect “all but the plainly incompetent or those who knowingly violate the law.” In the real world, a plaintiff must show that the officer’s conduct was virtually identical to the facts of a previous Supreme Court or U.S. Court of Appeals decisions finding a constitutional violation. Any variation from the facts of the previous case can render a constitutional right claim “not clearly established.” If this happens, the officer faces no civil liability. The 2009 case Pearson v. Callahan involved a drug related arrest stemming from a warrantless search. In a unanimous decision, the Supreme Court stated that a lower court evaluating a claim for qualified immunity was required to address two concerns: one, whether “the facts alleged show the officer’s conduct violated “constitutional rights” and two, whether “the law clearly established that the officer’s conduct was unlawful in the circumstances of the case.” While this two-step analysis was once the standard, in the Pearson case the Supreme Court held that the judges could exercise their discretion in determining which of the two prongs should be addressed first. As a result, most courts now look to the “clearly established” portion of the analysis without having to decide if the facts of the case show a violation of the plaintiff’s constitution right. This can be awfully difficult to accomplish. In a 2018 dissent, Justice Sotomayor worried that the Court’s past cases addressing qualified immunity had created an “absolute shield for law enforcement officers.” Finally, while there appears to be some concern among the Court regarding qualified immunity, the ruling preventing most civil cases against the police will remain in place until the Supreme Court or Congress decides to modify the existing doctrine.

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JOURNAL NEWS

INBRIEF 11/20 • The National Tank Truck Carriers received a waiver that allows any carrier using tanker trailers to install a red or amber brake-activated pulsating lamp in the upper center position or in an upper dual outboard position on the back of the tanker. The waiver is good through Oct. 8, 2025. The Federal Motor Carrier Safety Administration granted a similar exemption to Enid, Oklahoma-based Groendyke Transport (CCJ Top 250, No. 97) in April 2019 after trials by the tanker fleet determined that the additional lighting helped improve safety. • The Federal Motor Carrier Safety Administration denied a request from selfdriving technology company Pronto.ai that would have allowed drivers to extend their daily hours of service if their trucks were equipped with the Copilot by Pronto advanced driver assistance system (ADAS) and SmartDrive’s Video Safety Program. • The Federal Motor Carrier Safety Administration is launching a new panel for its Motor Carrier Safety Advisory Committee that will be comprised of truck drivers who will provide direct feedback on issues such as safety, hours of service regulations, training, parking and driver experience. The panel will be made up of 20 drivers from all industry segments, including tractor-trailer, straight truck, motorcoach, hazmat and agriculture. • The North American Council for Freight Efficiency revised its Confidence Reports for Tractor and Trailer Aerodynamic Devices, both originally published in 2016. The report on tractors now includes information on drive wheel fairings, tractor-trailer gap devices and the replacement of mirrors with cameras. The updated report on trailers discusses the replacement of first-generation tails with new rear devices that address driver acceptance and docking. • Rhode Island will continue to collect trucks-only tolls after the American Trucking Associations last month was denied its request for an injunction against them while its lawsuit challenging the tolls proceeds through the court system. The state’s RhodeWorks trucks-only tolls were implemented in 2018. • The Federal Motor Carrier Safety Administration is accepting comments on a proposal to expand its interstate CDL pilot program for 18-20-year-old drivers who received heavy vehicle training while in the military. The agency in its original July 6, 2018, notice for the pilot included seven Military Occupational Specialties (MOS) from four military branches. FMCSA now wants to add nine more specialties from the U.S. Army and Marine Corps that also require heavy-duty vehicle training, which the agency said would open the program to 30,000 more drivers. • CargoNet recorded a 23% increase in cargo theft activity in the third quarter of 2020 compared to the same period in 2019. The firm recorded 223 thefts with an average value of $151,452. Texas reported 65 thefts, a 210% increase, followed by Florida and Georgia. Trailer burglaries were the most common types, with an increase in thefts of household cleaning supplies and personal protective equipment. • Estes Express Lines (CCJ Top 250, No. 12) added 50 new renewable natural gas (RNG) trucks fueled by Clean Energy Fuels’ Redeem fuel. The Richmond, Virginiabased carrier acquired the Class 8 trucks equipped with the Cummins Westport ISX12N engine for its California-based fleet. • Greeneville, Tennessee-based Forward Air Corp. (CCJ Top 250, No. 33) now offers less-than-truckload service in Columbia, Missouri, and Roanoke, Virginia. Forward LTL initially will operate from the company’s existing Final Mile facilities in Columbia and Roanoke and will evaluate the future need for separate locations based on growth. • Aliquippa, Pennsylvania-based PGT Trucking Inc. (CCJ Top 250, No. 103) formed PGT Services, a separate and independent company that provides asset-light transportation management services to customers in a wide range of flatbed, open deck and specialized freight industries. • Dependable Highway Express (CCJ Top 250, No. 124) took delivery of two Volvo VNR Electric trucks as part of the truck maker’s Low Impact Green Heavy Transport Solutions (LIGHTS) project. Los Angeles-based DHE will operate the Class 8 trucks from its facility in Ontario, California, running daily 60- to 80-mile routes to collect real-world data on power, performance and range.

JOURNAL NEWS

in focus: LESS-THAN-TRUCKLOAD OPTIMIZATION

‘The easy button’ LTL fleets look to simplify route planning BY AARON HUFF

“W

e do two things in LTL,” said Nate Wells, senior vice president of linehaul for XPO Logistics (CCJ Top 250, No. 6). “We sell space and pace.” Neither of these actions is easy, however, as Wells and less-than-truckload (LTL) fleet executives from Saia, AAA Cooper, Estes Express and YRC Worldwide discussed how they are preparing for the future during a video call hosted by Optym, a developer of cloud-based transportation management software (TMS) for truckload and LTL carriers. LTL operations are more complex than truckload since each shipment has to pass through at least two or three locations before it reaches the end customer, Wells said. Selling space on a trailer depends on accurate information about the volume, dimensions and transit times of shipments. Carriers also have to conduct a complex planning process for pickupand-delivery (P&D) and linehaul routes. Linehaul is the biggest opportunity for cost savings, the executives said. XPO Logistics’ linehaul division runs 2.6 million miles daily, which accounts for the carrier’s largest operational spend. “We want to ensure when we are driving that we are doing it in the most meaningful, efficient way,” Wells said. XPO Logistics already uses a proprietary application for handhelds that dock workers use to scan every shipment. Management has real-time visibility for when every associate clocks in and their daily activities and receives an alert if a worker has not scanned a pallet within 30 minutes. Wells attributes the technology to efficiency improvements of 10

commercial carrier journal

between 5% and 20% across its terminal network. Overall, XPO Logistics has seen its operating ratio (OR) improve during 16 of the last 19 quarters, said Wells, who believes that LTL carriers can further improve their operational costs from 3% to 5% by using optimization software for planning and executing P&D and linehaul routes. “To be in this conversation for the next 16 quarters, we are going to have to embrace technology by increasing our stops per route and decrease miles per route,” he said, noting that optimization software is the next step. “We want to press the easy button.” Webb Estes, vice president of process improvement for Estes Express (No. 12), agreed that optimizing linehaul is one of the biggest opportunities for LTL carriers, with his Richmond, Virginiabased company running more than 500 million miles per year. Charlie Prickett, chief operating officer for AAA Cooper Transportation (No. 49), said the Dothan, Alabamabased company’s proprietary technology gives customers continuous visibility and real-time ETAs from pickup to delivery, which are accurate within three to five minutes of arrival. To enhance this visibility, AAA Cooper is adding pre-pickup visibility for customers to view the status of the pickup driver to plan labor on their own docks, Prickett said. For next-level visibility, Wells is eyeing the potential of using RFID labels on pallets to have internal and customer visibility of freight. Using RFID would require the company to install antennas

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Nate Wells, senior vice president of linehaul for XPO Logistics, called trackand-trace technology “one of the most critical linchpins in the LTL business.”

and other equipment in facilities. Another option is low-energy Bluetooth tagging, which can locate pallets in facilities and during transit. Wells said enhanced shipment visibility can be sold as a service to customers by tagging their freight with RFID or Bluetooth devices at pickup. Ravi Ahuja, Optym’s founder and chairman, said one focus point for LTL carriers is to get an electronic bill of lading from shippers before a driver arrives for a pickup to know the shipment’s attributes in advance for capacity planning from P&D through linehaul. Ahuja also said that carriers still using AS400 or “green screen” mainframe systems are at a disadvantage, because the platforms are more difficult to support data science initiatives and software integration. He believes that LTL carriers have an opportunity to reduce their P&D costs by up to 5% by using optimization software that calculates routes dynamically by taking into account real-time traffic and road conditions. Optimization software also can help centralize dispatch to reduce manpower and improve quality of service, Ahuja said. Another area of opportunity is to use software for assigning trailers to dock locations – based on predicted arrivals, departures and workload – to decrease the time it takes to load and unload freight, he said.

PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

Revving up for Phase 2 Cummins debuts EPA 2021-compliant engine lineup

ummins last month unveiled its lineup of 2021 emissions-compliant X12 and X15 engines. The coming model year represents the first phase of Greenhouse Gas (GHG) Phase 2 emissions requirements. The new measures in this phase increase incrementally in model-year 2024 before phasing in completely by model-year 2027. The fully phased-in standards, according to the Environmental Protection Agency (EPA), will achieve up to 24% lower CO2 emissions and fuel consumption compared to Phase 1 standards. The EPA 2021-compliant X15 Efficiency Series was brought to market earlier this year – a full model year ahead of the regulation change – leaving just the X12 and two other X15 series engines to get the update as the order books for 2021 trucks already are opening. Both the X15 and X12 engines feature a 75,000-mile oil drain interval for trucks getting 7 mpg or more, but the X15 Performance will get a 10,000-mile bump for 2021 in trucks getting between 5 and 7 mpg. For all 2021 engines, the engine maker also has aligned its oil change and fuel filter change schedules, allowing customers to better plan maintenance, said John Malina, executive director of Cummins’ Product Connectivity Business. Engines in the coming model year also get a fuel economy boost. Nick Roth, Cummins’ director of national accounts, said some customers are seeing in excess of 9 mpg, but the number varies by segment, by driver and by a wide array of other factors. “What we can say for sure is that we launched a 2021-compliant product in 2020 with the X15 Efficiency series, which has demonstrated up to 3.5% fuel economy improvement to the 2019 product,” Roth said.

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For 2021, X15 Efficiency series customers with EX ratings – equipped with an Endurant HD transmission and GPS-enabled features such as Predictive Engine Cummins’ X15 Braking and Predictive Gear Performance Series gets Shifting – can expect to gain an a fuel economy boost of additional 1.5% in fuel economy. up to 2% over the prior generation. The X15 Performance Series gets a fuel economy boost of up to 2% over the prior generation. The X12, through base hardware changes, gets an added 2.5% fuel economy improvement. Compared to the previous-generation ISX12, the 2021 X12 has improved its fuel economy by up to 8.5%. Tipping the scales at just 2,050 pounds, the X12 squeezes better The Cummins X12 for 2021 gets access to the fuel economy from improved company’s Acumen engine breathing, an optimized connectivity module, ignition compression ratio and offering connected software updates and reduced frictional losses via diagnostics. modified piston ring packs. Optional EX ratings for the X12 can add another 1.5% fuel economy for 2021, said Kris Ptasznik, Cummins’ heavy-duty on-highway product manager. The EX ratings are newly available for the X12 in 2021. Also for 2021, the X12 gets access to Cummins’ Acumen connectivity module, offering connected software updates and diagnostics via a new engine control module (ECM). Acumen connects directly to Cummins’ new technology platform, FiberRed, giving carriers access to digital apps, product enhancements and service integrations designed to improve uptime and deliver a more personalized experience over the vehicle’s life. The X15 Performance Series gets a larger thrust bearing with eyes toward improved durability, while EGR flow has been refined for engine brake assistance. Like the X12, the X15

Performance Series is equipped with an updated ECM that provides Acumen access. Air handling improvements made to the X15 Performance Series provide better compression ignition. Efficiency improvements include reduced parasitic and frictional losses and reduced water pump speed. Trucks equipped with automated manual transmissions also will offer SmartCoast, Predictive Cruise Control and Predictive Road Speed Governor, features that previously were unavailable on units over 500 hp. RaNae Isaak, Cummins’ powertrain and total cost of ownership consultancy leader, said the company has simplified ratings choices to make spec’ing easier. The Efficiency Series is available with up to 500 hp and a mix of standard, SmartTorque and EX ratings. The Performance Series X15 offers between 525 to 605 hp, while a Productivity rating provides higher governed speeds, unlocking extended access to peak horsepower. The X12 – optimized for line-haul and regional-haul applications, along with vocational and specialty vehicles – will follow a similar rating strategy. New EX ratings – a spec that includes OnRamp Boost, Predictive Engine Braking, Predictive Gear Shifting and Dynamic Power – will be available for line-haul and regional trucks thanks to a new ECM. Cummins also will debut PowerSpecWeb, a website designed to help dealers and fleets spec the powertrain correctly on the frontend, tailor equipment by adjusting select features and analyze driver performance via the reporting feature. PowerSpecWeb includes a gearing calculator, complete descriptions of electronic features with video content, instructions on how to optimize parameter settings, additional resources that help with the spec’ing process and access to trip information and fault code data. It also supports fault codes and trip information on all on-highway products. – Jason Cannon

Hino, technology providers team for e-trucking initiative

ino last month became the latest trucking OEM to toss its hat into the electrified ring. Project Z, the company’s development path to zero-emissions Class 4-8 trucks, leans on partnerships between the Toyota subsidiary and technology providers in advanced electrification drive systems. Hino’s Class 5 entry features an SEA Electric-Drive 120a on a Hino M5 chassis and produces about 170 hp and 1,100 lb.-ft. of torque, said Tony Fairweather, president for SEA Electric. Fairweather said the battery system doesn’t require a thermal management system, allowing components that need cooling, such as the motor, to use a smaller radiator equipped with a variable speed fan. The truck has demonstrated a range of 240 miles unloaded, he said. In real-world testing under normal operating conditions with office supply company Staples, the truck is getting about 150 miles of range when loaded to about 6,000 pounds, Fairweather said. On the heavier side of its lineup, Hino expects to offer various zeroemissions options, including an XL Series Class 8 tractor powered by Toyota’s Fuel Cell system, the first U.S. partnership for the companies. Takehito Yokoo, senior executive engineer for Toyota Research and Development, said he expects the first truck to be built “the first half of next year.” Toyota brought its first fuel-cell Mirai passenger car to the United States in 2015 and as of the end of last year had sold more than 6,000 units. “Definitely it’s not new technology,

Hino Trucks and Toyota Motor North America will jointly develop a Class 8 fuel-cell electric truck for the North American market.

