BUSINESS OF TRUCKING: SAFETY FIRST Pg. 20
The Guide To Used Trucks, Equipment and Maintenance
American Trucker Marketplace Pg. 33
A Penton Media Publication
FLEETPRIDE 2010 OUR STRENGTH IS
OUR EXPERTISE IS HOME-GROWN
FleetPride is proud to distribute these national brands, as well as many others.
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The maintenance challenge: A solid PM program can lower operating costs
20/BUSINESS OF TRUCKING
Don’t be sidelined by CSA 2010
EDITOR’S PAGE .............................................. 4 Reconditioning tractors now a viable option
PARTS & SERVICE ............................................ 8 The latest in parts
TIRE RACK ....................................................18 Work trucks still searching for solutions
FOCUS ON .....................................................22 Refrigeration makers eyeing efficiency
Regulations are coming quickly
Home on the road
TRUCKS AT WORK ..........................................30 Steel company focused on bottom line
READERS’ RIGS...............................................32 Got what it takes?
AMERICAN TRUCKER MARKETPLACE ............33 Used trucks, trailers, parts & services
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BY SEAN KILCARR
203/358-9900 or 800/776-1246 Fax: 203/358-5819
Vice President/Group Publisher Thomas W. Duncan
Editorial Staff Jim Mele Editorial Director firstname.lastname@example.org
A new option
Sean Kilcarr Editor email@example.com
Tim Brady Business Editor firstname.lastname@example.org
conditioning, refurbishing or rebuilding, programs dee life of highway tractors are clearly back in vogue. ers alike have offered a variety of such services over the years, even to the point of repowering equipment with rebuilt engines as well as putting in remanufactured transmissions and axles, too. Yet now, with new-truck prices steeper than ever and good used rolling stock hard to find, revamping tractors Reconditioning trucks already owned may make a lot more fiscal sense for fleets closely watching may be a prudent their bottom lines. Truck OEM Navistar in particular move for fleets. is pushing a new all-make refurbishing program called “ReStar” for any model of Class 5-8 commercial truck. Its program is designed to put latemodel, low-mileage trucks—typically those about three years old—through a “reconditioning” process that replaces worn items starting with basics like belts and hoses and moving all the way up to drivetrain components. According to the truck maker, a ReStar customer may elect to spend from $5,000 to $20,000 on a three-year-old truck it owns and, in effect, reset its lifespan clock back two years. But bear in mind, the key to making ReStar or any similar refurb program work economically is to avoid rebuilding the engine. If an engine overhaul is needed, it might torpedo the economics of the plan. Just the downtime alone for a full overhaul might not make it worthwhile. Whether demand for truck reconditioning takes off or not this time around, at least these programs give truck owners another option to consider as they look to upgrade equipment. AT
Brian Straight Managing Editor email@example.com Dan Zeis Senior Art Director firstname.lastname@example.org Joshua Bourland Assistant Art Director email@example.com
Contributing Editors David Cullen firstname.lastname@example.org Mary Davis email@example.com Wendy Leavitt firstname.lastname@example.org Kevin Rohlwing email@example.com Bruce Sauer firstname.lastname@example.org Rick Weber email@example.com Charles Wilson firstname.lastname@example.org
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THE ONLY SIX-PACK GUARANTEED TO LAST TWO YEARS.
PowerPacks are fully backed by a no-hassle, two-year/150,000-mile warranty when installed at your authorized Detroit Diesel service outlet. When one fuel injector wears out, the other five usually aren’t far behind. That’s why installing Detroit Diesel PowerPacks, a set of six reliabilt® fuel injectors, as a regular maintenance item just makes good business sense. You’ll maximize engine performance, increase fuel efficiency and avoid the added costs of labor, parts and downtime. And with our extended two-year warranty, you can count on Detroit Diesel genuine remanufactured parts to work just like new. PowerPacks – anything less doesn’t make sense.
See your authorized Detroit Diesel service outlet or visit www.detroitdieselstepup.com. DTNA/PSM-A-534 Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2001. © 2009 Detroit Diesel Corporation. All rights reserved. Detroit Diesel is a Daimler company.