or definitely it’s not future technology,” Yokoo said. “It’s today’s technology.” On the battery side, Hino expects to feature a battery-electric Class 7 tractor with Hexagon Purus’ electric dual-motor drive e-axle system (500 hp, 33,000 lb.-ft. torque), as well as an XL Series Class 8 box truck powered by XOS’ X-Pack battery and electric drive system. The X-Pack from XOS (formerly Thor Trucks) is a modular battery pack system built from the cell-level up that operates as an intelligent standalone unit and is monitored by proprietary XOS telematics and software. “The software is designed purposefully for the batteries,” said Jose Castaneda, vice president of business development for XOS. “It monitors battery health and battery performance, and in the unlikely event that there was ever an issue, we could identify which pack was having that issue, bring it in, service it, and get it back on the road.” Each pack features its own air cooling, saving weight and cost. The truck is capable of a range of up to 250 miles. Because the X-Packs are modular, customers can spec more or fewer depending on the application’s range demands. For the battery-electric vehicles, Hino is exploring both central drive motors and e-axles. The company expects demonstration vehicles ready for deployment in the first half of 2021, customer demonstrations in 2022 and production before 2024. – Jason Cannon

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INBRIEF • Traton, the commercial truck division of Volkswagen, announced a partnership with self-driving technology company TuSimple to develop autonomous trucks for the European market. The two companies have launched a developmental program to operate a Level 4 autonomous hub-tohub route in Sweden using Traton’s Scania trucks, with plans to test driverless fleets in Germany and other countries. • Eaton’s Vehicle Group now remanufactures electronic clutch actuators used on its UltraShift Plus transmissions. Eaton’s remanufacturing business recovers core product components from customers and returns them to “like new” performance by using improved cleaning processes and advanced inspection techniques to validate weld integrity. • Dana Inc. announced plans for a 50,000-square-foot facility in Pune, India, that will produce its TM4 low- to high-voltage electric motors, inverters and vehicle control units. TM4 is a joint venture between Dana and Hydro-Québec, a Canadian electricity and hydroelectric power producer. • Paccar’s medium-duty Kenworth K270E Class 6 and K370E Class 7 and Peterbilt Model 220EV battery-electric vehicles now are eligible for the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project program by the California Air Resources Board. Truck buyers also can order electric vehicle chargers supplied by Schneider Electric and Faith Technologies. • Mack Trucks’ MD Series medium-duty trucks last month entered production at the company’s new Roanoke Valley Operations (RVO) facility in Roanoke Valley, Virginia. The MD6 (25,995-lb. GVWR) and MD7 (33,000-lb. GVWR) are suited for dry van/refrigerated, stake/flatbed, dump and tank truck vocations. The 4×2 trucks feature a sharp wheel cut for added maneuverability and a 103-inch BBC. • Mack Trucks’ LR Electric refuse model will be available for order late in the fourth quarter, with deliveries beginning in 2021. Mack also has delivered pre-production LR Electrics to Hickory, North Carolina-based Republic Services and the New York Department of Sanitation for in-service trials on collection routes, evaluating the operating range, payload capacity, regenerative braking and overall functionality of the truck and its electric integrated Mack drivetrain.

commercial carrier journal

Tesla touts new long-range Semi battery

hough it’s yet to be produced, it looks like the Tesla Semi could be on its way to a sharp increase in range and a big drop in cost. At the company’s 2020 Annual Shareholder A screenshot of Tesla’s livestream of its socially Meeting and Battery Day event Sept. 22 in Fremont, distant event held California, Tesla forecast an across-the-board 54% Sept. 22. Attendees and boost in range along with a 56% reduction in cost shareholders sat in their per kilowatt hour. Teslas in the lot and honked in lieu of clapping. For the Tesla Semi, which originally was announced in 2017 with 300- and 500-mile ranges, a 54% boost would expand Semi’s reach to 462 and 770 miles, respectively. With Tesla batteries hovering around $158 per kWh, according to EV battery specialists Cairn Energy Research Advisors, a 56% drop would reduce the price to roughly $69.52 per kWh. Cost parity with internal combustion engines is considered to be $100 per kWh. Tesla CEO and co-founder Elon Musk and Tesla Senior Vice President of Powertrain and Energy Drew Baglino also revealed plans for three new batteries, including a new high-nickel battery that would power Semi and Cybertruck, an electric pickup revealed last November. No updates were provided on Semi production. In April, Tesla reported that it would begin production and delivery of its electric Semi next year, about two years later than Musk originally planned when he unveiled the rig in November 2017. – Tom Quimby Cybertruck is set to roll out in late 2022.

Autonomous company sets commercial deployment for 2022

ocomation, an autonomous trucking company, last month announced plans to begin the commercial rollout of its self-driving trucks in 2022. The company’s first commercial product in a series of planned rollouts is Autonomous Relay ConLocomation will use the Nvidia Drive voy (ARC), in which one driver pilots a lead truck platform for the equipped with technology augmentation while a fully commercial rollout of autonomous truck follows in tandem. its Autonomous Relay Convoy product. Locomation said ARC is the first autonomous driving approach headed for direct commercialization through a recent agreement with Wilson Logistics (CCJ Top 250, No. 98). Wilson, based in Springfield, Missouri, will begin taking delivery of 1,120 Locomation-equipped trucks in 2022. The trucks will use the Nvidia Drive AGX Orin vehicle computing platform to power their autonomous technologies. “We’re moving rapidly toward autonomous trucking commercialization, and Nvidia Drive presents an intriguing solution for providing a robust safety-forward platform for our team to work with,” said Dr. Çetin Meriçli, chief executive officer and co-founder for Locomation. “This has the potential to enhance our process significantly.” – CCJ Staff

| november 2020

INBRIEF

Daimler debuts alt-fuel trucks for Europe

aimler Trucks last month introduced its Mercedes-Benz GenH2, a hydrogen-based fuel-cell truck for European long-haul applications. Daimler plans to begin customer trials of the truck in 2023 with production to start in the second half of the decade. “Thanks to the use of liquid instead of Daimler said the Mercedes-Benz gaseous hydrogen with its higher energy GenH2 can cover ranges of up to 620 miles on a single tank of density, the vehicle’s performance is planned hydrogen. to equal that of a comparable conventional diesel truck,” covering ranges of up to 620 miles on a single tank of hydrogen, the company said. Daimler also highlighted two new battery-electric long-haul trucks for the European market, the Mercedes-Benz eActros LongHaul and the eActros. The LongHaul can run more than 300 miles on one battery charge, said the company, which plans to have the truck ready for series production in 2024. The eActros, which was introduced in 2018, will start production next year. Daimler said its range on one battery charge “will significantly exceed that of the prototype’s approximately [125 miles].” The company said it is pursuing similar vehicle schedules for the North American market and by 2022 will be offering a battery-electric truck. – CCJ Staff

Petro-Canada debuts synthetic transmission fluid

Petro-Canada’s DuraDrive HD Synthetic 668 Transmission Fluid is formulated to reduce wear and unplanned maintenance and increase component lifespan.

etro-Canada Lubricants DuraDrive HD Synthetic 668 Transmission Fluid is compatible with Allison Transmissions’ TES 668 drain standard set to take effect Jan. 1 for its on-highway automatic transmissions. Specified for on-highway vehicles, including vocational applications, DuraDrive HD Synthetic 668 is formulated to be fully backward-compatible for all Allison transmissions requiring an approved TES 295 fluid and has been selected as the first-fill supplier TES 668 automatic transmission fluid for all Allison transmissions effective next year. Sonia Hevia, transmission product specialist for Petro-Canada Lubricants, said the new formulation reduces wear and unplanned maintenance and increases component lifespan, while oxidation control – enabled by Petro-Canada Lubricants’ 99.9% base oil purity – leads to longer fluid life by shielding components from damage caused by sludge, varnish and corrosion. Hevia said enhanced anti-shudder performance and torque control leads to smoother acceleration in demanding applications and has been proven extensively through “thousands” of hours of clutch friction durability testing in temperatures as low as -40 degrees Fahrenheit. Improved protection of friction plates and gears extends the life of the transmission’s components and performance life and preserves its residual value, Hevia said. – Jason Cannon

• Yokohama Tire Corp. will implement a price increase of up to 6% on select U.S. drive, all-position/steer and trailer tires effective Dec. 1. • Mack Trucks completed an $84 million renovation project at its Lehigh Valley Operations in Macungie, Pennsylvania. Upgrades include an audit building equipped with stalls and test pads for quality checks on completed vehicles. The facility also added a 20,000-square-foot building for a Customer Adaptation Center and to support the Mack LR Electric model. • Lion Electric, a zero-emissions electric vehicle manufacturer, partnered with technology provider ABB to sell ABB’s charging equipment product line through Lion’s infrastructure division, Lion Electric, which is dedicated to streamlining EV charging station installation for the vehicle maker’s fleet that ranges from small buses to 300kW-battery trucks. • Prestolite Electric, a manufacturer and supplier of heavy-duty starters and alternators for the OE and aftermarket, extended its Power Promise warranty to its PowerPro Extreme 5 unit, offering extended coverage of up to two years and unlimited mileage on heavy-duty trucks. The warranty also includes the company’s Leece-Neville IdlePro and IdlePro Extreme alternators. • CityFreighter and AB-Joost signed a development agreement to build the beta version of CityFreighter’s electric Class 3 CF1 truck at AB Joost’s production facility in Belgium. The CF1 targets last-mile logistics applications. The beta version is anticipated to be finished in March 2021, followed by production set to begin in early 2022. • Marion Body Works, a manufacturer of commercial truck bodies, launched its Marion Express Body Program for customers seeking stock body products with a faster turnaround time. One commercial truck body option is available for same-day purchase and can be truck-mounted within 10 days of chassis arrival. • The Larson Group Peterbilt (TLG)’s 24/7 Road Guru mobile service program now is offered at all 17 of its full-service Peterbilt dealership locations, as well as two locations that previously were categorized as parts-only.

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INBRIEF • FleetPride, a distributor of truck and trailer parts, acquired the assets of TransAm Truck and Trailer Parts, based in Rockford, Illinois, and Triple K Fleet Services, based in Harrisburg, Pennsylvania, with two other locations in Carlisle and York. • Truck Center Cos. announced that its acquisition of Harrison Truck Centers will make it the nation’s third-largest Freightliner-Western Star dealer. Truck Center Cos. has 10 locations in Nebraska, Kansas and Iowa. Harrison Truck Centers has eight locations in Minnesota and Iowa. • Salt Lake City-based Kenworth Sales Co. announced that Truck Enterprises Inc. joined its ranks, adding eight Kenworth dealerships in Maryland, Virginia and West Virginia to its existing 23 locations in Idaho, Montana, Nevada, Oregon, Utah, Washington and Wyoming. • Continental released its ContiTireDrive app designed to provide fleet managers and dealers with easy access to commercial truck and bus tire information. The app includes a tire and retread selector tool, a dealer locator, a company newsfeed and library and educational features. • Michelin launched NexTraq Vehicle Inspection, an online tool that provides a customizable pre-trip vehicle inspection checklist and documents inspection histories. • DanaAftermarket.com added a series of 11 instructional videos to help customers search for parts and check pricing and availability. • Kinedyne, a provider of cargo control products, now offers Cargo Securement 101 Training Videos designed to provide basic equipment information, usage tips and general guidance on choosing the right tools for specific cargo hauling needs. • SAF-Holland, a manufacturer of fifth wheels, trailer suspensions and axle systems, truck suspensions, landing gear and coupling products, released its SAF Air Disc Brake (ADB) Service Parts Wall Chart and ADB Service Parts Manual, both of which provide guidance for rebuild kits and service parts for all SAF ADB models. • Kenworth produced its last K500 cabover in late August, ending production of the severe-service model after 14 years. The on-/off-highway K500 combined the truck maker’s C500 drivetrain with a COE for improved visibility and more space.

commercial carrier journal

Hendrickson expands lineup for Western Star 49X

endrickson Truck Commercial Vehicle Systems announced it has partnered with Western Star Trucks to offer a comprehensive premium rear suspension portfolio as Hendrickson’s part of the chassis enhancements for the new Western Star suspension offerings 49X. The suspension offerings include the introduction of include the Haulmaax EX and the expansion of Ultimaax and Primaax introduction of EX on the new truck. Haulmaax EX “Customers today expect more out of their vocational suspenand the expansion of sions, and Haulmaax EX exceeds those expectations by expandUltimaax and ing on the capabilities of the current Haulmaax design with Primaax EX on up to a 70,000-pound site rating for the 46,000-pound capacity the new Western Star 49X. suspension,” said Ashley Dudding, director of engineering for Hendrickson Truck Commercial Vehicle Systems. “Haulmaax EX is extremely rugged, supporting the most demanding vocational applications and offering capacities of 40,000 pounds, 46,000 pounds and now 52,000 pounds.” Hendrickson’s Ultimaax severe-duty rubber suspension for more extreme applications is available in capacities of 52,000, 60,000 and 70,000 pounds and is engineered for enhanced stability, handling and ride quality. The integration of Hendrickson’s walking (equalizing) beam technology, with its patented progressive rate spring, provides a balance of loaded stability and unloaded ride quality. Primaax EX is designed for rigorous vocational, severe-service and heavy-haul applications. The air suspension features a robust structural design optimized for added stability, handling and ride, resulting in higher driver comfort and less premature wear throughout the truck. The Western Star 49X initially will feature Primaax EX in capacities of 46,000 and 52,000 pounds with expanded capacities – CCJ Staff coming soon.

Volvo, Mack, Samsara to explore integrated connectivity

olvo Trucks North America and Mack Trucks both have entered into an agreement with Samsara to investigate the possibility of providing a single-source telematics service to their Volvo and Mack customers that will include compliance, cameras, trailer sensors, are interested in Samsara’s safety, maintenance services and more via Samsara’s platform. capabilities “We look forward to working with Samsara and their unique for providing a data systems,” said Conal Deedy, director of customer producsingle-source tivity solutions for Volvo Trucks North America. “This opportu- telematics service to their nity allows us to explore how our customers can leverage Samcustomers. sara’s integrated solutions for more efficient fleet management.” Samsara serves over 15,000 customers across diverse sizes and industries that include transportation and logistics, field services, energy and construction. “We are pleased to be working with Samsara and their unique approach to analyzing data,” said David Pardue, vice president of connected vehicles and uptime services for Mack Trucks. “Through our planned collaboration, we will investigate how Mack customers can benefit from their integrated fleet management solutions.” – CCJ Staff

| november 2020

Kenworth launches battery-electric T680E

enworth last month launched its T680E, the company’s first Class 8 battery-electric model. The new zero-emissions T680E, now available for order, will enter into production in 2021. “The Kenworth T680E launch is an exciting, pioneering moment that builds upon Kenworth’s excellent heritage of providing fleets and truck operators with outstanding and productive trucks driven by quality, innovation and technology,” said Kevin Baney, Kenworth general manager and Paccar vice president. The T680E has an estimated operating range of 150 miles depending on application. It uses a CCS1 DC fast charger with a maximum rate of 120 kWh and an estimated 3.3-hour charging time. Designed for pickup-and-delivery applications, the T680E initially is available as a day cab in either tractor or straight truck 6X4 configuration. The model is offered in 54,000- and 82,000-lb. gross vehicle weight ratings.

Kenworth’s T680E initially is available as a day cab as either a tractor or a straight truck in a 6x4 configuration.

The T680E features Meritor’s Blue Horizon 14Xe tandem electric powertrain and a two-speed integrated transmission and has a top speed of 70 mph. It is equipped with 536 hp continuous power and up to 670 hp peak power and 1,623 lb.-ft. of torque. Meritor’s high-/low-voltage power electronics, provided by TransPower, are under the hood in the place of a diesel – CCJ Staff engine.

Traxen touts fuel savings from AI-based cruise control

raxen, a developer of artificial intelligence (AI) for vehicle applications for technology suppliers and manufacturers, last month announced iQ-Cruise, an intelligent adaptive cruise control system. The company plans to make the product commercially available in the first quarter of 2021 for fleets with traditional and electric commercial vehicles, with availability for OE truck manufacturers to follow. Traxen’s iQ-Cruise uses AI in its edge computing platform to sense the environment using data from radar sensors and high-definition map data to control vehicle speed automatically while a driver steers. The system has a domain controller and a driver display. By continuously monitoring environmental data, iQ-Cruise learns how to drive different road segments better, said Ali Maleki, founder and chief executive for Traxen. “It gets smarter over time,” he said. The software – which runs on

proprietary hardware in the truck connected to servers in the cloud – also can take driver’s hours of service and time-of-arrival needs into account by integrating with a fleet’s electronic logging device (ELD) and back-office systems. Syed Ali, chief technology officer for Traxen, said iQ-Cruise monitors three sets of distance horizons to control speed with a human-like driving style. Over the immediate horizon, iQ-Cruise adjusts speed according to if a vehicle is merging versus passing or taking an onramp versus an offramp, among other considerations. For the medium horizon, it uses detailed road information for grades, speed limit changes and weather to plan speeds up to three miles in advance. For the long distance, it monitors overall traffic speeds on each road segment and can take into account a driver’s remaining hours of service and appointment and wait times at the pickup or receiving location to slow

In August, Traxen conducted a side-by-side cross-country trial, using identical trucks and loads, that went roundtrip between Plymouth, Michigan, and Las Vegas.

down the vehicle to minimize fuel consumption if the driver has slack time in the schedule. Since iQ-Cruise controls the speed of the vehicle, drivers remain engaged in steering and are informed by nonintrusive alerts from Traxen’s driver interface. A driver can override the speed control at any time if needed. The system only works on vehicles with an automated manual transmission (AMT). The hardware is designed to be scalable for additional functionality that Traxen is planning in 2023 to add vision and perception sensors. The company’s software can be upgraded over the air as updates – Aaron Huff become available.

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in focus: SEASONAL MAINTENANCE

Winter changes stresses on truck systems BY JASON CANNON

Moisture in the compressed air system cause stress to your alternator,” Hogg said. “Test your alternator’s ability to is a problem at any temperature, but produce voltage and amperage now to the system in the winter makes more help avoid some serious downtime this condensation because of the changing winter.” temperatures, which can lead to frozen Puff said a simple smart battery tester valves and brakes, said Brent Bergevin, or carbon pile load tester can tell a lot vice president of transportation for about a battery’s health, adding that a Love’s. An air dryer’s purge valve, discharged battery can freeze at around 30 degrees Fahrenheit while a fully which is key to removcharged one will begin to freeze only at ing moisture, is especially lower temperatures. susceptible to contaminaAir system and brakes Gino Fontana, Transervice’s vice tion in winter due to the The air brake system is president of operations, Berkeley Diviabundance of water, chemiprone to developing air sion and Puerto Rico, also suggested cal treatment, salt and sand leaks in the winter, many of checking all exposed wiring for cuts and on many roads, said Rich which are a result of poor The air dryer is nicks, as corrosive road deicing chemiNagel, Bendix’s director of maintenance practices, designed to remove problem-causing cals will use those openings as entry marketing and customer said Homer Hogg, director moisture and points into the electrical system. solutions – Air Supply & of technical service for contaminants from “Make sure wiring connections are Powertrain. TravelCenters of America. the truck’s air system. Tom Herrick, Transervice tight and clean, and then coat them with “Perform a diagnostic dielectric grease or spray to prevent Logistics’ general manager, Berkeley while draining the tanks,” Hogg said. corrosion from developing on wiring,” Division – West, suggested marking the “How much moisture came out? Was Fontana said. date of the fi lter change on the dryer it contaminated with oil? Asking these filter as a reminder. questions can help identify potential Belts Bergevin said drivers should make problems so you can address them now sure all s-cams, slack adjusters and mov- Hogg said belts deserve special attention instead of on the side of the road on a ahead of winter. When the temperature ing parts are well lubricated because, as cold winter morning.” drops, they can snap if temperatures drop, “old The air dryer is designed to remove they’re in poor condition. grease can thicken up and moisture and contaminants from the “It is very difficult, if cause brakes to become truck’s air system. Enough moisture in not impossible, to visually slow to release, causing the system can lead to various problems detect a bad belt,” he said. overheated brakes.” even if it’s not frozen. “Modern belts are made of “Drain the moisture from air tanks ethylene propylene diene Battery and electrical routinely to prevent moisture from The damage done to a monomer (EPDM), which Cold engines require much entering air valves,” said Joe Puff, vice truck’s battery during will not show visible signs more battery power to president of truck technology and the summer months of wear. A gauge must be start, and heat is damaging maintenance for NationaLease. “If you may not reveal itself until the onset of cold used to detect the wear to a battery. The damage see excessive moisture while draining weather. condition of the belt.” done to a truck’s battery tanks, it may be an indication of an air Hogg recommended during the summer months dryer malfunction, bad filter or exceschecking the entire belt drive system, may not reveal itself until the onset of sive air leaks. Change the cartridge including tensioners and pullers. The cold weather. filter as recommended by the manufacrule of thumb is to replace the tensioner “Winter also means driving during turer or when you see signs of excessive extended periods of darkness, which can during every other belt replacement. moisture.” roper truck and trailer maintenance isn’t seasonal, but as temperatures begin to swing from hot to cool – and then to cold in the months ahead – the demands and stresses on a given system can change. CCJ spoke with several maintenance experts who each offered their recommendations for winterizing a truck.

commercial carrier journal

| november 2020

Modern belts are made of ethylene propylene diene monomer (EPDM), which will not show visible signs of wear.

“Lastly, don’t forget to check belt alignment,” he said. “The chirping sound that we often hear in the belt drive system is typically caused by a belt that is not aligned properly.” Coolant and fluids The obvious checkpoint heading into freezing temperatures is the truck’s antifreeze, specifically “to check the coolant freeze point for adequate protection for the climate traveled,” Puff said. A refractometer can test a coolant’s freeze protection levels. Puff cautions against depending on a floating ball-type hydrometer, as these can get contaminated over time and provide inaccurate results. He advocated using test strips to check the inhibitor protection level. Hogg suggested a complete pressure test of the coolant system to help detect potential leak points before the mercury drops and exposes poor connections and weak components. Puff advised to inspect all hoses for weather-cracking or deterioration, check the hose routing for chaffing, look for signs of coolant seeping around clamps, check for debris in the radiator, and check the belts, fan and hub. When topping off coolant, remember that not all coolants are compatible, Puff said. “Mixing the wrong two coolants could deplete the inhibitors, causing cavitation in the engine, which can lead to an engine failure down the road,” he said. “I like marking the coolant bottle with the type of coolant used so there are not mistakes.” Coolant isn’t the only fluid under the hood that could warrant a change as fall temperatures begin to slide. “Consider changing windshield washer fluid, which is typically good to about 20 degrees Fahrenheit, to a fluid that is more

of a deicer that will work to -20 degrees Fahrenheit,” said Mark Finger, Transervice’s vice president of operations. “Don’t waste time waiting for your windshield to defrost,” added Jon Salter, director of shop operations for Pilot Flying J Truck Care. “By adding anti-frost and anti-fog treatments, you can hit the road and be on your way.” Fontana also suggested adding a windshield washer fluid heater or heated wiper blades to trucks that operate in extremely cold temperatures. Drivers Sean Storey, vice president of capital equipment for Corcentric, recommended putting together a standard inventory of items to help drivers cope with a winter weather breakdown, such as a first aid kit, a blanket, road flares, safety triangles, a fire extinguisher and a current road atlas. Drivers also should be encouraged to prepare their own winter weather kit for personal comfort, Storey said, suggesting they pack prepackaged food, extra water, extra warm clothes, weatherproof boots/clothes, a knit cap, a flashlight and extra batteries, an emergency cell phone battery and extra medicines prescribed by a doctor.

injectors and fuel pumps,” Puff said. HVAC As the outside air gets cooler, air conditioning system maintenance may seem less important, but Finger said it is important to ensure the HVAC system “is working properly, or you could have a defrost issue on the windshield, which could impair the driver’s ability to see.” Hogg recommended cycling the mode door to be sure the duct doors are moving and closing properly. “If the doors are leaking, your defroster won’t receive proper airflow, which could prevent you from clearing your windshield when weather conditions worsen,” he said. Get the tire pressure reading for each tire, and inspect them to ensure they have deep lugs and are inflated properly for winter.

Tires Checking tires for tread depths and damage is a daily to-do and not just seasonal, but Storey said the looming change provides an opportunity to focus on it. “Get the tire pressure reading for each tire, and any that are not at the correct pressure reading need to be inflated,” he said. “As the weather cools, a 10-degree drop in the air temperature will decrease each tire’s pressure by approximately 1 pound per square inch.” Salter recommended inspecting tires to ensure they have deep lugs and are inflated properly. “Extend the life of Fuel system your tires by inflating, inspecting and The fuel/water separator should be checking valve stem caps, washing checked daily because the temperature the tires and wheels and rotating and difference between the ambient temperbalancing the tires on a routine basis,” ature and the fuel in the tanks can cause he said. condensation. Keeping fuel tanks topped off pro“That water can be suspended in vides extra weight over the tires to aid diesel fuel, and even a little suspended with traction on slick wintery roads. For contamination can severely damage instances when even more tracMixing the wrong two tion is needed, check tire chains coolants could deplete the to be sure they are in working inhibitors, causing cavitation in the engine, which can lead order and ready for when they to engine failure. are needed, Salter said. commercial carrier journal

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technology

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

The path of least resistance Driver-facing cameras finding more acceptance BY AARON HUFF

leets that use forward-facing cameras to record critical event footage are not seeing much resistance from drivers. Inward-facing cameras, on the other hand, continue to raise privacy concerns despite the potential to mitigate two of the most risky driver behaviors: distraction and fatigue. Driver distraction caused 2,841 fatalities and 400,000 injuries on U.S. roads in 2018, according to the most recent statistics from the National Highway Traffic Safety Administration. Drowsy driving is the leading cause in 21% of fatal crashes, according to a 2014 study by AAA. With new advancements in camera vision technology, resistance to driver-facing cameras may be coming to an end. Setting a new standard Advanced driver assist systems (ADAS) such as collision mitigation, anti-rollover and lane keeping systems already are required on new passenger vehicles. Motor carriers are spec’ing them voluntarily on new tractor purchases at an estimated 50% rate. Some countries soon will require new vehicles to have inward-facing cameras to further improve road safety. Last Eyesight Technologies uses facial recognition software to identify distraction and drowsy driving, among other risky behaviors.

INTERESTED IN TRUCKING TECHNOLOGY? Go to ccjdigital.com/news/subscribe-to-newsletters to subscribe to the CCJ Technology Weekly e-mail newsletter. 20

commercial carrier journal

| november 2020

Driver monitoring systems are likely to become standard in vehicles to improve road safety and the driving experience.

December, the European Union updated its general safety regulations. Starting in 2022, vehicles must have driver sensing cameras to obtain the full safety rating. By 2024, any new vehicle that does not have a drowsy driver monitoring system cannot be registered. China has taken a more aggressive approach. It has required that all commercial vehicles built in 2019 and 2020 have driver monitoring systems (DMS) to detect seatbelt usage, drowsy driving and distracted driving events such as smoking and phone usage. Vehicle OEMs are working with camera vision technologies to integrate DMS and ADAS systems. If a DMS detects a distracted driver at the same time an ADAS system detects a vehicle ahead, the adaptive cruise function could kick in automatically to improve safety. DMS also could verify that a driver’s eyes are tracking a pedestrian that is detected by an ADAS system. If the driver is not paying attention, the vehicle’s braking or steering systems could activate to avoid an incident. The extra sense Computer vision company Eyesight Technologies is working on DMS projects with vehicle OEMs in the United States, China and Europe, said Tal Krzypow, vice president of product for the Israel-based firm with 50 employees. Eyesight sells its Fleet Sense product to fleets and telematics service providers as an aftermarket driver safety system. The company has developed software algorithms that track a driver’s eyes (eyelids, pupil dilation and direction of gaze) and head movements to detect drowsiness and distraction. The algorithms also detect phone use and smoking.

technology Drivers wearing glasses or face masks do not interfere with system performance. Krzypow said the system has been validated by extensive road testing to have a 95.2% positive rate for identifying risky behaviors. Eyesight has its own camera devices, and Fleet Sense can integrate with third-party telematics systems. The software can give drivers audible or visual alerts for distracted and drowsy incidents. Fleets typically use Eyesight’s cameras because they have infrared technology that illuminates the scene without interfering with the driver, Krzypow said. Fleet Sense also provides real-time alerts to drivers and reports to fleet managers for scoring and rating drivers according to risk, he said. A better user experience In addition to safety applications, camera vision also can improve the driver experience. To minimize distraction during nighttime driving, the vehicle’s gauges could light up when a driver looks at them and dim when the driver’s gaze returns to the road, Krzypow said. Inward-facing cameras also can verify the identity of drivers for vehicle security and for input in fleet management and electronic logging device systems, he said. A driver identification also can be used in the vehicle to automatically adjust seat position, temperature, volume and other settings. Krzypow expects DMS technology to become more prevalent as vehicles advance toward full-scale autonomy. A vehicle with Level 3 autonomy will need an inwardfacing camera to validate that a driver is present and paying attention before handing over controls, he said.