The regs are coming From EOBRs to CSA 2010, Washington has been busy
rom electronic on-board recorders (EOBR) to the Federal Motor Carrier Safety Administration’s (FMCSA) Comprehensive Safety Analysis 2010 (CSA 2010) program, there is plenty of action on the regulatory front these days for trucking, and it’s not likely to subside anytime soon, experts said. The first big ruling to come down recently was the long-awaited EOBR decision. The announcement of the final rule, which goes into effect on June 1, 2012, means that truck and bus operators having serious hoursof-service (HOS) violations will be required to install EOBRs in all their vehicles. This decision, though, is generating some concerns—especially on the law enforcement side of the HOS ledger. “We’ve always thought EOBRs are the way to go as a way to enhance HOS compliance and highway safety, while leveling the industry playing field,” Steve Keppler, interim executive director for the Commercial Vehicle Safety Alliance (CVSA), said. “From a technical perspective, this is very doable for carriers because all they have to do is install a device that meets the rules. However, from a law enforcement perspective, we need to know how to interact with all the devices that may be used to comply with the EOBR mandate. That’s why technology standardization, from where we sit, plays a critical role in this.” EOBRs—colloquially known in trucking as “black boxes”—are
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Fleets violating hours-of-service regulations will be subject to the new EOBR rule. devices attached to commercial vehicles that automatically record the number of hours drivers spend operating the vehicle, replacing the paper logbooks that drivers rely on to properly record their daily on- and off-duty regimen. Under the new EOBR final rule, carriers found with 10% or more HOS violations during a single compliance review will be required to install EOBRs in all their vehicles for a minimum of two years. The rule also details new technical performance standards for EOBRs installed in commercial motor vehicles, including requirements for recording the date, time and location of a driver’s duty status. Ruben Mirensky, CEO & president of software firm Optipoint Custom Tracking, said that most fleets perceive the negatives of this to be threefold: Training will be needed; it will make even minor violations more evident; and it will cost too much.
Keppler said that the performance criteria necessary for collecting the information is what will be critical— especially if FMCSA plans to expand the rule to cover all operators, not just those with HOS violations, as has been speculated. “From our perspective, we’d rather the agency wait and issue a broader rule covering the entire industry, rather than take this piecemeal approach,” Keppler said. “The concern is that the performance standards in this rule might change if the agency broadens the rule down the road, and that would lead to confusion for both industry and law enforcement.”
CSA 2010 PUSHED BACK
Just as carriers were starting to get their hands around the EOBR ruling, FMCSA announced it was pushing back the start date to November of its CSA 2010 program, a full five months past the original start date of June. “We’re not ‘pushing back’ CSA
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2010’s start time per se; we’re still launching it in 2010 as intended,” Candice Tolliver of the Dept. of Transportation’s Office of Public Affairs, told American Trucker. “We want to put out the best rules possible, making sure they are as complete and thorough as we can, and incorporate all the feedback we’ve received from stakeholders.” CSA 2010 is designed to make it easier for FMCSA to identify the riskiest motor carriers through the use of more “real-time” safety data. Roadside inspection reports, violations, accident records and other safety-related information that is currently stored in a variety of different individual systems will be collected into two distinct databases: one for carriers and one for drivers. That data will then be divided into seven specific categories, dubbed Behavioral Analysis and Safety Improvement Categories (BASICs), allowing FMCSA to quickly pinpoint developing safety risks. The resulting safety ratings will be based on the individual categories rather than overall performance. Failing just one of two specific categories, the ones largely based on traffic and hoursof-service violations, will lead to an unsatisfactory rating even if everything is fine in the other six. Unlike the current SafeStat rating system that can be based on very old historical information, CSA fleet and driver data will be updated monthly. That means one bad month can quickly change a fleet’s rating, a rating that is publicly available to shippers and any other interested party. And that data will be held in a fleet’s record for two years and a driver’s record for three. The one exception is accident information, which will be kept on file for both fleets and drivers for five years.
“This is an active time and it looks like it will remain active for the next two years. Life will be different for the industry, hopefully for the better.” Richard Henderson, CVSA
The unsafe driving and fatigued driving categories are particularly important because a poor rating in either one will result in an overall poor safety rating for the fleet, noted Dave Kraft, Qualcomm’s senior manager of governmental affairs. “FMCSA is serious about getting the bad actors out of the industry,” he said. “The thing to remember is that each of the seven BASIC measurements will be updated monthly and you can fail in any one.”