FourKites: Visibility gives shippers, brokers an edge

reight brokers and third-party logistics providers are able to provide the same shipment data to their customers as motor carriers without investing in asset tracking systems. A number of freight visibility providers have technology that captures load tracking data from motor carriers through real-time integrations with their mobile FourKites is designed to provide brokers and back-office systems. One of the largest and carriers with insights into shipment visibility providers, FourKites, hosted an visibility. online event in late September that drew attendees worldwide to learn about how the latest developments are connecting supply chains at a deeper level. Jessica Goddard was introduced to freight visibility technology soon after she began working for Odyssey Logistics in May 2019. At the time, she and other logistics coordinators were calling carriers whenever clients needed load tracking information. As a global company, Odyssey manages more than $3 billion in annual freight spend. Its logistics coordinators were making a lot of “check calls” every day, Goddard said. In September 2019, a customer asked Odyssey to provide it with greater shipment visibility. The customer, GCP Applied Technologies, sells chemicals and construction materials and had developed its own e-commerce platform, GCP Plus. The customer needed Odyssey to provide shipment tracking URLs to give its own customers visibility of shipment locations, arrival and departure times and predictive ETAs on a map display. Odyssey was given a one-month deadline to meet this request. Goddard was assigned to lead the project and began working with FourKites, which quickly onboarded the carriers that do business with both Odyssey and GCP, she said. After successfully leading the project, Goddard was promoted to an operations strategy manager. She now trains new hires at Odyssey on how to use the company’s technology and implements new technologies. Odyssey continues to get requests from customers for greater shipment visibility. It can set up any customer to receive automatic tracking data, and when it assigns their loads to carriers in Odyssey’s transportation management software (TMS) system, the integration with FourKites takes care of the rest. Currently, Odyssey Logistics is tracking truckload and bulk shipments with FourKites but is looking to expand with tracking air cargo and ocean containers, Goddard said. As FourKites’ freight visibility platform has grown, the company is “now at a place where we can apply visibility to other parts of the supply chain — to warehousing, fleet management, yard management and transportation management,” said Matt Elenjickal, the company’s founder and chief executive officer. “Customers are looking for a single pane of glass from the origin to destination,” Elenjickal said. FourKites’ technology does this by “stitching together multiple modes, and ETAs for each mode, and for the final destination,” he said. The next step is to “connect all of these pieces together by using real-time data,” Elenjickal said, adding that FourKites will be investing “hundreds of millions” of dollars in product development and acquisitions. – Aaron Huff commercial carrier journal

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technology

McLeod Software’s data science leads to market insights

ata is a signal, and as signal volume increases, users quickly will reach the limits of their human attention spans. “Analysis paralysis” takes over, and users begin to lose sight of the most critical signals, which causes productivity and business results to decrease. Criss Wilson, a data scientist for McLeod Software, offered these insights Sept. 29 during a breakout session at the company’s 30th annual user conference. McLeod Software hosted the conference virtually due to the COVID-10 pandemic. Getting the right information to users at the right time – at the “event horizon,” as Wilson called it – is critical for capitalizing on opportunities before they are lost for good. During the breakout, he demonstrated a new business intelligence platform that McLeod Software is developing. The MPACT platform uses aggregate rate data from more than 1,000 freight brokers and motor carriers that use McLeod Software’s PowerBroker and LoadMaster enterprise software systems. “When we share data, we become wise beyond measure,” Wilson said. “It makes us stronger together.” The rate data goes through data science models that use machine learning to provide market insights to users and redirect their actions to achieve success, he said. The top portion of MPACT’s home screen resembles a trading tool for stocks. Instead of listing stock prices, a scrolling “ticker tape” shows week-overweek changes in the origin and destination markets for the motor carrier or freight broker customer. The lower screen has four quadrants. Each has a different listing of the top five or bottom five markets (origin to destination) and the customers with the biggest and lowest weekly rate gains. Additional MPACT screens are Order Trend and Rate Trend, and both are useful for researching new and existing 22

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market opportunities, Wilson said. Users can view macro trends and zoom to a micro level by narrowing the time window to see how rates change for different lane pairs by week and day. The charts show the number of companies that contributed rate and shipment data to each data set. Another screen, Net Margin Trend, is useful for transportation companies to participate in bid events by viewing the profitability of lanes before they bid and commit to the business, he said.

Weathering the storm The McLeod Software conference began with a video message from Tom McLeod, the company’s founder and chief executive. “If there has ever been a time when I’ve got on my knees and thanked God for serving the trucking industry, it’s this year,” said McLeod, who credited the resilience of the company’s motor carrier and freight broker customers, some of which have had a record year. McLeod said his company of more than 500 employees in Birmingham, Alabama, has seen a steady stream of new customers with business ahead of where it was in 2019, which also was a good year. He noted how new trends emerged this year, such as employers offering greater flexibility to employees to work from home, and other accelerating trends such as e-commerce. The COVID-19 pandemic has shown that companies are best prepared to weather the storm by using business process automation (BPA) and business intelligence (BI), McLeod said. “So many of our customers are taking advantage of this and proving its worth,” McLeod said. “In a time of a pandemic, [companies] need to be working in a paperless environment.” McLeod Software’s BPA product, Flow Logix, is used by several hundred of its

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McLeod Software’s new MPACT platform shows critical movements in market rates for users.

customers, and the company is continuing to expand the product and its automated workflows, he said. McLeod also stressed the need for transportation companies to put together a two-year plan for process improvement and technology adoption. Transportation companies often start with high aspirations for technology when they adopt a base product from McLeod Software and begin to dispatch drivers, pay them and process freight bills. Where companies fall short is by not having a plan to use more advanced features and improve the processes they originally envisioned. McLeod reviewed the latest advancements in his company’s 20.2 versions of LoadMaster and PowerBroker, which were released in August. McLeod said the new MPACT product builds on the company’s Market Insight product that has been available for nine years. Market Insight shows users how their company’s rates compare to market rates on a lane-by-lane basis and how the rates are trending. He said the company is planning to roll out MPACT by yearend to customers who are using Market Insight. “This is just the beginning of the ways we think we can contribute to your business through data science and business intelligence,” McLeod said. The company already has a BI product, McLeod IQ, that now is available in a cloud-based version that comes with a variety of dashboards and custom reporting tools. – Aaron Huff

technology

INBRIEF

Drivewyze Safety+ provides proactive fleet, driver alerts

rivewyze, a provider of connected truck services, introduced Safety+, a new safety service designed to provide fleets and drivers with customizable proactive driving alerts and context-based driver coaching features. Drivewyze Safety+ requires no additional in-cab hardware and is Drivewyze Safety+ builds on the company’s existing delivered through the Safety Notifications service that warns drivers of company’s software platapproaching areas where caution is required. form available on electronic logging devices (ELDs). The new service builds on the existing Drivewyze Safety Notifications service that warns drivers, through audible and visual cues, of approaching areas where caution is required. Safety+ adds back-office tools for fleets to create their own customized driver alerts, view safety analytics to monitor driver behavior and improve driver coaching. Based on Drivewyze’s patented context-based driver coaching technology, Safety+ leverages real-time in-cab notifications and driver behavior at high-risk areas and analyzes driver performance to identify best-of-class drivers and those who require additional training. Safety+ is available as a standalone safety service or can be integrated into a fleet’s existing driver safety platforms. “This provides a fleet with powerful, proactive in-cab notification tools before a crash or violation occurs,” said Brian Heath, president and chief executive officer for Drivewyze. “Safety+ fills a gap in our industry by providing customizable incab safety notifications and a hardware-free driver coaching service accessible and affordable to fleets of all sizes. We improve road safety where and when drivers need it most. And we give fleet managers actionable intelligence on how drivers respond to in-cab alerts, allowing for results-oriented driver training.” Heath said it’s an entirely new way of thinking by both helping drivers through real-time in-cab training and providing safety managers with context-based data analytics. “It can help prevent speeding infractions by warning a driver about an upcoming ‘high-citation zone,’ and it can provide an alert for an upcoming highrollover corner,” he said. “Those are just two of many trouble zones responsible for impacting crash rates and CSA (Compliance, Safety, Accountability) scores. What’s more, managers can easily create their own alerts for their own trouble zones. And at the end of the day, Drivewyze Safety+ even lets your drivers know the number of parking spaces available at an upcoming rest area in select states.” Drivewyze Safety+ is available through Drivewyze ELD partners or on tablets and smartphones and also is available as a standalone service or as part of a bundle with Drivewyze PreClear Weigh Station Bypass service. Information from Drivewyze Safety+ can be integrated into existing safety programs via a full set of reporting application programming interfaces (APIs). – CCJ Staff

• Navistar announced Gateway Integrations, its new telematics and fleet management subscription service that collects telematics providers available in new International trucks. Providers include CyntrX GPS Fleet Tracking Solutions, Geotab, MiX Telematics, Omnitracs, Samsara, Tyler Technologies and Zonar Systems. Any new International truck can subscribe to any of the partners beginning in 2021 using Navistar’s factory-installed telematics device, which is standard on International LT, RH and LoneStar models. • Idelic, a provider of trucking safety platforms, and Lytx, a provider of video telematics data, formed a collaboration to allow fleets using Idelic’s Safety Suite alongside Lytx’s Driver Safety Program to automatically connect their Lytx video telematics data to Safety Suite to have a centralized view of driver safety. • FourKites, a provider of real-time supply chain visibility platform, added multimodal purchase order (PO) tracking for all freight in its system, allowing shippers, carriers and receivers to track the full lifecycle of shipments using their associated POs that include product details such as name, quantity, price and SKU. • MessageCenter, a two-way texting app integrated with Mitchell 1’s Manager SE Truck Edition truck shop management software, now is available for commercial vehicle repair facilities, allowing, service providers to communicate with customers more easily for time and cost estimates, setting service appointments, obtaining approvals of work, sharing status updates and sending pictures. • Geotab, a provider of connected vehicle telematics products for commercial fleets, announced that its Geotab Marketplace now offers expandable asset tracking devices from Phillips Connect Technologies, an industrial Internet of Things-based supplier of connected telematics products; and a predictive maintenance add-in update from Uptake, a provider of AI-driven asset management products. • Drivewyze, a provider of weigh station bypass services, announced partnerships with KeepTruckin, a provider of fleet management technology, and Pedigree Technologies, a provider of ELDs and fleet management systems. Drivewyze PreClear Weigh Station Bypass now can be activated through KeepTruckin’s App Marketplace and Pedigree’s OneView ELD Chrome platform.

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technology

INBRIEF • Kuebix, a provider of transportation management software systems and connected supply chain offerings, and Convoy, a provider of a digital freight network, announced a collaboration that allows Kuebix’s shipper community to book backup and spot capacity from Convoy within Community Load Match, Kuebix’s load matching platform. Kuebix users can leverage dynamic pricing and obtain additional truckload coverage through Convoy’s nationwide carrier network. • Banyan Technology and Optym announced a partnership to help their less-than-truckload (LTL) customers balance their networks, maximize capacity utilization and increase revenue. The joint offering, available as part of Banyan’s Intelligent Pricing suite and Optym’s HaulPlan planning and optimization software, is designed to allow LTL carriers to identify empty or partially filled lanes that need more volume and fill them quickly at a one-time determined rate. • Project44, a provider of supply chain visibility for shippers and logistics companies, announced advanced capabilities with the SAP Logistics Business Network to provide global ocean visibility and expanded B2B connectivity for truckload and less-thantruckload freight contracting, further providing organizations with a single view across their end-to-end supply chains. • vHub, a collaborative trailer repositioning and sharing marketplace, announced that Chattanooga, Tennessee-based U.S. Xpress Inc. (CCJ Top 250, No. 15) has added its trailers to the vHub platform for asset tracking and exchanges. • Clarience Technologies, a provider of transportation safety and visibility offerings, announced agreements with Vaughan Xpress and Clark Logic to integrate its Road Ready telematics system into both fleets’ trailers. The smart trailer system is designed to provide fleets an overview of a tethered or an untethered trailer’s environment, both inside and out, using the company’s suite of customizable wireless sensors. • Descartes Systems Group, a provider of on-demand Software-as-a-Service logistics offerings, announced that Lake Forest, Illinois-based Brook Furniture Rental, a provider of office and home rental furnishings, selected Descartes’ delivery appointment scheduling and execution system to improve its white-glove delivery operations across 12 U.S. distribution centers.

commercial carrier journal

U.S. Xpress taps Paradox for location-based recruiting

.S. Xpress (CCJ Top 250, No. 15) is using artificial intelligence (AI) to give interested job applicants answers during the recruiting process at any time of day while they apply for jobs on their phones. When someone comes to U.S. Xpress’ career site or texts a number to look for a job, an AI assistant with a When drivers visit name offers recommended positions based on details a the U.S. Xpress website, a virtual candidate shares via chat. assistant provides If someone wants to apply, the assistant can capture answers to guide their information and screen the candidate in real time. them through the If someone meets key requirements, the candidate is recruiting process. fast-tracked by automatically scheduling them for an interview through direct API integration with the company’s other software platforms. Jim Kramer, vice president of talent acquisition for Chattanooga, Tennesseebased U.S. Xpress, said the company didn’t want to stop at simplicity. It also wanted to ensure every candidate who applied felt welcome and included. To that end, U.S. Xpress and Paradox collaborated on an algorithm that leverages geotargeting and real-time personalization. In a fraction of a second, the AI technology can automatically recognize the user’s location and personalize the assistant to best navigate which job opportunities are the correct fit. “Our goal was to ensure every driver who’s interested in working with us feels included and represented, starting with the technology they interact with and continuing throughout the hiring and employment process,” Kramer said. – Aaron Huff

Transfix launches free fleet management platform

ransfix, a provider of a digital freight platform and carrier network, launched Fleet Planner, the comTransfix’s pany’s first standalone software offering that complements Fleet Planner is a free fleet its existing digital brokerage platform. Fleet Planner is a management free online tool designed to give small and mid-sized cartool that allows riers access to a centralized platform for managing fleets, small and midsized carriers to streamlining operations and scaling their business. Offering a singular platform for streamlining dispatchers’ organize fleets, assign loads and day-to-day operations, Fleet Planner is built to provide uscommunicate ers the ability to organize fleets, assign loads and commuload details with drivers. nicate load details with drivers. Users can log in anytime from anywhere to: • View their fleet: Get an immediate unified view of all in-progress and upcoming loads, with a convenient calendar view; • Add and assign loads: Add important details for all loads, and assign them to the right drivers; and • Share load details: Streamline communications with drivers via text. – CCJ Staff

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technology

INBRIEF

ERoad Go app designed for P&D fleets, drivers

Road, a transportation technology services company, released ERoad Go designed to provide new capabilities for fleets managing pickup-and-delivery operations. ERoad Go connects to a fleet’s transportation management software (TMS) system to help dispatchers make better load assignments, For drivers, the ERoad Go mobile app provides a route plan with stop get real-time updates on load position and details to guide their work. reduce paperwork. For drivers, the ERoad Go mobile app provides a route plan with stop details to guide their work. An integrated truckfriendly routing and navigation app is available as an upgrade. As drivers complete their stops, they capture and transmit proof of delivery from their mobile device so that data is available immediately for updating customers and enabling faster billing and settlements. Key features of ERoad Go, according to the company, include: • Smart load assignments. Drivers’ available hours of service and location are sent to the TMS; • Easier paperless dispatch. Manifests and stop details are sent to drivers’ mobile devices; • Safe, productive drivers: Truck-friendly routing and navigation are powered by Here; • Real-time load status for managing customer communications; and • Mobile capture of shipping forms data, images and signatures for proof of delivery. “Today’s fleets need a technology solution that handles everything from enabling daily operations to identifying cost savings to ensuring safety and compliance,” said – CCJ Staff Norm Ellis, president for ERoad North America.