MORE TO COME
These rules are just the start. First, FMCSA, in its EOBR ruling, also said it will continue to review the rule and a “broadening” may take place later this year. Both of these rules follow on the heels of the new braking regulations announced last year by the National Highway Traffic Safety Administration, which mandates new stopping standards for commercial truck tractors. Those regulations require a tractor-trailer traveling at 60 mph to come to a complete stop in 250 ft., versus the old standard of 355 ft. For a small number of very heavy severe-service tractors, the stoppingdistance requirement will be 310 ft. under these same conditions. In addition, this final rule requires that all heavy truck tractors must stop within 235 ft. when loaded to their
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“lightly loaded vehicle weight.” With proposed bans on texting by commercial drivers, a renewed focus on distracted driving, and an ongoing evaluation of hours-of-service regulations, carriers will have plenty to focus on in Washington in the months and years ahead. What Eli Lustgarten, senior research analyst at Longbow Research, suggests is the new spate of regulations is partly due to the rules catching up to technology. “Government has a heightened sensitivity to safety, and in particular the auto industry the last few years, and trucking is following along,” Lustgarten says. “There’s been a constant improvement [in safety over the years]. The trends have been established and will continue, and there will be a continued use of technology to improve safety.” “I think [CSA 2010] is a pretty significant change they are trying to implement and the states have a lot to do with this as well,” said Richard Henderson, director of government affairs for the Commercial Vehicle Safety Alliance. “I think the delay is probably a good, cautionary move.” Henderson adds that with the massive reauthorization bill, which may include a mandate for EOBRs, still working its way through Congress, plus HOS rules and other safety-related issues waiting to play out, there will be plenty of regulatory issues for fleets to stay abreast of. “Yes, the regs are coming, but they are not coming tomorrow, so take some time to look at them,” said Henderson. “This is an active time and it looks like it will remain active for the next two years. Life will be different for the industry, hopefully for the better.” —SEAN KILCARR AND BRIAN STRAIGHT
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parts & service
Yokohama rolls out “eco-sensitive” tire
he new 101ZL steer and greatly reduce “strain tire model from Yoenergy” in the tire’s shoulkohama Tire Corp. der and bead areas for low is the latest addition to its rolling resistance and betZen vironment product ter fuel efficiency. lineup. The tire maker calls Other features include: the tire “eco-sensitive” becontact pressure equalcause it boasts low rolling izer sipes to optimize rib resistance that in turn imcontact pressure to resist proves fuel economy. uneven wear and improve The 101ZL is designed to wet weather braking and provide at least a 10% inhandling; stress equalcrease in overall tread life, The 101ZL is izer ribs to increase road along with significant re- designed for a 10% contact at the shoulder’s sistance to irregular wear, improvement in edge to reduce step-down said John Cooney, Yoko- tread life. wear; serpentine grooves hama director of comfor shoulder rigidity and mercial sales. It’s also been added to for greater tear resistance; and the EPA’s SmartWay list of verified multiple sipes to create a better tire technologies for tires. “footprint” for optimal rib edge The 101ZL will be available start- contact pressure, reducing irreguing in October in these four sizes: lar wear. 295/75R22.5, 11R22.5, 11R24.5 Yokohama also announced that, and 285/75R24.5. It joins three in addition to the 101ZL, the 103ZR other models in Yokohama’s Zenvi- steer tire, RY587 trailer tire and the ronment line: the 703ZL drive tire, TY517MC2 drive tire have been 103ZR steer tire and 501ZA. added to the list of verified technolCooney noted that the Zenviron- ogies for EPA’s SmartWay Transport ment manufacturing process is de- Partnership. signed to help control casing growth www.yokohamatire .com
Track tire costs F
leets looking to control tire and tire-related costs can now track their assets from cradle to grave with an offering from Tire Centers LLC (TCi). Track My Tread is designed to provide TCi customers asset accountability, streamlined mainte-
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nance shop operations, automated inventory replenishment, and true total lifecycle costs. Customers can see the entire lifecycle of a tire asset from purchase, to repairs, to retreading, and even to the scrap pile. www.tirecenters.com
urrently, with more trucks than freight, (too many) small carriers are attempting to pan for freight at the mother lode. But so are all the other large, medium and small carriers. A different approach is to “freight prospect” by looking for the vendors that provide either raw product or finished items to larger shippers. One rule stands: Every company, regardless of how large or small, either ships or receives something brought by truck. Many companies do both. Let’s look at what history has taught us. Name a company that prospected for gold in 1849 that is still in business today? A bit of a challenge. But name a company that supplied the gold miners? That’s easy. Levi Strauss, company founder, saw a need for clothing that would withstand the abuse of mining and started producing the denim jean. The point of this story is Strauss didn’t dig the gold; he provided the means for the miner to stay out longer in his search for riches. You must do the same when prospecting for freight. You don’t need that single contract with the big-box retailer distribution center or the large manufacturer, but you do need to haul for the vendors that supply the distribution center. Tim Brady’s “Trucking Insights” column appears monthly, offering helpful tips on how you can successfully navigate your business in today’s economy. Contact Tim Brady at email@example.com or call 731-749-8567. Join Brady at www.truckersu.com
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parts & service
Flex-mount design offers options A
new LED lighting product from Truck-Lite is said to offer more versatility and cost savings to customers through a flexible mounting design. The Flex-Lite requires no additional accessories and includes versatile wire options, the company noted. According to Bob Ives, vpmarketing, the light features two robust thermoplastic housing designs, allowing for a flexible mounting surface to be molded directly around the lens. The unique design of the â€œwingedâ€? version allows for a wide array of mounting options and is ideal for placing on the corner radius in trailer and body applications,
The Flex-Lite adheres easily to surfaces. Truck-Lite said. There will also be a non-winged version. The light is manufactured with a peel-and-stick backing that is affixed to the surface with a heavy-duty adhesive designed to hold up in all weather conditions. Available with both a rear-exit and side-exit wiring housing style,
the lamps allow for both installations without a wiring feed hole (for installation against any flat surface), as well as a clean installation with power and ground wires feeding into the vehicle or trailer body. The company has also published a new brochure that highlights its line of Signal-Stat LED lights, including round and square pedestal lamps, colored LEDs and clear lenses. The line offers full-pattern optics and is available for stop, turn and tail lighting, back-up lamps and more. The lights can be retrofitted to nearly all existing trailers. www.truck-lite.com
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parts & service
New version of Hauf dump trailer S
teco has released the next model of its Hauf dump trailer, a frameless aluminum version ideal for sand-and-gravel operations. The trailer is available in either 24- or 40-ft. lengths. Customization options include length, external or internal cylinder mount, top-hinged tailgate, high-lift or barn door, and a variety of suspensions, wheel and tire choices. A modern version of a classic dump trailer, Hauf uses the same continuous U-formed side post welding as its predecessor, and has added a
The trailer comes in either 24- or 40-ft. lengths with a variety of options. smooth bed and top-hinged tailgate with remote air-controlled open and lock. www.stecotrailers.com
Power options unveiled T
hree new products designed for the work truck and construction markets are being showcased by Miller Electric Manufacturing Co. The EnPak Mechanic Series is an integrated, self-contained air compressor, hydraulic pump and generator. Installing the EnPak eliminates the need to carry a heavy PTO, yet still provides the power necessary to run air tools, hydraulic cranes and electrical equipment without turning the truck on, Miller said. Because it operates without the need of the truck’s engine, the EnPak reduces engine hours by as much as 60% and can cut fuel costs 30%. It runs on a 27 hp. diesel engine and combines a rotary screw air compressor, hydraulic pump and generator in a single unit. The Miller Air Pak 40 is rated at 40
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cfm at 100 psi with a 175 psi maximum, while the Eaton variable displacement piston hydraulic pump powers a rated 3,000 psi at 8.5 gpm. The generator produces 6,000 watts of power at 100% duty cycle with an additional 2,400 watts of pure sine wave EnVerter power at idle. Miller also unveiled the Trailblazer 302 Air Pak welder, generator and air compressor. The unit comes equipped with a battery charger and jump starter. The Trailblazer includes 450 amp (12 volt)/350 amp (24 volt) battery jumping power; 13,000 watts of peak generator power; up to 350 amps of welding power; and 26 cfm of continuous compressed air. To extend battery life, it provides charging power until it senses a load from the starter. www.millerwelds.com
Free online rate calculator
free online truckload rate calculator from FairTran is designed to help fleets identify what rates they should be charging for loads. The calculator, located athttps://www. fairtran.com/calculator.aspx, allows carriers to input variables specific to their company. It returns a customized dollar per mile rate, FairTran said. “FairTran already offers a free national truckload rating index,” said Charlie Collins, president. “However, each carrier is different and will have different costs as a result. Our new rate calculator overcomes this difference.” The National FairTran Value truckload rate index is also offered free of charge; it is updated weekly. www.fairtran.com
New handheld computers
lacier Computer has launched two new M3 Series handheld computer models. The M300 and M305 with pistol grip offer a rugged design for use in both indoor and outdoor applications such as warehousing, retail and field service. The computers have been designed with many of the same attributes found in the Everest Series of vehicle-mount computers. The modular design is easily configured to meet customized needs. Functionality is added on an as-needed basis, ensuring that customers only pay for what they will need, Glacier said. Both models utilize the M3 Series board-level ruggedization technique to provide a lightweight, durable form factor that is sealed to a rating of IP65 and certified to withstand multiple 6-ft. drops to concrete. www.glaciercomputer.com
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