FMCSA grants waiver for mirrorless camera system

he Federal Motor Carrier Safety Administration granted a waiver to Robert Bosch Bosch’s camera system is designed to eliminate and Mekra Lang North America blind spots on both sides of the truck and expand the field of view by an estimated 25%. allowing a digital mirror system that replaces the standard rearview mirrors on trucks. The companies together created Bosch’s Commercial Vehicle Digital Mirror System, which replaces the standard large side mirrors on trucks with two interior monitors and two exterior cameras mounted above the cab. FMCSA said in its decision to grant the waiver that the system “provides CMV drivers with an enhanced field of view when compared to the required rear-vision mirrors” because it eliminates blind spots on both sides of the truck, expands the field of view by an estimated 25% and uses high-definition cameras and monitors with features such as color night vision, low-light sensitivity and light and glare reduction. – CCJ Staff

• Transflo acquired Ontario-based Microdea to broaden its digitized workflow capabilities. The combined business offers mobile apps, telematics, an electronic logging device (ELD) and business process automation systems that now include Microdea’s enterprise document management software, Synergize. • Platform Science, an Internet of Things (IoT) fleet management platform, became a Certified Integration partner with McLeod Software. Fleets that use both McLeod’s LoadMaster enterprise platform and Platform Science can monitor hours of service and load visibility. • Idelic, a provider of trucking safety platforms, announced that Phelps, New York-based tanker and general commodities hauler Wadhams Enterprises Inc. is deploying Idelic’s Safety Suite across three of its divisions – Rist Transport, ARG Trucking Corp. and Earl T. Wadhams Inc. – to help improve safety, reduce risk, streamline workflows, identify at-risk drivers with machine learning models and segment processes for better fleet management. • Orbcomm, a provider of Internet of Things-based asset tracking offerings, announced that Armellini Express, a Palm City, Florida-based transporter of fresh-cut flowers and temperature-controlled truckload shipments, selected Orbcomm’s system for wireless connectivity and cloudbased analytics for visibility, monitoring and management of its drivers and trucks. • Fort Wayne, Indiana-based Circle Logistics now is posting up to 600 available loads daily to Apex Capital’s NextLoad free load board with a Book Now feature that connects carriers and brokers. Other NextLoad features include load alerts, customized searches, credit checks, real-time refreshing and a fuel finder. Carriers also can search for equipment types and create a schedule to plan subsequent loads. • Tenstreet, a driver hiring assistance platform, partnered with Truckers Against Trafficking to help train more drivers to help identify and combat human trafficking. The partnership expands the reach of TAT’s driver training and the ability for truck drivers to earn the certification when needed to obtain and/or renew their commercial driver’s license. Currently, 11 states require trafficking training for obtaining and/or renewing CDLs.

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technology

in focus: LOAD BOARDS

Book it now!

Speed, transparency fuel real-time load board options BY AARON HUFF

ecent developments in load boards and freight-matching platforms are allowing freight brokers and carriers to bypass rate negotiations. The increasing speed and transparency of freight-matching information has benefited both ends of the freight spectrum. Parties now have instant visibility of market rates, as well as ratings and reviews to develop instant trust. Load boards, rating engines, transportation management software (TMS) systems and other databases now can be integrated to speed freight transactions. Booking loads instantly Several load boards have rapid booking features to automate the rating and freight-tendering process. When freight brokers post loads to the DAT network, they have the option to designate them as “Book Now.” When carriers see this designation, they can lock in the rate and terms of the load using DAT’s app or website. “This allows the carrier to make the first handshake with a broker in a digital way,” said Ken Adamo, chief of analytics for DAT. The broker and carrier still may have to discuss some details through follow-up conversations to ensure that load requirements are met, but “we see this as a step on the path to industrywide acceptance and a higher level of automation,” he said. Carriers can search DAT’s load board for freight with a specific Book Now option. They also can use DAT’s RateView database as part of their regular workflow to see if rates for Book Now loads are fair market value. 26

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Adamo said having the Book Now feature will assist DAT with collecting data the company can share about relevant successful and unsuccessful bids to assist brokers and carriers with pricing decisions. In September at McLeod Software’s virtual user conference, load board and freight-matching platform Truckstop.com discussed a new TMS integration for brokers that use McLeod’s PowerBroker to post their “Book It Now” loads. The integration allows brokers using PowerBroker to tap into capacity from thousands of carriers that login daily to Truckstop.com, said Brian Sowul, senior product manager for Truckstop.com. The freight-matching application programming interface (API) with PowerBroker is designed to be fully automated, said Dacia Gulledge, product owner of interfaces for McLeod. Gulledge said PowerBroker’s freightmatching control screen allows users to designate the carriers from Truckstop.com and other load boards that will have visibility to their Book It Now loads. Loads that brokers designate in PowerBroker as Book It Now display a rate along with details for the pickup-and-delivery dates, mileage and equipment type for carriers that use the Truckstop.com app. Once a carrier clicks on a Book It Now load, PowerBroker sends the carrier an email notification with a rate confirmation. The PowerBroker integration also changes the status of the load to “covered” and lists the carrier’s details, Gulledge said.

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Once a carrier clicks on a Book It Now load from Truckstop.com, an integration with McLeod Software’s PowerBroker sends the carrier an email notification with a rate confirmation.

Dynamic freight matching Trucker Tools and other freight-matching platforms for brokers and carriers use real-time location data. About three months ago, Ryder began using the Trucker Tools platform to connect with small fleets and owneroperators. The Trucker Tools app is used by more than 140,000 small carriers that manage 10 trucks or less. When loads are assigned to carriers, the Trucker Tools platform automatically captures location data from drivers’ smartphones and updates shipment tracking and estimated time of arrival (ETA) information every five minutes in Ryder’s TMS. The platform also digitizes the freight-matching process with predictive technology that considers real-time and historical data such as the carrier’s profile, location, proximity and lane and load preferences. “We have had very good success with the freight-matching capability,” said Dave Belter, vice president and general manager of global transportation management solutions for Ryder. “We are finding that we are matching freight sometimes in minutes. This is not always the case, but in the past, we were certainly less productive.” The application considers where a carrier is going next and uses that intelligence to identify and rank future available reloads. With this capability, Ryder’s brokers are setting up multipleleg moves for carriers, Belter said.

INNOVATORS USA Truck’s Drive Your Plan program provides drivers with added flexibility to adjust their schedules to work harder one week and spend more time at home the next.

FREEDOM OF CHOICE USA Truck lets drivers decide their workflow BY AARON HUFF

n its first-quarter 2020 investor presentation, USAT Capacity Solutions (CCJ Top 250, No. 60) had a timeline with 2007 to 2016 labeled as “The Lost Decade.” The report notes that financial results for stockholders were unsatisfactory, but in January 2017, an era of “New Leadership” began that marked a turning point for the Van Buren, Arkansas-based company since it was founded in 1983 and had an initial public offering in 1992. James Reed became president and chief executive, and in 2018 and 2019, the company was back in the black. Nick Wakefield, vice president of human resources, driver recruiting and retention, joined the company’s USA Truck division in 2018. He describes the culture going into 2020 as one where management empowered people to see problems and bring solutions. Improving the work experience for drivers was a major focal point. From weekly driver pulse surveys, management found drivers requesting more control over their work-life balance and home time. USA Truck already got drivers home weekly through regional operations and its dense freight network that reaches from I-35 to the Eastern Seaboard. Planning loads for the fleet’s 2,000 trucks was a fairly manual process, said Blair Ewell, who joined USA Truck in 2019 as senior vice president of operations. Earlier this year, Ewell and his operations team presented an idea to Reed to improve load planning and driver home time, but it carried risks. They suggested that USA Truck should allow company drivers to self-dispatch. Reed took a short pause, then said “Let’s try it.” Removing friction Motor carriers have been in the crosshairs of plaintiff attorneys and government 28

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USAT CAPACITY SOLUTIONS Van Buren, Arkansas agencies for employee misclassification. A fine line separates the employer-contractor relationship, and it easily can get blurred in the planning of loads, schedules and routes. Wakefield and Ewell understood the risks of the contractor model before they came to USA Truck. Both previously had worked for a carrier with West Coast operations that dealt with California’s strict labor laws. In late 2018, USA Truck developed an internal load board for owner-operators to mitigate the potential risks of the employer-contractor model. The mobile load board app lets them plan their way into and out of freight markets to maximize revenue by selecting loads. Drivers can view origins, destinations, rates per mile, empty miles and other details. The mobile app runs on personal devices or the company’s tablet, which is part of its electronic logging device and telematics platform, alongside other company and third-party apps. The load board quickly proved advantageous for load planning. Owner-operators “did so much better on their own” in terms of productivity than USA Truck could do, Ewell said. The load board’s success opened the door to a similar platform for company drivers. Ewell and Wakefield wanted drivers to have the freedom and control they had been requesting, which would give the company a recruiting and retention advantage.

The company’s self-dispatch system allows its drivers to select their loads, pre-plan their workweek and plan themselves home whenever they want as freight allows.

INNOVATORS “A lot of companies are scared to do that,” Ewell said. USA Truck expanded the custom load board app in July to launch its Drive Your Plan program. The app allows company drivers to see all available loads in a specific market, pre-plan themselves for the week and plan their home time. A Load Checker tool ensures that any loads that drivers select will fit within their hours of service limits. When dispatched, drivers receive turn-by-turn navigation through a separate app in the tablet that also has planned fuel stops and real-time estimated time of arrivals (ETAs). One major difference in the Drive Your Plan load board app is that company drivers do not see rates. USA Truck also controls how far in advance drivers can plan themselves. Also, “we don’t generally let them change their geography without a load” so as to prevent drivers from deadheading to a different area, Ewell said. Removing friction between drivers and managers is one of the goals. A driver manager no longer has to communicate load plans and dispatch instructions. They only intervene if needed to help drivers execute on the loads they choose, Ewell said. A phased approach USA Truck is rolling out the program in a phased approach. It started by choosing the first driver manager who would have a dedicated “load board” fleet. The results from the test fleet were positive, with service levels, production, driver satisfaction scores and retention that were “just amazing,” Ewell said. “It was a no-brainer at that point.” The early experience showed drivers “have a lot more knowledge than our best planners,” he said. Drivers can volunteer and are selected to be in a Drive Your Plan fleet based on tenure and safety record. Once accepted, they are reassigned to a load board fleet

manager. USA Truck currently has a waiting list, Ewell said. “Everybody will get their chance,” he said. “We are being very metered to control the chaos.” Ewell said traditional planning and driver management roles are initiated for loads not chosen through the load board. Operations and recruiting work closely together to ensure that what they are selling to recruits can be delivered on as promised. They have daily conversations to discuss what is working and what needs to change before expanding the program. New recruits need at least 12 months of experience and no more than five jobs in three years to qualify for the program. A new driver will spend two weeks assigned to an onboarding driver manager. During the two weeks, they receive extra training on how to use the app and mobile platform. USA Truck manages about half of its driving force from its corporate office in Van Buren and the remainder from four regional office locations.

in the program. Drivers have been more apt to choose the closest load even though the company pays for all miles, Ewell said. For participating in the planning process, drivers in the program are hitting the higher end of the regional pay rate compared to USA Truck’s regional drivers, which is already in the top third of the market, according to pay data the company tracks from the National Transportation Institute. USA Truck has productivity pay for drivers to earn up to an additional 6 cents per mile, for all miles in a week, for reaching mileage levels. “Drivers have loved it,” said Wakefield of productivity pay. “The more they drive, the more they earn. They have real control over their paychecks.”

Exceeding expectations The minimum conditions for drivers to stay in the program are to maintain a five-week rolling average of 2,000 miles per week. Exceptions are given to drivers for vacation time and if a breakdown occurs. So far, drivers have exceeded these standards. In fact, the majority of drivers are staying out on the road for longer than a week. Ewell credits this to giving drivers more control over their home time and earnings. Compared to the fleet average, drivers in the program are 40% to 50% more productive. They also have the flexibility to adjust their schedules to work harder one week and spend more time at home the next. “This is a real opportunity for a work-life balance,” he said. USA Truck also has seen a significant drop in deadhead percentage for drivers

A better career path Besides reaping rewards for USA Truck in recruiting, retention and productivity, Drive Your Plan gives the company a way to enhance drivers’ career paths. “We have the ability for a driver to go from just getting their CDL to becoming an owner of their own trucking company, or anything in between, without having to leave the lanes and the customers they are used to servicing,” Wakefield said. The recruiting market in 2020 is one of the most difficult Wakefield has seen in the last decade, but “having great jobs makes it easier to have that conversation” with drivers and find the best fit for what they want, he said. “This is a nice change in the industry,” Wakefield said. “When you trust in drivers, they show you the professionals they are.”

USA Truck’s Drive Your Plan custom load board app allows drivers to see all available loads in a specific market, pre-plan themselves for the week and plan their home time.

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HONORING HISTORY, HERITAGE, HOMEGROWN HAULERS BY JASON CANNON

CCJ highlights 2020’s Five Flashiest Fleets

lot of time and effort goes into spec’ing a commercial truck, but much of that work goes unappreciated by the untrained eye. Well-executed fleet graphics, on the other hand, not only project a largely positive image, they also are more obvious than a finely tuned axle ratio or a calculated aerodynamics package. Trucks and trailers are a canvas with unlimited possibilities for showcasing a company’s heritage, its values and its strengths, and they are a carrier’s most visible – and most mobile – means of marketing. Since 1978, Commercial Carrier Journal has recognized

excellence in fleet graphics design and execution among carriers willing to invest in their own imagination. The judges for this year’s competition included a 15-person panel from the editorial, art design and marketing staffs of CCJ and fellow Randall-Reilly publications Overdrive, Truckers News, Successful Dealer and Trucks, Parts, Service. Each judge ranked their top five out of 70 submitted entries, and scores were weighted to determine a final ranking. The top submissions this year successfully relate the company’s purpose, tell a story, champion a cause or promote a strong corporate brand image.

Proud to be an American CARRIER: Cargo Transporters, Claremont, North Carolina GRAPHICS DESIGNER: Hyperformance Graphics Cargo Transporters Inc. (CCJ Top 250, No. 182) specializes in time-definite or JIT/expedited freight and uses eight of its

a matching themed trailer to our Ride of Pride tractors. These tractors and trailers are requested to provide a visual reminder to the public at numerous events throughout the year.” WHY WE LIKED IT: “There’s a lot going on in this pack-

more than 1,400 assets to honor the company’s servicemen and

age, but in a good way. It hits practically every patriotic/military

women and all American enlistees.

theme – the flag, the digital camo, the bald eagle, the Purple

“A large percentage of our employees are veterans,” said

Heart and so much more – without looking too busy, and each

Shelley Dellinger, marketing and public relations manager for

unique element stands out on its own, which is really remark-

Cargo Transporters. “We wanted to display our support for

able considering all the components within the graphic itself.”

all those who have served in our military forces by providing

– Jason Cannon, CCJ editor

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A different kind of look for a different kind of company CARRIER: Hirschbach Motor Lines, Dubuque, Iowa

GRAPHICS DESIGNER: Hirschbach Motor Lines

For the last 85 years, Hirschbach Motor Lines (CCJ Top 250, No.

culture that is unmatched.” The graph-

64) has prided itself on being a privately owned carrier with a

ics package

fleet of the newest, most environmentally friendly and fuel-

currently is installed on about 10% of the company’s trucks and

efficient trucks in the industry. Hirschbach hopes its new bright,

trailers, but Sanchez said as older equipment is phased out for

high-contrast graffiti-styled graphics convey just how modern

new, the updated graphics are included, “and the numbers with

the carrier is and set the truckload carrier apart in a crowded

the new look are going up.” WHY WE LIKED IT: “Hirschbach’s look is distinctive, bold

field. “We want people to notice we are a different kind of truck-

and unique in every way. The elements complement each other

ing company,” said Bianca Sanchez, marketing and social

— the colors, the font, the graphics. Combined, they convey an

media manager for Hirschbach. “We invest in top-of-the-line

impressive image of the company and beg to be noticed. See it,

equipment, offer top-notch pay packages and foster a company

and you will remember it.” – David Hollis, Truckers News editor

O say can you see

CARRIER: A.N. Webber, Kankakee, Illinois GRAPHICS DESIGNER: Fastlane Wraps

A.N. Webber is an example of the all-American success story — a homespun “land of milk and honey” tale of what hard work and ingenuity can accomplish. In 1947, Albert N. Webber Sr. bought a 1941 KB7 International to haul stone from a quarry outside of Kankakee, Illinois, to various road and bridge projects. Nine years later, A. Neal Webber Jr. joined the company as a driver following a stint with the U.S. Army. The company currently includes four generations that “have always been truckers.” Now boasting a fleet of 165 tractors and 400 trucks, the company’s patriotic package is an homage to those who paved the way in the home of the brave. “From the top of the company to the bottom, we pride our-

WHY WE LIKED IT: “A.N. Webber’s trucks and trailers

selves on recognizing and showing appreciation to all veterans,”

haul a strong message of U.S. veteran support and a positive

said Jason Jarnagin, director of administration and compliance

trucking image. The bold graphics and the slogan, ‘Protected

for A.N. Webber. “This truck is our pride and joy and stands for

by Vets, Supplied by Truckers,’ set this truck apart, and the

the patriotism that we preach on a daily basis. You can also see

crisp, red, white and blue trailer detail continues the patriotic

the truck in the background that sits out front of our corporate

theme.” – Carolyn Magner Mason, Randall-Reilly senior director

headquarters.”

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Simple yet effective CARRIER: Long Haul Trucking,

Book said the simple yet eye-catching scheme is also an outreach for the carrier’s customers. “We also want our clients

Albertville, Minnesota GRAPHICS DESIGNER: Long Haul Trucking

to know that we take our role as a carrier they can count on to

For more than 30 years, Long Haul Trucking (CCJ Top 250, No.

represent them well very seriously, and we invest in what we be-

233) has established itself as a prideful “you get more than you

lieve are the best trucks and trailers available to do so,” he said.

pay for” kind of carrier, and Anthony Book, the company’s vice

WHY WE LIKED IT: “Long Haul Trucking makes its equip-

president of sales and marketing, said the fleet’s look is a visual

ment as attractive as possible to help improve driver recruiting

extension of that.

and retention, and it shows. The company’s attractive, clean

“We are trying to promote a message of value, empowerment

rolling billboards and the large display of the fleet’s name and

and appreciation for our drivers and those who they share the

motto on its trailer tarps beg for attention on the highway. It

roads with,” Book said of the carrier’s graphics package. “We aim

makes a strong-enough immediate, positive impression on the

to ensure that every driver in our fleet and those they encounter

average four-wheel driver. Just imagine what it might do for

on the roads know that Long Haul is serious about trucking and

another trucker thinking of switching fleets.” – Dean Smallwood,

believes that it’s a job that anyone should be proud to do.”

CCJ and Overdrive managing editor

Rolling history project and homeland tribute

CARRIER: Arrow Trans Corp., Elk Grove Village, Illinois

GRAPHICS DESIGNER: Malachowski Project

Arrow Trans Corp. was founded in 2010 with one truck. Just 10 years later, the less-than-truckload, truckload, specialized, expedited and refrigerated carrier has 150 assets in its fleet, with

Truckers Jamboree in the Custom Vinyl Graphics Combination

three of them featuring artwork that marches passersby through

category and Best Overall Theme. WHY WE LIKED IT: “The graphics are eye-catching and

U.S. history. American-themed artwork is popular in trucking, but Arrow

cover the truck from edge to edge, ensuring your attention

Trans Corp.’s approach makes it unique. The motive of the

is secured, even at highway speeds. Each graphic is burst-

artwork on the company’s trailers is U.S. history “with its most

ing with American pride, from Mount Rushmore, the moon

important moments and historic sites,” said Pawel Raczkowski,

landing, eagles, the Statue of Liberty, the Constitution and

marketing director, “but as a company founded and run by

more. Trucking and patriotism go hand-in-hand, and the

Polish-heritage people, this is how we want to pay tribute to our

content caught my attention immediately. The graphics are

new homeland.”

absolutely stunning.” – Kelley Hoefle, Randall-Reilly marketing

The carrier’s graphics last year won the 40th annual Walcott

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communications manager

BUSINESS | SMALL FLEET CHAMP

OVERCOMING OBSTACLES Getting smoked out of Oregon latest hurdle for small-fleet owner

“I

BY MAX HEINE

’ve always enjoyed challenges,” said James Davis, owner of JDT Trucking. As any smallfleet owner knows, the nature of the job brings enough of them, like it or not, though Davis hasn’t minded adding a few high bars of his own. One was his vision for rebuilding a 1993 Peterbilt 379, one of about 14 custom trucks in his Oregon-based fleet that specializes in construction materials. Not only has that favorite and others won many show truck awards, but their availability also accounts in part for JDT’s strong recruitment and retention. 34

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“I took that kind of mindset to the business side of things,” Davis said. “I wanted to do it right or not do it at all.” That translated into getting an attractive bundle of insurance and retirement benefits that most small fleets couldn’t afford. Achieving those and other goals, as well as growing steadily over a decade, making extensive contributions to his community, diversifying into truckingrelated businesses and remaining stable during predictable and unpredictable slowdowns were factors in JDT being named Overdrive’s 2020 Small Fleet

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JDT Trucking founder James Davis with some of his driver team (from left): Chris Cooper (who also works as a mechanic), Ed Davis (father of James), Robert Hall, James Davis, Chet Mitchell and John Boyd.

Champ in August. Basic good service drove the growth. “They do an incredible job of getting trucks where I need them, when I need them,” said Chris Loucks, product manager for Huttig Building Products in northern Oregon. “For a relatively small company, they seem to have a huge fleet. They usually have a truck or can make one available.” As of September, JDT had 23 company drivers, three owner-operators and five trucks leased through Davis’ father. “The drivers are always personable and in good moods,” Loucks

BUSINESS | SMALL FLEET CHAMP

said. “They’re not grumpy old farts. The trucks are always in impeccable condition.” Communication with JDT staff is excellent, Loucks said. Davis traveled upstate to meet him when JDT first started hauling for them “and has come up pretty much every year since.” Less than three weeks after Davis had bagged the small-fleet honor, he was thrown an unusual curveball: wildfires that plagued Oregon and California. “We got out of the smoke for 10 days,” Davis said Sept. 25, after returning from a resort in Mexico’s Baja peninsula, where he’d taken his family. “Luckily a lot of customers notified us in enough time that we got the drivers stopped.” Only one truck had to turn around in the middle of a job. Some drivers had a few days of downtime, but most were able to stay busy during September. In many parts of the state, “it looked like an apocalypse,” Davis said. Even with an air system set to recirculate, “every once in a while, it smelled like a campfire inside your vehicle.” Davis, 42, traces his trucking work to his early teens. His father drove for TriWest Transportation of Albany, Oregon, later serving as a dispatcher. “I started work there when I was 13, polishing, waxing and detailing trucks,” Davis said, as well as filling potholes and doing other maintenance.

James Davis credits his success in part to the counsel of his father, Ed Davis (left), and his mother, Rayven Davis (seated), based on their business experience. He and his wife, Heather, are joined by two of their five children, Liv and Ethan Davis.

At 16, he began training in mechanical work and learning to drive as he moved trucks around the yard. At 18, he went out with drivers, soon got his license and started driving on his own. Unlike owner-operators who put in years as a company driver before buying a truck, “I bought my first truck before I turned 19,” in 1998, and leased to TriWest. The truck was about as old as him — a 1978 A Model Kenworth long-hood with a 3408 Caterpillar. By 2000, Davis had his own authority. Shortly before then, Tri-West had folded, and Davis, having delivered to some of its customers, got in touch and landed some business.

The Overdrive Small Fleet Champ award is sponsored by the One9 Fuel Network, which is geared toward small fleets and owner-operators, offering credit and fuel stop options. One9 is produced by the Pilot Company. As winner, JDT Trucking received this championship belt.

He bought two trucks in 2011. By 2013, he had five trucks and leased three owner-operators. He moved the business into a facility, hiring three people for non-driving positions. The building, which had an office and one truck bay, was expanded last year. The 2013 transition in itself was a big enough job, but at the same time Davis eyed a “huge stepping stone” toward getting and keeping the best drivers: health insurance. He landed a plan through Blue Cross Blue Shield, which also includes vision and chiropractic plans. “It felt like a huge accomplishment,” he said. “A year later, we added retirement.” JDT now also offers dental coverage. Perhaps more importantly, JDT has done well at keeping its drivers on the road, and not just during the wildfires or the coronavirus pandemic. During other economic downturns that usually put the brakes on the construction industry, and even milder seasonal dips, the fleet has kept steady and, over time, added trucks. “It seems like when one market slows down, the other one picks up,” Davis said. Makers of beams, decking, rebar and other construction materials “will stay very busy from May/June up to

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BUSINESS | SMALL FLEET CHAMP

September/October.” Then makers of cabinets and other internal building components pick up in the winter. This past winter also brought the coronavirus. “February, March and April were very difficult months,” he said. “We were really having to outsource to outside brokerages and just doing the Truckstop.com thing.” Looking for freight apart from its usual customers put JDT “outside our comfort zone,” and like most other small fleets, it was faced with rock-bottom rates. Nevertheless, JDT kept its drivers mostly busy and

helped “supplement their pay to keep it where it should be.” One of the biggest challenges Davis has faced during his fleet’s decade of growth had nothing to do with a downturn. Instead, it was a crisis of growth itself that came during JDT’s 2013 transition. “That was a huge step of learning to delegate, because we went from five trucks and three owner-operators and me doing all the maintenance, all the billings, dispatching, driving a truck myself ” to hiring “one full-time

Joel Sodorff drives this 1995 Peterbilt 379 extended hood. The Pete is powered with a 550-hp Caterpillar, a 13-speed transmission, a low-air leaf suspension and an air-ride front end.

SPINOFFS: BROKERAGE, MAINTENANCE AND PARTS One distinguishing accomplishment of Oregonbased JDT Trucking has been owner James Davis’ ability to branch into closely related enterprises. Through JDT Logistics, Davis keeps the loads that fit JDT Trucking’s core business, construction materials. “We get offered a lot of freight,” he said. In the last three or four months, there are “a lot more loads than there are trucks out there, at least on the West Coast,” he said in September. JDT has developed good rapport with other carriers and offers those fleets the freight it can’t handle. Those relationships also provide a customer base for JDT’s other spinoffs, including maintenance. His shop usually stays busy on JDT trucks, but “we offer those services when we can,” he said. “It’s got to fit within our timeframe.” Likewise, JDT’s network of carriers has shown 36

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interest in buying parts. “A lot of people on the West Coast like the look of our trucks,” said Davis, whose fleet keeps about 14 customized trucks. “We’re dealers for Dynaflex, Lincoln Chrome, 12 Gauge, Hogebuilt.” Customized items also are available. “We’ve done our own steps, light bars, deck plates,” thanks largely to having a metal fabricator across the street. The customized trucks might be the initial draw for many of JDT’s drivers, said Joel Sodorff, who drives a company-owned 1995 Peterbilt 379 with a stretched wheelbase and a black-and-copper paint job. “But what has kept me and kept such a good group of drivers is the people. … You enjoy who you work with as much as what you’re doing. I think that’s how he keeps most of us around.”

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dispatcher, one dispatcher/broker and also a mechanic. Not long after that, I hired someone in payroll/accounting. It was a lot of releasing the reins.” Even with all that responsibility distributed, Davis didn’t retreat to a private office. “I still sit on the floor in the middle of everything.” He said that while some leaders warn that no one else will do parts of your job as well as you would, he’s learned that as long as you hire the right people for each job, it works out. In JDT’s case, he said, “It shows for itself in the way we’ve grown.” At the same time, the changes were hard, and there were times of high anxiety. “Luckily, I had a friend, Jim Oldland. I would meet with him and discuss my frustrations.” Oldland, of Oldland Distributing, counseled Davis that if he would learn from Oldland’s mistakes, Davis would be “years ahead” of him. He also got counsel from his father, who’d worked in different trucking capacities, and his mother, who had managed people at a fairgrounds. His immediate family, too – his wife, Heather, and their five children – have been a constant support, as have his JDT colleagues. “My work family has stuck together over the years of growth, experiencing change, and stayed right by my side.” With his parents and Oldland, in particular, “I had some people I could turn to and pick their brain and try not to make too many mistakes,” he said. One mistake, though, crept in about 18 months ago. “I got comfortable with having a great staff, and everything seemed to be just going good,” he said. Then he realized, “I wasn’t watching the numbers as good as I always have.” One of the key numbers was operating costs for his shop. “I’d always told the shop not to sit on too much inventory,” especially since JDT’s facility was close to original equipment dealers that had all the parts the fleet needed. “We were

BUSINESS | SMALL FLEET CHAMP

ordering lots of parts, and they were not For example, if Davis hears a driver’s getting installed.” subject to unreasonable detention, “he’ll Part of resolving the problem was contact the customer directly and basirehiring the mechanic, Thomas Fisher, cally demand more money for making he’d hired in 2013 but who’d since us sit there,” said company driver Chris moved away. “He’s really good,” Davis Cooper. It’s not unusual for Davis to said. “He orders all the parts. As far as text drivers about something other than managing the numbers inside the office, business, Cooper said. “It’s more of a I’ve just got to pay more attention.” personal relationship than a boss-emAnother element Davis believes critiployee relationship.” cal to the success of JDT: how drivers are That personal touch has extended treated. “Being one of the guys doesn’t more broadly to the community where hurt,” he said. His drivers see him get JDT is based, Center Point, a suburb of behind the wheel for the occasional Medford. Citing a passion for “shop loload. If Davis springs for the lunch tab cal, support local, stay local,” Davis supwhen he’s out with another driver, “it ports many local causes. These include gives them a smile,” he said. the Hearts and Vines Association, The “James built this thing from the cab of Boys and Girls Club, The Crater FFA, the truck,” said Joel Sodorff, a JDT com- Abraham Elementary School, American pany driver. “He’s a driver at heart. He Truck Historical Society, Brooks Anunderstands what we’re going through. tique Truck Museum and Rogue Valley He relates to us on a different level than Soccer Club, along with parades, charisomeone who’s not actually spent time ties, car shows and school functions. out here.”CCJ AutoDeck 2020 Ad.pdf 1 9/1/20 8:59 The good driver relationships, which AM

go a long way toward recruiting and retaining the best drivers, also have translated into an outstanding safety record. The Oregon Trucking Association awarded JDT first place for safety last year for a 1 million mile fleet. The company earned Great West Casualty’s Platinum Award, which is bestowed to less than 1% of the insurer’s clients. “We have worker comp through [the State of Oregon’s State Accident and Insurance Fund] and have one of the best ratings in the industry for the state,” Davis said. Given the uncertainties with the pandemic and the economy, “I just don’t see growth in the near future,” Davis said. Even when things become more stable, growth likely would be easy, but he’s not sure he’ll pursue it. “I still enjoy coming to work,” he said. “I want to keep it that way.” – Jason Cannon contributed to this story.

CMY

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EQUIPMENT: TIRE TESTING

KEEPING THEM

ROLLING Know how, why, when to test your fleet’s tires BY TOM QUIMBY

mplementing a tire test can help fleets save money over the long haul, but there’s plenty of work to be done to do it properly. If there’s consistency with testing and data-gathering practices, a fleet might just reach a “eureka” moment. That was the case for The PIT Group, a brand-neutral testing group in Canada that helps manufacturers and fleets hone-in on the best-performing truck products such as tires, which rank as the second-highest expense for fleets behind fuel. Tire tests at PIT have become popular, especially where fuel economy is concerned. “We have reached up to 5% fuel economy difference between two brands of the same type of tire,” said Marc Trudeau, senior member relation and business development specialist for PIT Group. “The price difference between these two tires was only roughly 10%. If you’re going to pay $8,000 to put tires all around on your tractor and trailer that will save $15,000 in fuel, it makes no sense to get the cheapest tire.” Improved fuel economy and tread life can motivate fleets to pursue tire tests of their own, but it’s far from easy and will require plenty of thought, the right equipment, cooperation and cost. “Tire tests cost time and money to run, and they are not easy to do 38

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Digital tire monitoring solutions, such as Continental’s ContiConnect platform shown above, “offers fleets access to all their tire data at a glance and helps track several variables for an accurate comparison,” said Marco Rabe, Continental Tire’s head of R&D for truck tires in the Americas. “But visual inspection of the tires is still important, especially during the testing phase, to check for irregular wear, stone drilling and other concerns.”

correctly,” said TireStamp President Peggy Fisher. “It requires a great deal of concerted effort for many fleets simply to find the vehicles with the test tires. Then it demands considerable labor to take tire tread depth measurements and to record the findings.” Fisher cautions that tire data collecting and recording requires careful consistency that may prove too tedious for the average technician. Next comes critical number crunching, which reveals the tires that rank better over others in the test. “Someone has to analyze the data and compute the results,” Fisher said. “Fleets have to determine if they have the

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personnel, commitment and determination to set up a tire test correctly, will have access to the test tires at regular intervals and can conduct tire tests properly for what could be a year or more.” Team commitment is vital, but it won’t get far without the right equipment. “Tire wear rates can vary greatly with vehicle type, make and model,” said Roger Best, market insights and product applications engineer for Bridgestone Americas. “It is imperative that a fleet have adequate equipment for in-house testing.” Best recommends the following guidelines when testing equipment: Use the same vehicles for all testing groups

EQUIPMENT: TIRE TESTING if possible; if a fleet is unable to use the same vehicles for testing, ensure they are represented evenly in each group; and use new vehicles if possible. “A second consideration is to ensure the fleet has enough equipment to perform the test to get repeatable and statistically significant data,” Best said. “Each tire should be uniquely identified – branded, if possible – prior to testing.” Fleets that have struggled with maintenance records may want to reconsider taking on their own tire test. “Any fleet who buys tires is a good candidate for in-house tire testing, but it is helpful if the fleet is already keeping good maintenance records,” said Marco Rabe, Continental Tire’s head of research and development for truck tires in the Americas. “The practice of collecting and recording tire data is crucial for a successful test.” Rabe said a minimum number of test vehicles under similar conditions also are important for a statistically relevant test result. “Digital tire monitoring solutions, like Continental’s ContiConnect platform, offers fleets access to all their tire data at a glance and helps track several variables for an accurate comparison,” he said. “But visual inspection of the tires is still important, especially during the testing phase, to check for irregular wear, stone drilling and other concerns.” Trudeau recommends alleviating some of the burden on technicians to keep up with tire testing by investing in chip technology “with Bluetooth or Wi-Fi that can recognize where the tire is and where it’s been working and for how long.” Challenges aside, Phil Mosier, manager of commercial tire development for Cooper Tire & Rubber Company, wrote in an article posted on the company’s website that “the best way to determine what’s best for your operation” is to conduct ongoing in-house testing. “Granted, it’s not easy,” Mosier said.

A tire testing program can be used in conjunction with a tire monitoring program such as TireStamp’s maintenance dashboard offered through the TireVigil cloud.

“You have to track tires and take tread measurements. You have to maintain excellent maintenance practices to ensure inflation levels are correct and that alignments stay true. And to get results that will give you accurate information, you need to run the test tires for longhaul operations to 50% to 60% of their wearable tread depth.” Before the rubber meets the road As with any valid test, certain steps need to be employed to render dependable results. The same holds true for tire testing, where variables can range far and wide. However, though it might be tempting, don’t take on too many variables at once. “It is important to test only one variable at a time, such as one brand tire versus another brand of the same type or vocation of tire,” Fisher said. “No matter what is being tested, in all cases, the fleet must run two samples of tires — the test group versus a control group or another test group. A real test is not just throwing a few tires on a vehicle and seeing what they’ll do.” Using the right number of tires for testing will deliver statistically significant results that a fleet can lean on for sound tire buying decisions. “To get repeatable results, there should be at least 30 tires of each test group at the end of the test,” Fisher said. “Assume some tires may be removed

and lost during the test period. A fleet can get by with smaller samples, which may provide useful data that indicate differences in the groups of tires in the test, but the results may not be repeatable. My advice is to use as many tires as possible in each test group if an ending number of 30 is out of the question.” Rabe agreed that more is better when it comes to tire testing. “Increasing the number of trucks and tires tracked will help to account for some driver influence and for those variables that cannot be controlled,” Rabe said. “The statistical deviation in the test results will indicate the level of confidence in the test results.” Rabe said that when it comes to establishing the parameters of a test tire program, including test duration and scope, “getting buy-in from the shop managers, maintenance workers, tire program managers and drivers is crucial.” To get dependable results, testing conditions should be as uniform as possible. “It is important to select comparable conditions for an accurate head-to-head comparison,” Rabe said. “This means similar trucks, similar routes, starting the test at the same time to account for weather-related influences as well as similar loads.” Mosier advised getting drivers with comparable skill levels to run the trucks. “How many trucks should be run?” he said. “The more the better, but at a minimum, it should be four that are

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EQUIPMENT: TIRE TESTING equipped with your evaluation steer tires. This will give you good average wear rate data. Plus, if you lose a tire due to a road hazard, you will still have three vehicles left running.” Mosier cautioned fleets not to run the tires identically on the two trucks. “The right rear outer tire historically wears faster than any other drive position tire due to a higher percentage of right-hand turns, which can cause scrubbing,” he said. “Be sure to have brand X in that position on one evaluation truck, and brand Y on the next truck. Also note that tires on the trailing axle typically wear about 20% faster than tires on the forward axle.” Wheel choices should be considered carefully along with vehicle condition. “The wheels being used should be the same size and free of any damage,” Best said. “Total vehicle alignment is recommended. On the day the tires are mounted, the tester will need to record the vehicle’s mileage or engine hours — whichever metric is being used. Everything should be well documented to maintain records for the testing.” Data comes rolling in Though it can be tedious, collecting and recording tire testing data is critical in determining which tires work best. Testing tools also are critical, but they don’t have to be exotic. Best recommends a

Don’t rush out to switch brands following tire testing. “If, in your evaluation, the test tire outperforms the incumbent, our recommendation is to move forward, but not all the way forward,” said Phil Mosier, manager of commercial tire development for Cooper Tire & Rubber Company.

commercial carrier journal

calibrated tire pressure gauge, a tread depth gauge, pliers, an awl, a flashlight, a tire crayon or chalk, a clipboard and forms and a digital camera. “The inspection period should be defined by all parties before the test begins,” he said. “This can vary based on the wear rates of a fleet and the vehicles available for these periodic inspections. It is recommended that only one person take the measurements for consistency.” Best said this person should record the vehicle number, odometer reading, wheel position, unique tire identification number, tire inflation pressure, tread depth measurements (making sure the tread depth gauge is completely at the bottom of the groove), driver comments on tire performance – such as wet traction or ride comfort – and pictures of each tire, especially if there are any irregularities. Testing should begin at roughly the same time to minimize exposure to varying conditions such as seasonal temperatures and weather events, both of which can affect tire performance. “Once the tires are running, tread depths should be measured at specific intervals,” Fisher said. “Tires on vehicles in over-the-road operations should be measured at least every 30,000 miles or at scheduled PMs. For tires in pickupand-delivery service or other high-wear conditions, such as construction and refuse operations, use measuring intervals that equate to 25%, 50%, 75% of wear and at removal. These percentages may be based on anticipated mileage or time depending upon the operation’s means for determining tire life.” Tread wear should be measured at three points across the outside, middle and inside of the tread, Mosier said. “A fingertip diagnostic should be conducted as well, and any signs of irregular wear reported,” he said. “Irregular wear could indicate a problem with the vehicle. If the irregular wear is found to be severe in the drive or trailer position, rotate the tires on the front rear axle in a

| november 2020

Tire placement options should be used to maximize testing opportunities. “For drive tires, you can test two brands of tires on one vehicle,” said Phil Mosier, manager of commercial tire development for Cooper Tire & Rubber Company. “The only caveat is that their diameters need to be within ¼-inch of each other. With this evaluation, you can run two trucks with eight wheel positions. The key is doing an X-pattern (or cross-axle) on the two rear axles.”

cross-axle design.” Testing duration can vary depending on duty cycle, Fisher said. “Mileage projections can be made when at least 50% of the tread has been worn but should only be used as indicators of tire performance,” she said. “Final analysis of performance should be made using actual removal mileage when the tires are worn to the fleet’s pull point.” Testing results on steer tires vary from other tires. “After 75,000 miles, you should have solid wear data on your steer tires,” Mosier said. “With this wear data in place, you can now make projections on how many more miles the steers will last before they’re pulled for retreading. This will give you an apples-to-apples mileage comparison and provide your first cost-per-mile figure on virgin rubber once you factor in the purchase price.” Mosier said getting data from drive tires will take longer since they put on more mileage. “When tread is worn down by 50% to 60%, you can gather your viable data, and you can see how many 32nds of tread have been worn off,” he said. “Once you have miles per 32nd calculated, do the math to see how your test tires are projected to do, plus factor in what you found on casing value.”

TECHNOLOGY: DRIVER TRAINING

A ROLLING

RECORD

Documenting driver training can help prevent accident claims BY AARON HUFF

“N

uclear” has become a familiar term in the transportation industry used to explain rising insurance costs from runaway jury verdicts. One of the most famous nuclear verdicts was handed out in May 2018 by a Texas jury in Blake v. Ali and Werner Enterprises. On a wintry day in 2014, a vehicle crossed a centerline and crashed into a truck driver, Shiraz Ali, who was going the posted speed limit and staying in his lane. The incident was recorded by dashcam footage. The plaintiff was awarded $92 million. Attorneys have been successful in reaching higher verdicts by bringing out the “Reptile Theory” approach. “With this approach, the counsel tries to paint defendant motor carriers, among other things, as failing to take reasonable steps to train drivers,” said J.W. Taylor, owner of Taylor &

Fleetworthy Solutions provides audits and recommendations to help fleets improve driver training and documentation.

Fleets cannot change or adjust driver training records in Instructional Technologies Inc.’s web-based Sentix LMS unless drivers actually took the course.

Associates, a transportation-focused law firm based in Winter Haven, Florida. In Blake v. Ali and Werner Enterprises, the plaintiff ’s attorneys argued the truck driver should have been driving slower given the weather and convinced the jury that the carrier failed to train the driver properly on procedures for handling icy conditions. A review of court documents for this and other cases shows how attorneys try to drive a wedge between the driver and company by asking the driver whether he or she knew about a certain rule or regulation — and what the company did to enforce it. “Properly documenting training and continuing education can be helpful in combating these tactics,” Taylor said.

Closing the gap As part of the Reptile Theory approach, a plaintiff ’s attorney will question a truck driver in an attempt to get the driver to claim ignorance of certain regulations or training they have received. The purpose is to raise concerns “about whether or not we have in fact trained or provided guidance to our employee sufficient to comply with the regulation,” said Steve Setliff, owner and managing partner for Setliff Law, a firm that provides legal defense for transportation companies.

Billy Stover, DOT regulatory compliance consultant for Fleetworthy Solutions, encourages carriers to use in-house training coupled with online training for safety and compliance. Fleetworthy provides audits and recommendations to improve training and documentation. “When we work with carriers, we come up with a ‘plan to protect,’ ” he said. “We start with a DOT boot camp, and it’s a combination of in-house training and online training. We work with CarriersEdge, which has a great library of online courses — many that support our DOT training.” Tim Brewster, director of loss prevention and recovery for National Interstate Insurance Company, stresses the importance of fleets having checkpoints for driver training regardless of job experience. Those checkpoints should include orientation and recurrent and remedial training. “Ongoing training should take place multiple times throughout the year with knowledge checks to ensure drivers understand and can retain the information,” Brewster said. Besides documenting training, online learning programs can assist with retention of information. If a driver struggles with any part of the test, retraining can be done to help the driver.

commercial carrier journal

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TECHNOLOGY: DRIVER TRAINING

Retaining information Online driver training platforms, or learning management systems (LMS), have built-in assessment tools to document driver awareness of rules and regulations. Rather than give drivers a quiz at the end of a training session – and then give them the option to continue guessing until they score 100 – the approach used by Instructional Technologies Inc. (ITI) for its Pro-Tread courses requires the driver to answer questions throughout the course before they can proceed. As an added layer of training, Payne Trucking sends periodic “safety flashes” to educate drivers and document their awareness when management sees incident or accident trends developing. The Fredericksburg, Virginia-based company operates a fleet of more than 130 tractors and 800 end dump trailers, dry vans and storage containers with a service network that covers the Midwest and Eastern states from Florida into Canada.

Payne Trucking uses the Luma eNugget LMS that comes with a collection of more than 500 courses on various orientation, safety and compliance topics in mixed mediums. “Not only am I getting proof that drivers have received [the training] and completed it, but more importantly from the liability side, there is a realized level of comprehension, and that is priceless,” said Chris Haney, Payne’s director of health, safety, security, environment (HSSE) and human resources. J.J. Keller’s Safe & Smart Driver Training program uses smaller chunks of online learning with multimedia and learner involvement to drive engagement and retention. A quiz is included after each module, said Steve Murray, vice president of content and consulting services. The company soon will be able to provide tracking of how each learner answered each question, and training coordinators can use this to focus on

LUMA CAPTURES PHOTO EVIDENCE OF DRIVER TRAINING Luma Brighter Learning, an instructional design and learning company, released a camera-based authentication process for online driver training. LumaLens is designed to provide motor carriers with liability protection by documenting training events and capturing time-stamped pictures of users while they are completing training. LumaLens is available in the Luma eNugget learning management system (LMS), which also comes with a collection of nearly 500 customizable Luma eNugget training modules that cover safety, compliance and orientation topics. When a driver logs into the LMS to complete orientation or remedial training assignments, a pop-up screen informs the user that the camera of the laptop, tablet, smartphone or other device will take periodic pictures during the assessment portion of the training. A separate Reporting tab feature has a

commercial carrier journal

Fleet administrators can configure LumaLens settings in the Luma eNugget LMS with modules tailored to the learning preferences of truck drivers.

“permission logs” section that details how users responded to the LumaLens notification by accepting or denying permission to have the camera on their device capture photos during training events. – Aaron Huff

| november 2020

Fredericksburg, Virginia-based Payne Trucking uses the Luma eNugget LMS that comes with a collection of more than 500 training courses.

specific areas of lower comprehension, Murray said.

Training authentication During court cases, plaintiff ’s attorneys typically will ask for evidence of any training that a driver received, or did not receive, that is relevant to the type of accident event. ITI receives and responds to one or two subpoenas a month from attorneys. The company provides validation of driver training records, said Aaron Purvis, chief technology officer for ITI. Fleets cannot change or adjust driver training records in ITI’s web-based Sentix LMS unless drivers actually took the course. As an ITI officer, Purvis said he is the only person with the authorization to make changes to training records. “That’s not going to happen,” he said. ITI records an archive to provide the exact content that drivers received at the time they took the course. Likewise, Murray said J.J. Keller archives all versions of its training content with the dates, drivers’ scores and their completion status. “If a client company of ours goes to court, we can easily provide documentation of the content a learner experienced, as well as show that he or she consumed the content and passed the related exams, demonstrating proficiency,” he said. Training is a core part of fleet operations, and using technology to authenticate and document these events can be just as important. Online training platforms can give fleets this added layer of protection.

Off-highway valvetrain portfolio

Hydraulic detachable gooseneck trailer

XL Specialized Trailers’ XL 120 Hydraulic Detachable Gooseneck 3+2 Trailer has a concentrated capacity rating of 120,000 pounds in 10 feet with an 18-inch lowboy deck height. The 13-foot low-profile gooseneck has a swing clearance of 107 inches and a 36-inch flip neck extension, and the neck offers a five-position ride height. The 26-foot-long main deck offers a loaded deck height of 18 inches with a ground clearance of 6 inches for oversized equipment. XL Specialized Trailers, www.xlspecializedtrailer.com, 877-283-4852

DVR and camera

Rear View Safety’s MobileMule 1080 Mobile DVR and Camera Series is designed for enhanced driver vision and liability protection by producing high-resolution footage that provides video evidence of any incidents and also can be used for driver training. The live-view and GPS tracking options are paired with user-friendly software. The five-channel DVR series supports four 1080p full analog HD (FHD) cameras and one 1080p IP camera. Features include 4G/Wi-Fi capability, a military-grade shock/vibration rating and a 1TB hard-disk drive (expandable to 2TB) mirrored by SD backup. Rear View Safety, www.rearviewsafety.com, 800-764-1028

Eaton’s valvetrain portfolio for diesel off-highway vehicles features cylinder-deactivation (CDA) technology for variable valve actuation with hydraulic lash adjustment (HLA) that enables precise valve lift control. When coupled with engine braking capability, the system helps reduce emissions and improve fuel economy. Eaton, www.eaton.com, 269-342-3000

Liftgate socket connection

Phillips’ weatherproof Dual Pole QCS2 (Quick-Change Socket) liftgate socket is designed for both tractor and trailer applications. The molded straight-back harness boot with a sealed inner cavity is molded to the liftgate harness cable for added corrosion protection, and it grips the easy-to-plug-in bulleted socket and holds it in place to block moisture and contaminants. The socket housing is noncorrosive, and offset pins help prevent accidental arcing by grounding the connection before power begins circulating through the system. It is available with a 48-inch blunt-cut battery cable harness in 2- or 4-gauge options. Phillips Industries, www.phillipsind.com, 800-423-4512

Active suspension aftermarket kit

Link’s ROI Cabmate Semi-Active Cab Suspension with the company’s intelligent Road Optimized Innovation technology now is available as an aftermarket kit for the Freightliner Cascadia, Kenworth T680, International LT Series, Peterbilt 579 and Volvo VNL and VNR Series. The suspension is engineered to adapt to surface and load conditions through its electronic control unit (ECU) that uses proprietary algorithms to interpret a constant data stream from an accelerometer monitoring both the cab’s motion and a position sensor measuring its position and velocity relative to the frame, adjusting shock absorber stiffness for optimized ride comfort, improved cab stability and reduced noise and vibration. It operates on less than 10 watts of power. Link Manufacturing, www.roicabmate.com, 800-222-6283 commercial carrier journal

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PRODUCTS

Heavy vocational suspension

Link’s 85K Air Link Tandem Drive Chassis Suspension is optimized for heavy vocational commercial applications and seamless installation. The suspension has large, high-volume, low-frequency air springs for a smoother ride under load or when empty. Dual height-control valves help facilitate proper ride height and vehicle leveling for enhanced roll stability. The company’s air-over-walking-beam technology is engineered for extreme payloads in harsh off-highway applications. The suspension is treated with the company’s self-healing metal treatment for corrosion resistance.

Solar tracking unit

Lat-Lon’s LoRa Solar Tracking Unit is a selfcontained solar-powered device that has no cellular modem. The device sends a message to gateways up to a mile away to transmit securely to back-end servers and can store over 5,000 messages while out of range. Messages are created as frequently as every 10 minutes and are relayed in real time when in proximity to a gateway or stored for later transmission. Lat-Lon, www.lat-lon.com, 877-300-6566

Link Manufacturing, www.linkmfg.com, 800-222-6283

Power connector

Air cleaners

Webasto’s HFT 300 and HFT 600 Air Cleaners are lightweight, compact cylindrical units that use medical-grade HEPA-14 filtration media and high-velocity twin-axial fan motors for rapid air exchange rates. The HFT 300 is engineered to deliver up to 5 cubic meters of purified air per minute or 300 cubic meters per hour, and the HFT 600 is built to process and clean up to 10 cubic meters of air per minute or 600 cubic meters per hour. The filters are designed to allow both air cleaners to remove 99.995% of airborne particles equal to or greater than 0.3 microns. Each unit’s filter monitoring feature senses when its filter needs to be changed, and an LED light alerts users when it’s time for maintenance. Both are compatible with 12- and 24-volt electrical systems and are available with optional wire harness kits. Webasto, www.webasto-group.com, 800-860-7866

TE’s PCON 12 OnePosition 90-Degree Unsealed Power Connector is made of flame-retardant material to support in-cab power applications with a current-carrying capability of up to 60 amps at 90 degrees Celsius. The connector’s 90-degree cable exit configuration allows it to be used in tight spaces. Each connector has positive and negative markings and can accept wire sizes up to 16 square millimeters to allow high-power connections. The connector also offers three polarization key mating configurations to help prevent polarity mismatches, as well as dual side-actuated snap-in locking features. TE Connectivity, www.te.com/ict, 800-522-6752

Road simulator LED interior light

Peterson’s 358 Series LED Interior Light is a lower-profile flat-back bar light suited for surface mounting to any trailer center ceiling and sidewall. It comes in 6-, 12 -and 18-inch bar lengths with outputs of 300, 500 and 1,000 lumens, respectively, and the 18-inch light features wires on both ends to accommodate daisy-chaining multiple lights. The multivolt design is compatible with both 12- and 24-volt systems. Each model is available with either standard 7.5-inch stripped leads or terminated with .18 bullets. The optimized profile and flat mounting tabs on both ends of each bar are engineered to screw-mount to flat surfaces. The light features an integral molded seal and meets IP67 ratings to resist dust, moisture and vapor. Peterson Manufacturing, www.pmlights.com, 800-821-3490

commercial carrier journal

| november 2020

Vehicle Inspection Systems’ VIS-Check: Road Simulator is a suspension and steering diagnostics system engineered to recreate road conditions safely and easily to help users see how undercarriage components perform under harsh operating conditions and make otherwise undetectable mechanical issues easier to detect. The unit’s automated inspection process helps facilitate quick repairs. Vehicle Inspection Systems, www.vischeck.net/ vis-check/road-simulator, 800-219-6256

PRODUCTS

Light bar camera

ASA’s VCAHD140LB Light Bar Camera combines a rear light bar with an analog high-definition camera for seamless installation with a single-pass wire entry and a surface-mount design. The camera is made with automotive-grade polycarbonate and is corrosion-resistant and waterproof. It uses high-performance color optics and IR low-light assist to provide a high-resolution picture. ASA Electronics, www.asaelectronics.com, 877-305-0445

Aftermarket ring and pinion gearing

Dana’s Spicer Select 404 Ring and Pinion Gearing are suited for post-warranty differential rebuilding. The parts feature the company’s five-axis cutting and are manufactured with the same heat treatment processes and materials as its original equipment gears. They are designed for easy fit and installation. Dana, www.danaaftermarket.com, 800-621-8084

Lightweight brake drums

Webb Wheel’s Steel Shell Brake Drums are engineered to allow for increased payloads. The lighter, stronger design features a one-piece outer shell with a fused cast-iron brake liner. The company currently offers three options for a 16.5-by-7-inch application and is planning two for a 16.5-by-5inch application and one each for 16.5-by8.62-inch, 16.5-by-8-inch and 15-by-4-inch applications. Webb Wheel Products, webbwheel.com/ steelshell.php, 800-633-3256 commercial carrier journal

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As ELD Provider list narrows, questions arise over accuracy of DOT registry. R&L Fleet Management’s HOS ELD System is ready for the new update to service rules coming in September.

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november 2020

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GET AHEAD OF YOUR TRAINING PLAN PREVENTABLE or NOT? Doe’s trailer dings diner’s door

Tailor Your Fleet’s Training Schedule Plan out and schedule your online training year ahead of time. You can tailor it to new hires, old timers, job titles, locations or any other group you plan. You can even have post-infraction assignments ready to go. See how easy Sentix® Pro makes training.

PLAN YOUR TRAINING AT INSTRUCTIONTECH.NET

commercial carrier journal

t was a chilly autumn day when trucker John Doe arrived at Mr. Crispy Fried Chicken near Big Bass, Mississippi. Frankly, Doe was less than thrilled to be there, because blindly jacking his reefer trailer to the delivery area at Mr. Crispy’s kitchen was always a pain. At the moment, he was consoling himself with a green Gummy Bear, adjusting his heater and patiently waiting for some store employees to come out and guide his approach. Today, Doe’s helpers were store manager Kitty Periwinkle, who positioned herself to the right of Doe’s cab, and senior fryer Jim Bob Buford, who stood beside Doe’s window. Doe started to slowly back his rig, keeping an eagle eye on Jim Bob. Unfortunately, Jim Bob was suddenly distracted by the faint sound of a buzzer inside the store, an indication that his drumsticks were ready. So Jim Bob just stood there, looking dazed, as Trucker John Doe was Doe backed plumb into the store’s rollup door and bent backing his reefer to its frame! Kitty had been a restaurant’s kitchen yelling frantically, pounding delivery area and was on Doe’s trailer and waving in an attempt to make him being helped by an but Doe’s attention had employee who became stop, been riveted on Jim Bob. And distracted, causing Doe both of Doe’s windows had to hit the store’s rollup remained closed to maintain the warm comfort of his cab, door and damaging it. so he heard nothing. Was this a preventable Because Doe contested the preventable-accident warnaccident? ing letter from his safety director, the matter was turned over to the National Safety Council’s (NSC) Accident Review Committee. NSC upheld the “preventable” ruling, noting that Doe easily could have avoided the accident by lowering his windows to listen for verbal warnings while keeping an eye on Kitty. | november 2020

WE’VE RAISED THE CEILING ON BEST IN CLASS

Peterbilt’s Model 579 UltraLoft is a lightweight integral cab-sleeper design that takes the Model 579 to new levels of driver comfort and performance. The distinctive exterior features a bold, sculpted roofline and aerodynamic enhancements for increased fuel economy. The new interior offers bestin-class headroom, bunk space and storage. The standard PACCAR Powertrain, including the PACCAR MX-13 engine and the advanced PACCAR Automated Transmission, maximizes fuel efficiency and drivability, making the Model 579 UltraLoft the driver’s truck of choice.

For more information, stop by your nearest Peterbilt dealer or visit Peterbilt.com.

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Articles inside

A rolling record

Overcoming obstacles

Keeping them rolling